2017 Annual Report

2017 ANNUAL REPORT

AEEC • AMC • FSEMC

SAE ITC ARINC INDUSTRY ACTIVITIES STAFF DECEMBER 2017

Mike Rockwell Executive Director

Sam Buckwalter José Godoy Peter Grau Program Director Principal Engineer Principal Engineer AMC & FSEMC Executive Secretary

Lori Hess Vanessa Mastros Tom Munns Editorial Assistant Business Manager Program Director Principal Engineer

Kate Popp Paul Prisaznuk Scott Smith Editorial Assistant Program Director Principal Engineer AEEC Executive FSEMC Assistant Secretary Executive Secretary

“Dedicated to the success of AEEC, AMC, and FSEMC” -Mike Rockwell, Executive Director, SAE ITC TABLE OF CONTENTS

SAE ITC ARINC Industry Activities Staff �� 1 ARINC Characteristic 743C �� 33

Message from Industry Activities �� 4 ARINC Characteristic 755-5 �� 33

AEEC | AMC Welcome and Keynote �� 6 ARINC Characteristic 766 �� 33

FSEMC Welcome and Keynote �� 7 ARINC Characteristic 781-7 �� 34

Bringing the Industry Together �� 14 ARINC Specification 800P3-1 �� 34

AEEC, AMC & FSEMC �� 16 ARINC Specification 834-7 �� 34

Aviation Industry Activities �� 16 ARINC Report 849 �� 34

Airlines Electronic Engineering Committee (AEEC) �� 16 ARINC Report 852 �� 35

Avionics Maintenance Conference (AMC) �� 17 Product Descriptions �� 36

Flight Simulator Engineering & Maintenance Conference 48 Active Projects �� 36 (FSEMC) �� 17 AEEC Projects �� 39 Continued Commitment �� 17 AMC Projects �� 54 Member Organizations and Corporate Sponsors �� 18 FSEMC Projects �� 55 Benefits �� 18 ARINC Industry Activities Advisory Group (IAAG) �� 57 Supporting Organizations �� 20 IAAG Representation �� 57 Member Organizations (As of December 31, 2017) �� 20 Purpose �� 57 Corporate Sponsors (As of December 31, 2017) �� 22 Summary �� 57 Other Aircraft Operators (As of December 31, 2017) �� 26 AEEC �� 58 ARINC Standards �� 28 Message from the Chairman �� 58 Introduction �� 28 AEEC Executive Committee Members 21 ARINC Standards Published in 2017 �� 29 (As of December 31, 2017) �� 60

ARINC Specification 600-20 �� 30 AEEC Summary 2017 �� 61

ARINC Specification 619-5 �� 30 AEEC Mission �� 61

ARINC Specification 620-9 �� 30 AEEC Overview �� 61

ARINC Specification 622-5 �� 30 AEEC Composition �� 61

ARINC Specification 628P2-9 �� 31 AEEC Subcommittees and Working Groups �� 62

ARINC Specification 628P9-5 �� 31 Aeronautical Databases (ADB) �� 63

ARINC Specification 631-7 �� 31 Aeronautical Mobile Airport Communication (AeroMACS) �� 63

ARINC Specification 633-3 �� 31 Aeronautical Operational Communication (AOC) �� 64

ARINC Report 658 �� 32 Air-Ground Communication Systems (AGCS) �� 64

ARINC Report 667-2 �� 32 Avionics Application/Executive Software (APEX) �� 64

ARINC Report 675 �� 32 Cabin Systems (CSS) �� 64

ARINC Characteristic 743A-6 �� 32 Cockpit Display System Interfaces (CDS) �� 65

ARINC Characteristic 743B-1 �� 33 Controller Area Network (CAN) �� 65

2 Data Link Systems (DLK) �� 65 FSEMC Steering Committee Members (As of December 31, 2017) �� 80 Data Link Users Forum �� 65 FSEMC Summary 2017 �� 82 Digital Flight Data Recorder (DFDR) �� 66 FSEMC Mission �� 82 Digital Video Working Group (DVE) �� 66 Introduction �� 82 Electronic Flight Bag (EFB) �� 66 FSEMC Working Groups �� 83 Electronic Flight Bag (EFB) Users Forum - a Joint Activity with IATA �� 66 FSEMC Data Document (FDD) Working Group �� 83

Fiber Optic Interfaces (FOS) �� 67 Simulator Continuing Qualification (SCQ) Working Group �� 83

Flight Management Computer System (FMS) �� 67 EASA FSTD Technical Group �� 83

Galley Inserts (GAIN) �� 67 Annual Awards �� 84

Global Aircraft Tracking (GAT) �� 67 Austin Trumbull Award �� 84

Global Navigation Satellite System (GNSS) �� 68 Roger Goldberg Awards �� 84

Internet Protocol Suite (IPS) for Aeronautical Volare Awards �� 86 Safety Services �� 68 Annual Report Acronym List�� 87 Ku/Ka Band Satellite Communication System (KSAT) �� 68

Navigation Database (NDB) �� 68

Network Infrastructure and Security (NIS) �� 69

NextGen/SESAR Avionics �� 69

Software Distribution and Loading (SDL) �� 69

Software Metrics Working Group (SWM) �� 69

Systems Architecture and Interfaces (SAI) �� 70

Traffic Surveillance �� 70

AMC �� 72

Message from the Chairman �� 72

AMC Steering Committee Members (As of December 31, 2017) �� 74

AMC Summary 2017 �� 75

AMC Mission �� 75

Introduction �� 75

AMC Working Groups �� 76

Test Program Set (TPS) Quality Working Group �� 76

Obsolescence Management Guidance (OMG) Working Group �� 76

Mechanical Maintenance Conference (MMC) �� 77

FSEMC �� 78

Message from the Chairman �� 78

3 MESSAGE FROM INDUSTRY ACTIVITIES

• $1000.00 raised for the American Cancer Society.

• AMC vetted One Hundred Ninety (190) new discussion items as well as Thirty-Three (33) carryover items from previous years related to resolving avionics maintenance issues. Thirty- Five (35) AMC discussion items were unresolved.

• Symposiums were held on the following topics:

◦◦ Global Aircraft Tracking

◦◦ Topics Trending in Aviation

Michael D. Rockwell ◦◦ Communication Systems Executive Director, ARINC IA ◦◦ Wireless Airplane Data Networks

◦◦ Chemicals Under Control ARINC Industry Activities had another successful year, continuing its tradition ◦◦ Nuisance Fault Messages of bringing the airline community together through the preparation of • Throughout the year, ARINC Industry ARINC Standards, discussion items, and Activities produced consensus-based symposiums. ARINC Standards that bring value to the airlines, airframe manufacturers, The Airlines Electronic Engineering avionics suppliers and other related Committee (AEEC) General Session and businesses: Avionics Maintenance Conference (AMC) ◦◦ 21 ARINC Standards approved in was held on May 1-4, 2017, in Milwaukee, 2017 Wisconsin hosted by Carlisle Interconnect Technologies. The AEEC | AMC ◦◦ 16 new projects authorized, with 48 conference was attended by 681 people active projects in-work from 23 countries and is summarized as The AEEC Data Link Users Forum met follows: twice in 2017; February 7-8, 2017, in • 123 people representing 30 different Phoenix, Arizona and September 12- airlines. 13, 2017, in Brussels, Belgium with an average of 90 people in attendance. The • 558 people from supplier and service AEEC Data Link Users Forum coordinates organizations. the airline operational needs with the air • 27 Supplier hospitality suites open. navigation service providers, the data link service providers and the supplier community.

4 The AEEC Electronic Flight Bag Users Participants in ARINC Industry Activities Forum met twice in 2017: June 13-15, learn about new technologies, existing 2017, in Vienna, Austria and November and pending regulatory issues, best 14-16, 2017, in Singapore with an practices for life cycle support, etc. average of 325 people in attendance. The through the exchange of their knowledge AEEC Electronic Flight Bag (EFB) Users and experiences that contribute to Forumcoordinates the airline operational cost effective solutions for all. Your needs with EFB providers and regulators. organization’s active participation in and financial support of the AEEC, AMC and The 23rd Flight Simulator Engineering and FSEMC activities is greatly appreciated. Maintenance Conference (FSEMC) was held September 25-28, 2017 in Memphis, Tennessee hosted by FedEx. The FSEMC Conference was attended by 293 people from 28 countries representing simulator user organizations, products and services suppliers, airframe manufacturers, simulator manufacturers, and regulatory Michael D. Rockwell, Executive Director authorities. ARINC Industry Activities, an • A pre-conference technology workshop SAE ITC Program was held on Monday, September 25, 2017. Topics presented were:

◦◦ Benchmarking Flight Simulator Technologies – Where to Next?

◦◦ Configuration Management – Hardware/Software, Databases and QTGs

• Helicopter Simulation

• The FSEMC vetted Seventy-Five (75) new discussion items as well as four (4) carryover items from previous years related to resolving flight simulation issues.

5 AEEC | AMC WELCOME AND KEYNOTE

AEEC | AMC Leadership pictured (left to right): Sam Buckwalter, AMC Executive Secretary; Rich Stillwell, United Airlines; Martin Lee, Carlisle Interconnect Technologies; Marian Jozic, KLM; Kris Bauer, United Airlines; Dean Conner, United Airlines; Mike Rockwell, ARINC Industry Activities; Paul Prisaznuk, AEEC Executive Secretary; Laurie Strom, SAE ITC

The AEEC | AMC was held May 1-4, 2017, in Milwaukee, Wisconsin. AEEC Chairman, James McLeroy, UPS, welcomed participants to Milwaukee.

He introduced the keynote speaker, Kris Bauer, Senior Vice President, Technical Operations, United Airlines.

Kris Bauer described United’s operation, its global presence, and the key challenges facing operators today. Bauer explained the challenges and milestones that emerged from United and Continental’s merger in October 2010. In late 2016, United achieved two major milestones of the merger process: integrating two maintenance systems into one and ratifying James McLeroy a Joint Collective Bargaining AEEC Chairman, 2017 Agreement (JCBA) among its 9,000 technicians. Additionally, Bauer explored how United was working to improve aircraft utilization through improving the line maintenance workload, improving fleet health, making processes more efficient, and rebuilding employee trust.

During this conference, a number of technical issues of importance to the airline community were discussed.

Symposiums on Global Aircraft Tracing, Communication

Kris Bauer Systems, Wireless Airplane Data Networks, Trending in Aviation, Chemicals Under Control, and Nuisance Fault Messages were attended by meeting participants.

6 FSEMC WELCOME AND KEYNOTE

Marc Cronan Scott Ogden, VP Aircraft Maintenance FSEMC Chairman, 2017 FedEx

The 2017 FSEMC, organized by ARINC Industry Activities and hosted by FedEx, was held September 25-28, 2017, in Memphis, Tennessee.

FSEMC Chairman Marc Cronan officially opened the meeting by introducing Scott Ogden, Vice President of Aircraft Maintenance at FedEx, who provided the keynote speech, transcribed below.

Good morning to everyone and welcome to Memphis. Did anyone go to Beale Street over the last few nights? If you have not, please get out there. I think you will enjoy that.

Thanks for letting FedEx sponsor this event. I also want to thank our FedEx folks for setting this all up: Tim, Mike, and others. They have been working hard putting this together for quite some time. Thanks to them.

Let me start off talking a little bit about FedEx and what we do. Then we will get into what we are doing with simulation. We serve 220 countries around the globe. We have 9,600 air operations employees: 4,000 of those are pilots, 2,600 of them are AMTs, and maintenance control, routing, and scheduling fill the rest of that gap.

We operate 138 line maintenance stations, which is unusual in this business today. We have our own folks at all those locations. Some of what we are talking about today with simulation will help us, because we are trying to train 2,600 mechanics around the globe. It is hard to get everybody to come to Memphis and get that done. We see real value in simulation.

7 We have 650 aircraft, including our feeder operations. We have B777s, B767s, MD11s, MD10s, and Airbuses. Looking at some of the names in the room, we do a lot of passenger to freighter conversion, and probably own a lot of your old airplanes.

At FedEx, we move about 4 million packages daily: 1.3 million of those are in Memphis alone. That is why I encourage you to go see that hub tour. It is quite impressive.

We have 51 employees in our training organization, and 58 simulator techs.

Expanding the role in simulation: it is not just for pilots anymore.

Tim Mogley is here from technical operations. He is our new senior manager of TechOps training. I am going to ask Tim to come up at the end if you have any questions. He probably has the answers, because he is our training guy.

Tim and his team have done a great job. They are training not only our aircraft mechanics, but our ramps and dangerous goods folks. They are trying to teach over 2,000 mechanics on 6 different fleets and types of airplanes. When you think about it, that is an awful lot of information to retain. We expect our mechanics to know everything about every system at every moment. It is quite an undertaking.

Does this picture look familiar to you at all? Is it from the 14th century, or is it from last year? Look at what is going on in the picture. You have some folks talking in the back row, a fellow sleeping, and the A+ student is probably in the front row.

A lecture is not a good way to retain information, especially with our 6 different types of fleets. Retention rate is only about 5-15%. I can remember myself as a mechanic, sitting in these lectures. I was not one of the ones sleeping, but I was not one of the ones in the front row, either. This represents what goes on in training. There are hours of training: I sat through those hours of training as a mechanic. We had to come up with different innovations, and that is part of what simulation is all about.

What has changed? We have projectors. The delivery is still, for the most part, through lecturing. Information transfer is not a problem. Information is at everyone’s fingers. I am sure everybody has a mobile device, iPad, or tablet, as is our case at FedEx. I am sure many of you are using those devices at the airlines you work with. Are there better ways to offer information to students and train on the airplane? That is where simulation plays a huge part.

8 CONTINUED FSEMC Welcome and Keynote

There is a traditional approach to this training, of course. That is the material that is developed by maintenance manual references in the OEM training material. We put that together. Then, the traditional delivery: the classroom environment. It has not been what we need, which is a hands-on approach. Here is one of our classrooms. It is a lecture environment. We picked this image specifically because nobody was sleeping in it. You sit for a long time, get bored with the material, and cannot retain it.

Let’s fast forward to 2017, and why we need value-based training, training that applies to a meaningful part of what people do in their jobs. We need to make training relevant to what their daily activities are. This is about reliability-driven syllabus and practical experience. We are driving and building our syllabus around what is happening on the airplane. We have to learn systems, and be able to get down to the specific pieces of the airplane and what is going on so we can respond better. On-time service is paramount at FedEx, as it is with any other airline.

Additionally, we have training with real-time reliability data. The information we get and drive into our training course is collected every single morning by our training department, reliability, engineering, and others. We review every delay that we take in our system. How do we get that information into the hands of our mechanics so they can learn? The instruction needs to be a learning experience and more hands-on. We drive those things into the training syllabus as well.

Then there are the historical reliability trends. Being a mechanic, it is what I always wanted in training classes. I do not need to know about resistors and things inside a box. I need to know what needs to be changed and moved to get the airplane going. Our instructors have a lot of that experience and drive that into the program.

Additionally, there are things that occur differently in the summer and in the winter, so we are trying to drive those things and reliability trends into our training as well. ATA Chapter 36 [Pneumatics] comes to mind in the summer months. For those of you who do not live in Memphis, you probably live in other very hot places. Pneumatics is one heck of a challenge. We are trying to target those areas in our approach as a value-added training.

In this training, and through simulation, how can we repetitively allow a mechanic and others to repeat a concept until they get it right? In the traditional lecture, there is the one syllabus, the one page to complete, and we are done and keep moving on. With simulation, we can keep going back until the students understand what is going on before they get out on the airplane.

9 To better engage our students, we are leaving the traditional classroom behind. You can see this is not magic: this is a pretty simple idea. We have what we call “Chalk Talk.” We take the classroom out to the airplane, review what we talked about in class and in simulation, and go out there and try to work the concept. For example, we use the engine cowls as writing up schematics and do the flows right on the airplane. I wish there was a way to permanently leave the chalk on the cowls so when we have a problem, we can use it, but we wipe it off after we are done.

Another piece we found interesting was getting the students involved in training. As students, we just sat in the class, but students are now assigned chunks of the class, or training material, to present to the class and/or at the airplane. We found it works well. The students have reacted positively; however, some do not like it. They are not paid to train, they say, but know all the issues that come up. Overall, it has been a successful program. We are going to keep working on it.

Additionally, the instructor becomes the facilitator. He leads and directs the flow of the discussion and tries to draw out key pieces of information that help the technician at the end of the day.

Tablets are another powerful tool that we are using and using a lot. I think a lot of other airlines are using them as well. Tablets provide an incredible amount of resources, and they are right at the AMT’s fingertips. That is what we want. We want it at the point of use. It is a powerful tool not only at the airplane, but also in the classroom. Because we are using the tablets, we do not have to have all the written material and stacks of books that we used to get for training. In fact, it is saving us about $150,000 a year in printing costs alone. All our instruction and classes are on tablets. We do not offer paper copies anymore. Now, if a mechanic or an AMT wants, they can go back and print it off, but there is really no sense to that because it is all on their iPad. Every mechanic at FedEx has their own personal and individual iPads.

Other things, like desktop and flat-panel trainers and cockpit familiarization simulations, are also greatly enhancing our training. They are good for quick use, for things like engine run-up familiarization and autopilot training. We can do Built-In Test Equipment (BITE) checks and tests on this type of equipment in the classroom, and we do. It is part of our training syllabus.

We have a local A&P school here in Memphis. I thought they were behind the times (a lot of us at FedEx are part of some of the industrial boards at the local colleges, just as some of you are), but the school has a flat-panelAirbus simulator. It is powerful for guys and gals coming right out of A&P school to say they have practical experience using this type of simulation. I wish it was a thing that I had when I was a mechanic, turning wrenches 30-something years ago. It is great to see that we are using it as an industry, and that the industry is using it to train up-and-coming AMTs.

10 CONTINUED FSEMC Welcome and Keynote

In the case of our AMTs, the resources, technology, and information are at their fingertips. It is all about the point of use and what we are doing at the airplane. The point of use is on that device. We have job aids, troubleshooting guides that are put together by our training department. We have video capability. The iPad has video so if you have a problem and need to talk with engineering, you can go right to the airplane and engineering is on the other end looking at the problem. We have OJT video clips for problems in rigging and things, and they are on the iPad with the mechanic at the airplane doing the work. That is why it is so important. There are MEO video clips that are also on there for more complex applications for deferring items. Also, our Aircraft Maintenance Manuals, FIM manuals, structural repair manuals, apps, engine run procedures, and MELs for 6 different airplanes are all housed on the iPad. Everything the mechanic needs is at the airplane with them today. It is very powerful stuff.

Here you can see video of a deferral of a B757 anti-ice valve. If the mechanic does not know it, he pulls up a quick video clip, looks at it, and it helps him along. Now, this is video, but I certainly envision this becoming simulated in the future. We could take these videos, simulate them, and update them as we go. Today, if we update a video, unfortunately, we have to go out to the airplane and refilm the video. With simulation, we could do that right in the classroom environment or off the airplane environment. We have hundreds of these video clips on the iPad.

Other simulator technology that we are using to engage students are low-level simulators. They include desktop simulator products and flat panel trainers that some local schools here are using, and of course, flight training devices. Our AMTs want the same touch and feel that our pilots are getting. Once again, it helps to increase student engagement. That is what we want. We do not want people daydreaming or sleeping. We want them engaged in the process, so they are learning what to do on the airplane.

Using simulated technology, we can increase training retention. I mentioned that before. Using these devices, we can repetitively go back and keep reinforcing it until the AMT understands what is going on in the system. Ironically enough, it can even help the flight crew as well when they are trying to figure things out. They can come in and run faults through these devices as well.

Another tool is our dynamic and active schematics. It allows the student to visualize the functionality as the simulation is operating. You can stop these simulations at any point. It is an awesome tool. You can go back, stop, and see where the fault is. You can put faults in it, and again, help the AMT and mechanic better understand what is going on in the system before they get out to the airplane.

11 Here you can see an aircraft servicing lesson: a B757 fueling panel. It is a beautiful thing, as are the others. In this case, you can repetitively train on how to do fueling on the airplane. It is not just that it is important for our AMTs: we also have to train our ramp folks, vendors, and fuel vendors. If you can get them in there on this device and not necessarily on the airplane, you are saving time and dollars of having to bring people in and train them.

Another favorite of mine is our tool for troubleshooting and better understanding the repairs brought in through BITE capabilities. You can use this device to take an LRU, run the BITE checks, put in different fault codes, and be interactive with our mechanics so they stay involved in what is going on with the airplane. I do not know how many people are mechanics out here or not, but we have a real problem with mechanics recording fault codes that come out of the BITE unit. They are looking for a return-to-service so they can get the airplane out. We are not good at getting the fault codes so we can go back and use that reliability information. This unit also helps in that aspect. The unfortunate part is that these are available, and we are training with them, but they are still in the classroom. These are not on the iPads or tablets yet, but that is the direction we are going. I hope you can understand and see the power of simulation at the aircraft. That is where it matters.

Another item is our walkaround trainer, which is in a gaming style. I got to thinking about gaming: is this for the new generation of AMTs who like this automation and type of gaming? For those of us who can think back more than 40 years ago, remember the Atari Pong game? That was the first video game. Maybe I am a video expert and did not know it. We have come a long way.

This device allows the AMT and mechanic to walk around the airplane on the computer. He can move the stairs off the airplane, for example, and hook up the power units. He can go anywhere on the airplane and open up panels to see what’s inside the airplane. It helps keep them engaged: this is on the iPad and when they have spare time, our AMTs can go back and review these things.

Here is an example of a walkaround component locator. In this view, we just went in, clicked on the engine, clicked on the cowl, and opened it up. We put some faults in the simulation – in this case, it was for an IDG change. You can troubleshoot, and point and click on what you want to replace. In this case, the IDG is replaced and it says, “Yes, that was the corrective action.” Again, repetitiveness and location are important items.

12 CONTINUED FSEMC Welcome and Keynote

Last, but not least, is our virtual reality and augmented reality training, which is really cool stuff. We are considering the viability and practicality of it right now. FedEx training is developing an in-house reliability engine-run module and we will explore the application further. This is interesting, because a couple of weeks ago, I had the opportunity to go not to a simulator, but to a pair of goggles. I was with Tim in his office, and he says, “Sit down in the chair,” gives me this pair of goggles, and says, “Do the engine run on this B767.” I am sitting in a chair at a desk, and it was like being right on the airplane. It is super powerful that you can do those things without having to go out to an airplane, without having the cost of the simulation equipment. It is something that we are playing with, and I really do think it is a wave of the future. It is a little bouncy and requires some training. I was not very coordinated with it, but I did get the engine started.

I hope you see that simulation is not just for mechanics. I have been with FedEx 40 years now, have sat through a lot of lectures and old school training, but today I am excited about simulated training and the things we have out there that are going to make a better industry and careers for all of us.

Thank you very much for inviting me, and I will take some questions here if you have any. Tim, I may ask you to join me if I get something. Unless there are no questions.

Thank you all very much. Enjoy your stay here in Memphis and enjoy the tour!

13 BRINGING THE INDUSTRY TOGETHER

Focusing on Technical Issues

14 Taking Care of Community and Family

Though our day-to-day professional lives are focused on many technical issues, we never lose sight of community, family, and having a little bit of fun.

As a long-standing tradition, our annual meeting selects a local charity to be the recipient of a financial contribution. Meeting participants gave generously in to supportAmerican Cancer Society. AEEC | AMC participants donated $1000. Thanks to all who contributed to this worthy cause.

...and Enjoying Various Networking Opportunities

15 AEEC, AMC & FSEMC Aviation Industry Activities ARINC Industry Activities hosts three industry committees: the AEEC, AMC, and FSEMC. These committees create value for the airlines, airframe manufacturers, flight simulator manufacturers, avionics suppliers, training providers, and other stakeholders by cooperatively establishing common technical standards and developing shared technical solutions that no one organization could develop independently. The AEEC, AMC, and FSEMC conduct internationally-recognized aviation engineering and maintenance conferences that are attended by more than 2,300 aviation industry professionals representing more than 75 airlines, six airframers, and more than 460 industry suppliers from 54 countries around the world.

Airlines Electronic Engineering Committee (AEEC) The AEEC was formed in 1949 to provide leadership to the aviation community, namely the airlines, airframe manufacturers, and avionics suppliers that drive aircraft and avionics development. AEEC develops ARINC Standards for new aircraft development programs, major retrofit programs, for incorporating current/evolving information technology, and to meet regulatory requirements.

Working cooperatively through the AEEC, engineering professionals in the avionics and cabin electronics segments of the industry develop technical standards that contribute to achieving a safe, global, seamless, and interoperable aviation system. This includes systems and services for NextGen, SESAR, and CARATS airspace improvement initiatives. AEEC conducts technical evaluations and develops standards applicable to all segments of the aviation community. Today, nearly all commercial and regional aircraft around the world rely on avionics equipment based on the consensus-based standards developed and approved by the AEEC. ARINC Standards are used as the basis for design, development, investment, acquisition, life-cycle support, and other business decisions.

The AEEC Data Link Users Forum meets twice a year to coordinate airline operational concerns with the air navigation service providers, the data link service providers and the supplier community. The AEEC Electronic Flight Bag (EFB) Users Forum meets twice a year to coordinate airline operational concerns with the EFB system integrators, the EFB suppliers, and regulators.

16 Avionics Maintenance Conference (AMC) The AMC was formed in 1949 to create value by reducing the cost of ownership for airborne electronics by promoting reliability and improving maintenance and support techniques. AMC achieves its goal through the exchange of maintenance and associated technical information at its premier event—the annual Avionics Maintenance Conference. Each year, more than 680 avionics maintenance professionals from airlines and their suppliers across the globe assemble to identify solutions to tough avionics maintenance challenges in a question-and-answer format supplemented by technical symposia; this leads to the aviation industry saving tens of millions of dollars annually. As a result of discussions at the annual AMC meeting or in response to emerging industry concerns, AMC establishes task groups to develop maintenance-related ARINC Standards that present best practices or address a specific issue.

Flight Simulator Engineering & Maintenance Conference (FSEMC) The FSEMC was formed in 1996 and brings the proven approach of the AMC to the flight simulation community. FSEMC creates value through a number of activities, including the annual Flight Simulator Engineering and Maintenance Conference. Attended by more than 290 flight simulator experts from around the world, the annual conference uses a question-and-answer format and technical symposia to exchange engineering, maintenance, and associated technical information and identify technical solutions that allow simulator users to operate more cost effectively. FSEMC also conducts a series of task groups that develop technical standards related to simulation and training. As a result, simulator users reduce life-cycle costs for flight simulators and training devices by promoting reliability and improving maintenance and support techniques.

Continued Commitment The benefits of the cooperation in avionics engineering, maintenance, and flight simulation are clear. It is also true that the aviation industry is continually changing. Relationships among airlines, airframe manufacturers, and avionics suppliers are also evolving. Therefore, AEEC, AMC, and FSEMC are changing to meet the challenges of 21st-century aviation.

Continued commitment and support from the entire aviation community is critical to ensuring that the cooperation fostered and value created by AEEC, AMC, and FSEMC endures and thrives. These activities are membership organizations with leadership and work planning driven by the worldwide participants and those companies that benefit from the value created.

To learn more, please visit www.aviation-ia.com.

17 MEMBER ORGANIZATIONS AND CORPORATE SPONSORS Benefits AEEC, AMC, and FSEMC are global technical activities comprised of airlines and other organizations eligible to be Member Organizations with additional support provided by Corporate Sponsors. The ability of AEEC, AMC, and FSEMC to create value depends on the commitment from organizations like yours.

Your commitment of support by becoming a Corporate Sponsor or Member Organization, helps ensure the continued development of ARINC Standards and collaborative solutions that improve cost effectiveness, increase productivity, and reduce life-cycle costs for airlines and their partners in the avionics, cabin system, and flight simulation and training segments of the aviation industry.

Benefits of becoming a Corporate Sponsor include: • Ability to download ARINC Standards from the web site at no additional charge.

• Discount of 50% for hard copy ARINC Standards.

• Ability to download other Industry Activities published information (i.e., meeting and conference reports, draft documents, technical application bulletins, etc.) at no additional charge.

• Eligibility to host a hospitality suite at our AEEC | AMC Conference.

• Eligibility to exhibit at the FSEMC.

• Attend the AEEC, AMC, FSEMC, and/or EFB Users Forum at no additional charge.

• Recognition at AEEC, AMC, and FSEMC meetings and on our web site.

Benefits of becoming a Member Organization include: • All benefits mentioned above.

• Eligibility to vote for companies to serve on the Steering Group or Steering Committee.

• Eligibility to serve on the leadership committees.

Becoming a Corporate Sponsor or Member Organization also provides... • Satisfaction of knowing that your organization is contributing to the value created by AEEC, AMC, and FSEMC.

• Greater networking opportunities with other companies and potential customers.

The ARINC Industry Activities staff looks forward to working with your organization to strengthen the value created by AEEC•AMC•FSEMC in the future.

For more information, please contact us at [email protected].

SUPPORTING ORGANIZATIONS Member Organizations (As of December 31, 2017) AEEC ▪ AMC ▪ FSEMC Members • TAP Air Portugal • Aerolineas Argentina • United Airlines

• Air France - KLM • United Parcel Service

• Air Wisconsin • Virgin America • Alaska Airlines AEEC ▪ AMC Members • All Nippon Airways • Azul Linhas Aereas • American Airlines • Virgin Atlantic • Bangkok Airways • Chautauqua Airlines, Inc. AEEC ▪ FSEMC Members • Delta Air Lines • Airbus

• FedEx • The Boeing Company

• Hawaiian Airlines AEEC Only Member • Icelandair • United States Air Force • Japan Airlines AMC Only Members • Lufthansa • El Al Israel Airlines • Southwest • Turkish Airlines

20 FSEMC Only Members • ACCEL Flight Simulation Co., Ltd.

• Air Canada, Flight Ops Training

• Airbus France SAS

• Alaska Airlines

• Alpha Aviation Group (Philippines), Inc.

• Asian Aviation Training Centre, Ltd.

• Bihrle Applied Research, Inc.

• Boeing Company, The

• CAE

• Cargolux Airlines International S.A.

• Cathay PacificAirways, Ltd.

• Czech Aviation Training Centre, Ltd.

• Finnish Transport Safety Agency (Trafi)

• FlightSafety International

• IFTC Istanbul

• Institute of Air Transport, Ltd.

• Jet2.com Limited

• Kuwait Airways Corporation

• L3 Technologies, Inc.

• MOOG

• Muller Simulation Consultancy

• Rockwell Collins Simulation and Training

• Solid State Disks, Ltd., Reactive Group

• TRU Flight Training Iceland

• TRU Simulation + Training

21 SUPPORTING ORGANIZATIONS Corporate Sponsors (As of December 31, 2017) • Abaco • Avicom Japan Co., Ltd.

• Acme Aerospace, Inc. • Avilution, LLC.

• Adacel • Avionic Instruments LLC

• Adventium Labs • Avionica, Inc.

• Aechelon Technology • Avionics Support Group

• Aero Instruments and Avionics • Aviovision nv

• Aerolux • Avitech GmbH

• AeroNav Data • B/E Aerospace

• Aerosonic, LLC. • Bad Elf

• Airline Avionics Institute • BAE Systems

• Airline Services, Ltd. • Barfield Inc.

• Airtel-ATN • Basic Commerce & Industries (BCI)

• ALTYS Technologies • Btimes Technologies Ltd., Inc.

• Amdar Programme • Canard Aerospace Corporation

• Amglo Kemlite Labs, Inc. • Cargo Transit, Inc.

• Amphenol Air LB • Carillon Information Security, Inc.

• AMST Systemtechnik GmbH • Carlisle Interconnect Technologies

• Angelus Corporation, The • CETCA Avionics Co, Ltd.

• ASC Simulation Corporation • China Aviation Navigation Data

• Astronautics Corp. of America • Cinch Connectors

• Astronics • Civil Aviation Bureau of JAPAN

• AstroNova • CMC Electronics, Inc.

• AV-DEC • Cobham Antenna Systems

• Avia Radio A/S • Cobham AvComm

• Aviation Avionics and Instruments • Cobham SATCOM

• Aviation Component Solutions • Comply 365

• Aviation Data Communication Corp. • Cranfield University

• Aviation Spectrum Resources (ASRI) • Curtiss Wright

22 • DCME Aerospace, Inc. • HEICO

• Diehl Aerospace GmbH • Hoffman Engineering, LLC.

• DMA Aero • Honeywell, Inc.

• Ecole de Technologie Superieure • IFE Products, Inc.

• Ecole Polytechnique de Montreal • iJet Onboard

• Embraer • Imagik Engineering Services

• Enabling Technology & Innovation • Inmarsat (Aeronautical Business)

• Esterline Control and Comm. Sys. • Innovative Solutions and Support

• Eurocontrol • Intelsat

• European Aviation Safety Agency • Iridium

• Federal Aviation Administration • Jacobs Technology, Inc.

• Fischer Connectors • Jana

• Flight Data Systems • Japan Radio Air Navigation Systems

• Flightech Systems Pte Ltd • Jeppesen Sanderson

• Fly Boys, Inc. • JVCKenwood USA Corp

• FlyHT Aerospace Solutions, Ltd. • Kitco Fiber Optics

• FlyPad Products, LLC. • Kobev International, Inc.

• Fokker Services • Kollsman

• ForeFlight LLC • Korea Electronics Technology Institute

• Gables Engineering, Inc. • Kymeta Corporation

• Garmin International • L2 Consulting Services, Inc.

• GE Aviation Systems • LATelec

• GigSky, Inc. • Latitude Technologies Corporation

• Global Eagle Entertainment • LB Aircraft Engineering, LLC.

• Gogo LLC • Lextech

• Gulfstream Aerospace • Mannarino Systems & Software, Inc.

• Gyro Specialist, Inc. • MarathonNorco Aerospace, Inc.

• Harris Corporation • Marshall Aerospace and Defence

23 • MBS Electronic Systems GmbH • Saft America, Inc.

• Meggitt • Servo Kinetics Inc.

• Microsoft Corporation • Sheorey Digital Systems, Ltd.

• Millennium International • SitaONAIR

• MIT Lincoln Laboratory • Skytrack Systems

• Modern.Work. GmbH • Souriau

• Molex • Spectralux Avionics

• NathCorp • Spherea Test & Services (formerly Cassidian) • National Geospatial-Intelligence Agency (NGA) • STM Savunma Teknolojileri Muhendislik ve Ticaret A.S. • Nav-Aids, Ltd. • STS Aviation Group • Navblue, Inc. • SYSGO AG • NavHouse Corporation • Talon Aerospace • NEC Corporation • TE Connectivity • Nexans France • TechSAT • NTT Data Corporation • Teledyne Controls • OFS Fitel, LLC • Teradyne, Inc. • Ontic Engineering & Manufacturing • TEST-FUCHS Corporation • Otto Instrument Service, Inc. • Thales CETC Avionics • PACE Aerospace Engineering and Information Technology GmbH • Thales Global Services

• Panasonic • The Weather Company, an IBM Business • Powerjet Parts, Inc. • Thomas Global Systems LLC • Radiall USA, Inc. • Thompson Aerospace • Reflex Photonics, Inc. • Thrane & Thrane • Rolls-Royce • Ultramain Systems, Inc. • RSI Visual Systems, Inc. • Unicorp Systems, Inc. • SA Technologies AB • United Technologies Corporation • Sabre Austria GmbH

24 CONTINUED Corporate Sponsors (as of December 31, 2017)

• Universal Avionics Systems

• Universal Weather & Aviation, Inc.

• Vector Informatik GmbH

• Verocel, Inc.

• ViaSat, Inc.

• Virginia Small Aircraft Transportation Systems (VSATS)

• VT Miltope Corporation

• W.L. Gore and Associates, Inc.

• Wavestream Corporation

• WG Holt, Inc.

• WIFS

• WiN MS

• Wind River Systems

• zee.aero

• Zodiac In-Flight Innovations

• Zodiac Seats France

25 SUPPORTING ORGANIZATIONS Other Aircraft Operators (As of December 31, 2017) • Aer Lingus Ltd • Greenaap Consultants, Ltd.

• Airstar Corporation • Hamilton Companies

• AK Steel Corporation • Johnson & Johnson

• American Financial Group • Kaiserair, Inc.

• Ameritas Life Ins. Corp dba Ameritas • Kansas City Life Insurance Company Financial Svc • Kraft Foods Global Inc. • Amway Corporation • LATAM Airlines Group S.A. • Aquiliam Corporation • Lockheed Martin Aeronautics • AT&T Management Services • New England Airlines, Inc. • Bristow US LLC • New York Hospital • BW Aviation Management, LLC. • Nike • BWIA West Indies Airways Ltd. • Occidental Petroleum Corporation • Cableair, Inc. • Owens-Illinois General Inc. • Citation Marketing Division • PHI, Inc. • Clos de Berry Management, Ltd. • Philippine Air Lines, Inc • ConAgra Foods, Inc. • Piedmont Airlines, Inc. • ConocoPhillips • R.T. Vanderbuilt Co, Inc. • Cummings, Inc. • Rich Products Corporation • Dunavant Enterprises • Rutherford Oil Corporation • Eaton Aerospace • SC Johnson & Son, Inc. • Egyptair • Thomas H Lee Company • Eli Lilly and Company • Timken Company • Emerson Electric Company • Vallejo Investments, Inc. • EWA Holdings LLC • Vulcan Materials Company • FL Aviation Group • Williamson-Dickie Aviation Dept • G.G. Aircraft

ARINC STANDARDS Introduction

ARINC Industry Activities publishes consensus-based, voluntary aviation technical standards that no one organization could develop independently. This is facilitated by the actions of three industry committees: AEEC, AMC, and FSEMC. • The AEEC develops a broad range of avionics and infrastructure standards for new aircraft and for major derivative programs. These standards are used by all segments of the aviation community.

• The AMC develops maintenance-related technical standards.

• The FSEMC develops technical standards related to simulation and training. ARINC Standards describe avionic systems, cabin systems, information systems, and associated interfaces used by more than 10,000 air transport and business aircraft worldwide. There are three classes of ARINC Standards: • ARINC Characteristics: Define the traditional form, fit, function, and interfaces to avionics equipment and associated networks.

• ARINC Specifications: Define the avionics infrastructure including software operating systems interfaces, electrical interfaces, data buses, physical packaging of avionics equipment, communication, networking, and data security standards.

• ARINC Reports: Provide guidelines or general information found by the aviation industry to be preferred practices, often related to avionics maintenance, product support, and flight simulator engineering and maintenance.

28 21 ARINC STANDARDS PUBLISHED IN 2017

Standard Document Title ARINC Specification 600-20: Air Transport Avionics Equipment 600-20 Interfaces 619-5 ARINC Specification 619-5: ACARS Protocols for Avionic End Systems ARINC Specification 620-9: Datalink Ground Systems Standard and 620-9 Interface Specification (DGSS/IS) ARINC Specification 622-5: ATS Data Link Applications over ACARS 622-5 Air-Ground Network ARINC Specification 628-9: Cabin Equipment Interfaces, Part 2, Seat 628P2-9 Interfaces ARINC Specification 628-5: Cabin Equipment Interfaces, Part 9, Cabin 628P9-5 Information Network ARINC Specification 631-7: VHF Digital Link (VDL) Mode 2 631-7 Implementation Provisions ARINC Specification 633-3: AOC Air-Ground Data and Message 633-3 Exchange Format ARINC Report 658: Internet Protocol Suite (IPS) for Aeronautical Safety 658 Services – Roadmap Document ARINC Report 667-2: Guidance for the Management of Field Loadable 667-2 Software ARINC Report 675: Guidance for the Management of Aircraft Support 675 Data 743A-6 ARINC Characteristic 743A-6: GNSS Sensor ARINC Characteristic 743B-1: GNSS Landing System Sensor Unit 743B-1 (GLSSU) ARINC Characteristic 743C: GNSS Landing System Sensor Unit 743C (GLSSU) with VHF Data Broadcast Receiver 755-5 ARINC Characteristic 755-5: Multi-Mode Receiver (MMR) Digital ARINC Characteristic 766: AeroMACS Transceiver and Aircraft 766 Installation Standards ARINC Characteristic 781-7: Mark 3 Aviation Satellite Communications 781-7 System ARINC Specification 800-1: Cabin Connectors and Cables, Part 3, 800P3-1 Specification of Cables 834-7 ARINC Specification 834-7: Aircraft Data Interface Function (ADIF) ARINC Specification 849: Guidance for Supplying Off-Aircraft 849 Component Software Loading Specification Requirements

Copies of these standards may be obtained at the ARINC Store: https://www.aviation-ia.com/product-categories. Members and Corporate Sponsors are eligible to access complimentary ARINC Standards.

29 A SUMMARY OF EACH ARINC STANDARD PUBLISHED IN 2017 FOLLOWS: ARINC Specification 600-20 Air Transport Avionics Equipment Interfaces Adopted: May 3, 2017

ARINC 600 is the mechanical packaging standard used with the ARINC 700-series of digital avionics equipment. It defines mechanical, electrical, and environmental interfaces between LRUs and the racks or cabinets in which they are installed, as well as connector shell definitions, and connector insert layouts and mounting dimensions.

Supplement 20 provides clarification of connector insert arrangements with the inclusion of new drawings.

ARINC Specification 619-5 ACARS Protocols for Avionic End Systems Adopted: May 2, 2017

ARINC 619 defines the protocols used by Aircraft Communication Addressing and Reporting System (ACARS) Management Units (MU) defined in ARINC Characteristic 724B and Communications Management Unit (CMU) defined in ARINC Characteristic 758, in their interactions with other onboard avionics equipment. Supplement 5 defines the protocols necessary to uplink ATS wind data to the aircraft using ACARS.

ARINC Specification 620-9 Datalink Ground Systems Standard and Interface Specification (DGSS/IS) Adopted: October 19, 2017

ARINC 620 defines the aircraft interfaces to the ACARS ground system operated by a Datalink Service Provider (DSP). It also defines the interface between the DSP and other ground-based datalink services. The datalink ground system standard definition supports traditional ACARS protocols as well as Media Independent Aircraft Messaging (MIAM) as defined by ARINC Specification 841. MIAM messages can be much larger than ACARS messages (5 MB versus 3.3 kB per message).

Supplement 9 includes methods to optimize the routing of MIAM messages. It adds ACARS Labels and Identifiers in support of Onboard Network System (ONS), Runway State Assessment, Aircraft Tracking for AOC Position Reporting, ATS Wind Services and Fight-deck based Interval Management System (FIMS) applications.

ARINC Specification 622-5 ATS Data Link Applications over ACARS Air-Ground Network Adopted: May 2, 2017

ARINC 622 defines Air Traffic Service (ATS) applications that enhance the functionality of the ACARS data communication system. It provides design guidance to developers in order to ensure interoperability between the implementations of these applications.

30 ARINC Specification 628P2-9 Cabin Equipment Interfaces, Part 2, Cabin Management and Entertainment System – Seat Interfaces Adopted: May 1, 2017

This document defines standard electrical and mechanical interfaces to In-Flight Entertainment system (IFES) equipment associated with the seat, including the headphones, passenger control unit, seat video display, personal video player, telephone hand set, and seat electronics box. Supplement 9 updates applicable interfaces for USB 3.1 outlets in passenger seats.

ARINC Specification 628P9-5 Cabin Equipment Interfaces, Part 9, Cabin Interface Network (CIN) Adopted: October 19, 2017

ARINC 628, Part 9 defines the aircraft infrastructure for the cabin information network and related equipment. It specifies a generic on-board infrastructure with commercial server technology, high-speed data communication for a wide range of applications. Supplement 5 updates the document by removing references to obsolete cabin information network definition. It adds references to current cabin network definitions, ARINC 664: Aircraft Data Network and ARINC 808: Third Generation Network (3GCN).

ARINC Specification 631-7 VHF Digital Link (VDL) Mode 2 Implementation Provisions Adopted: May 2, 2017

ARINC 631 describes the functions to be performed by airborne and ground components of the VDLM2 to successfully transfer messages from VHF ground networks to avionics systems on aircraft. VDLM2 is the medium used for Controller Pilot Data Link Communication (CPDLC).

ARINC Specification 633-3 AOC Air-Ground Data and Message Exchange Format Adopted: October 19, 2017

ARINC 633 defines a specific set of Aeronautical Operational Control (AOC) air-ground and ground-ground messages. These messages are defined in this specification, apart from those defined in ARINC Specification 620, because they have unique qualities. Like the messages defined in ARINC Specification 620, their usage necessitates a single definition.

31 ARINC Report 658 Internet Protocol Suite (IPS) for Aeronautical Safety Services – Roadmap Document Adopted: October 19, 2017

ARINC 658 provides a so-called “roadmap” for the development of the aviation standards for ATN/IPS services. ATN/IPS standards will evolve in coming years and be coordinated with other international standards organizations such as ICAO, EUROCAE and RTCA. ARINC 658 was prepared to recognize the expanding role of data communication technology and the evolutionary path forward starting from ACARS protocols, to ATN/OSI protocols, and eventually ATN/IPS protocols using highly secure networks. The ATN/IPS network will be implemented onboard an aircraft and in the ground infrastructure to support safety services, including Air Traffic Services (ATS) and Aeronautical Operational Control (AOC).

ARINC Report 667-2 Guidance for the Management of Field Loadable Software Adopted: May 1, 2017

This document describes effective methods to manage and distribute operation flight software programs, aeronautical data bases and other forms of software used within an airline organization. Topics include software acquisition, software receiving, software distribution and necessary documentation. The FLS management process described in ARINC 667 is compatible with published FAA/JAA guidance on this subject. Software suppliers, airline users and regulators will find this document to be a practical and effective guide.

ARINC Report 675 Guidance for the Management of Aircraft Support Data Adopted: May 1, 2017

The purpose of this document is to establish guidance for Aircraft Support Data Management (ASDM). This guidance is intended for operators (e.g., pilot-in-command, maintenance activities, renter-pilot, or air carrier certificate holder) of transport aircraft.

ARINC Characteristic 743A-6 GNSS Sensor Adopted: October 19, 2017

ARINC 743A defines the characteristics of a GNSS sensor unit intended for installation in commercial aircraft. The intent of this document is to provide general and specific design guidance for the development of GNSS sensors for airline use. It describes the desired operational capability of the GNSS system and the standards necessary to ensure interchangeability.

32 CONTINUED A summary of each ARINC Standard published in 2017 follows:

ARINC Characteristic 743B-1 GNSS Landing System Sensor Unit (GLSSU) Adopted: October 19, 2017

ARINC 743B defines the characteristics of the GNSS Landing System Sensor Unit (GLSSU) intended for installation in commercial aircraft. The intent of this document is to provide general and specific design guidance for the development of GLSSU for airline use. It describes the desired operational capability of the GLSSU and the standards necessary to ensure interchangeability.

ARINC Characteristic 743C GNSS Landing System Sensor Unit (GLSSU) with VHF Data Broadcast (VDB) Receiver Adopted: October 19, 2017

ARINC 743C defines the characteristics of the Global Navigation Satellite System (GNSS) Landing System Sensor Unit (GLSSU) with a built-in VHF Data Broadcast (VDB) receiver. The intent of this document is to provide general and specific design guidance for the development of GLSSU for airline use. It describes the desired operational capability of the GLSSU and the standards necessary to ensure interchangeability.

ARINC Characteristic 755-5 Multi-Mode Receiver (MMR) – Digital Adopted: October 19, 2017

ARINC 755 defines a multi-mode receiver capable of providing flight path deviation guidance (corrections) to the aircraft during the approach and landing phase. The data source may be from an Instrument Landing System (ILS), a Microwave Landing System (MLS) or an GNSS Landing System (GLS). Supplement 5 adds annunciations defined in RTCA/DO-253D – MOPS for GPS LAAS Airborne Equipment. GNSS Data and GLS Config Validity ARINC 429 Labels are also updated. The range for Selected Glide Path Angle is corrected.

ARINC Characteristic 766 Aeronautical Mobile Airport Communications System (AeroMACS) Transceiver and Aircraft Installation Standards Adopted: May 2, 2017

ARINC 766 defines the AeroMACS radio and installation characteristics capable of broadband wireless communication with an Airport Surface Network. The AeroMACS radio unit will operate in the aeronautical protected frequency of 5091 MHz to 5150 MHz, utilizing the IEEE 802.16e WiMAX protocol. It is intended to offload some of the congested narrowband VHF airport traffic used for ATS and AOC communications. The AeroMACS radio, Antenna Form, Fit, Function and Interfaces are described.

33 ARINC Characteristic 781-7 Mark 3 Aviation Satellite Communication Systems Adopted: May 2, 2017

ARINC 781 defines satcom equipment and installation provisions intended for installation in all types of commercial transport and business aircraft. This document defines the equipment, form factor and pin assignments for the installation of the avionics equipment. It also describes the desired operational capability of the equipment to provide data and voice communications, as well as additional standards necessary to ensure interchangeability. This Characteristic specifies equipment using Inmarsat satellites operating in L-band.

ARINC Specification 800P3-1 Cabin Connectors and Cables, Part 3, Specification of Cables Adopted: May 1, 2017

ARINC 800 defines cable and wire characteristics recommended for use in cabin systems for commercial aircraft. Supplement 1 adds new definitions of Quadrax and Octax data cables, and copper-fiber optic hybrid composite cables.

ARINC Specification 834-7 Aircraft Data Interface Function (ADIF) Adopted: May 2, 2017

ARINC 834 defines an Aircraft Data Interface Function (ADIF) developed for aircraft installations that incorporate network components that are based on commercially available technologies. This document defines a set of protocols and services for the exchange of aircraft avionics data across aircraft networks. The goal is to provide a common set of services that may be used to access specific avionics parameters.The ADIF may be implemented as a generic network service, or it may be implemented as a dedicated service within an ARINC 759 Aircraft Interface Devices (AID) such as those used with an Electronic Flight Bag (EFB).

ARINC Report 849 Data Loading Specifications for Aircraft Components Adopted: May 2, 2017

ARINC 849 defines information required to load data into aircraft components independent of their installation aboard an aircraft. The objective is to address all levels of data loading processes as related to component maintenance and repair within a shop environment.

This new ARINC Standard defines the information required to load software and data to aircraft components when not installed aboard the aircraft. It addresses all forms of data as related to component maintenance and repair within a shop environment.

34 CONTINUED A summary of each ARINC Standard published in 2017 follows:

ARINC Report 852 Guidance for Security Event Logging in an IP Environment Adopted: May 2, 2017

ARINC 652 provides guidance for IP-based onboard networks and systems residing in the Airline Information Services (AIS) and Passenger Information and Entertainment Services (PIES) Domains by establishing a common set of security related data elements and format(s) that are produced by aircraft systems, suitable for use by airline IT and/or avionic supplier analytical ground tools.

35 PRODUCT DESCRIPTIONS 48 Active Projects

• APIM Project Name Activity AEEC Projects ARINC 661, Cockpit Display Interface, Supplement 7 to Part 1, 08-004C CDS Initial Part 2 08-011B ARINC Project Paper 836A, Cabin Boxes Mechanical Interfaces CSS 09-009C EFB Users Group (3-year project extension) EFB 11-005B ARINC 424, Navigation Database, Supplement 22 NDB 11-011A ARINC 633, AOC Message Standardization, Supplement 3 AOC ARINC 664 Aircraft Data Network, Part 2 - Ethernet Physical 12-004C CSS and Data Link Layer Specification, Supplement 3 ARINC Project Paper 813, Terrain Database and ARINC Project 12-006 ADB Paper 815, Obstacle Database ARINC 814, XML Compression for Aeronautical Databases, 12-007 ADB Supplement 1 13-004C ARINC 825, CANbus, Supplement 4 NIS ARINC 846, Fiber Optics Mechanical Transfer, plus 13-009 FOS Supplements to ARINC 803 - ARINC 807 13-011A ARINC 771, Low Earth Orbit Satcom, Supplement 1 AGCS 13-014B ARINC 800, Cabin Connectors and Cables, Multi-Part Standard CSS 14-001 ARINC Project Paper 820, Cabin Wireless Services CSS 14-007 ARINC Project Paper 792, Small Form Factor Satcom KSAT ARINC Project Paper 648, Cabin Passenger Seat Test 15-001 CDS Requirements ARINC Project Paper 658, Roadmap for Internet Protocol Suite 15-004A IPS Safety Services ARINC 702A, Advanced Flight Management System, 15-005 FMS Supplement 5 ARINC 628 Part 1, Cabin Wireless Access Point (CWAP), 15-006 CSS Supplement 8 16-001 Software Performance and Reliability SAI ARINC Project Paper 645, Common Specification Reference for 16-002 SDL Aircraft Software Loading, Security, and Management Standards ARINC 781, Mark 3 Aviation Satellite Communication System, 16-003 AGCS Supplement 7 ARINC 842, Guidance for Usage of Digital Certificates, 16-004 NIS Supplement 2

36 APIM Project Name Activity 16-005A ARINC 628, Cabin Equipment Interfaces, Multi-part update CSS ARINC 791 Part 1 and Part 2, Ku-Band and Ka-Band Satellite 16-006 KSAT Communications System 16-008 Data Link Users Forum (3-year project extension) DLK ARINC 653, Avionics Application Software Standard Interface, 16-009 SWM multi-part update ARINC 620, Datalink Ground System Standard and Interface, 16-010 DLK Supplement 9 16-011 ARINC Project Paper 854, Next Generation Cabin Data Bus CSS ARINC 743A, GNSS Sensor, ARINC 743B, GNSS Landing 16-013 System Sensor Unit (GLSSU), ARINC 743 GLSSU with VDB GNSS Receiver, and ARINC 755 MMR ARINC Project Paper 848, Broadband Network Interface for 16-014 NIS non-Safety Services ARINC Project Paper 851, eEnabled Aircraft Ground System for 16-015 SDL Managing and Distributing Software Parts 17-001 ARINC Project Paper 686, IPv6 Roadmap Document NIS ARINC 631, VHF Digital Link (VDL) Mode 2 Implementation, 17-002 DLK Supplement 8 ARINC 758, Communications Management Unit (CMU), 17-003 DLK Supplement 4 17-004 ARINC Project Paper 680, Autonomous Distress Tracking (ADT) SAI ARINC Project Paper 681, Timely Recovery of Flight Data 17-005 SAI (TRFD) ARINC Project Paper 840A: EFB Application Control Interface 17-006 EFB (ACI) for Tablet Devices 17-007 ARINC 812A, Parts 1 and 2, Galley Equipment Interfaces GAIN ARINC 628, Part 1, Cabin Equipment Interfaces, Supplement 8, 17-009 CSS Cabin Wireless Access Point 17-010 ARINC 429, Supplement 19 SAI ARINC 628 Part 1, Cabin Equipment Interfaces, Supplement 8, 17-011 CSS Cabin and Cargo Video Surveillance System ARINC 808, Supplement 3, ARINC 809, Supplement 4, Third 17-012 CSS Generation Cabin Network (3GCN) ARINC 628 Part 1, Cabin Equipment Interfaces, Supplement 8, 17-013 CSS Cabin IFE Modems

37 • APIM Project Name Activity AMC Projects Supplement 4 to ARINC Report 625: Industry Guide for 16-101 TPS Component Test Development and Management Supplement 1 to ARINC Report 662: Strategies to Address 17-108 OMG Electronic Component Obsolescence in Commercial Aircraft FSEMC Projects ARINC Project Paper 450, Flight Simulator Design and 15-201 FDD Performance Data Requirements 16-203 ARINC Project Paper 4XX, Simulator Continuing Qualification SCQ 99-200 EASA FSTD Technical Group EFTeG

38 AEEC PROJECT DESCRIPTIONS AEEC Projects

APIM 08-004C ARINC Specification 661 Part 1 and Part 2 Cockpit Display Systems (CDS) Subcommittee

ARINC Specification 661: Cockpit Display System Interface is a two-part standard. Part 1 will be updated to Supplement 6 and contain the following: • Multi-touch and touchscreen technology

• Three-dimensional capability

• Widget structure meta definition

• New widgets and widget extensions

• Data parameter synchronization Part 2 is a new document that will define the User Interface Markup Language for Graphical User Interfaces. It will allow developers to specify the interface, the look, and the behavior of any graphical user interface. Part 1 will be updated in 2019. Part 2 will follow in 2020.

APIM 08-011B ARINC Project Paper 836A: Cabin Standard Enclosures Cabin Systems Subcommittee

ARINC Project Paper 836A will define miniature module enclosures for cabin equipment installed in a modular rack concept. The miniature modules are intended to be installed and removed without tools. The benefit is lower costs by reducing component size and weight and simplifying maintenance due to harmonized installation and quick replacement. The original ARINC 836 enclosures will remain as Type I modules. A mature document is expected in 2018.

APIM 09-009B Electronic Flight Bag (EFB) Users Forum

The Electronic Flight Bag (EFB) Users Forum continues to be a highly successful activity with broad participation of airlines, airframe manufacturers, EFB platform suppliers, software providers and regulators. The underlying goal is to coordinate EFB development efforts among these stakeholders and to create technical solutions that will enable the airlines to have connected aircraft within their IT infrastructure. The EFB Users Forum assembles specialists in the areas of Flight Operations, Engineering, Information Technology and other disciplines related to aircraft network installation and ground connectivity. The product of this activity is in the form of technical exchange and associated meeting reports.

39 APIM 11-005B Supplement 22 to ARINC Specification 424: Navigation System Database Navigation Database (NDB) Subcommittee

ARINC continues to update Navigation Database standards. The current scope includes the development of Supplement 22 to ARINC Specification 424: Navigation System Database. The document will ensure interoperability between air traffic procedures and FMS implementations. Supplement 22 added the XML implementation of data in Chapters 4 and 5 of ARINC 424.

APIM 11-011A Supplement 3 to ARINC Specification 633: AOC Messaging Standard Aeronautical Operational Control (AOC) Subcommittee

This APIM calls for Supplement 3 to ARINC Specification 633: AOC Air-Ground Data and Message Exchange Format to add new data structures for AOC messages: • Organized Track System (OTS) – Oceanic Flights

• Load Sheet

• Lessons Learned – Examples Supplement 3 will also update Flight Plan Schemas (e.g., fuel computations, NOTAMs, and others). A mature Supplement 3 was adopted in 2017 and will be published in 2018.

APIM 12-004C Supplement 3 to ARINC Specification 664: Aircraft Data Network, Part 2 Cabin Systems Subcommittee (CSS)

Supplement 3 to ARINC Specification 664: Aircraft Data Network, Part 2, Ethernet Physical and Data Link Layer Specification will leverage IEEE 802.3 Ethernet standards and define physical and data layers for 10 Gbps Ethernet interface for commercial aircraft. Both copper and fiber optic connectors and cabling will be included.The benefits are anticipated as follows: • Needed for high-speed IFE content loading to enable download and distribution of high-volume entertainment content in cabin systems

• Potential use in non-IFE Ethernet applications requiring 10GbE A mature Supplement 3 is expected in 2018.

40 CONTINUED Project Descriptions - AEEC Projects

APIM 12-006 ARINC Project Paper 813: Embedded Interchange Format for Terrain Databases ARINC Project Paper 815: Embedded Interchange Format for Obstacle Databases Aeronautical Database (ADB) Subcommittee

ARINC Project Paper 813 will define database standards for terrain data.ARINC Project Paper 815 will define database standards for obstacle data. The benefit is that airlines will be able to choose between database providers. The documents will be aligned to RTCA DO-276 and RTCA DO-291 and will specify a database structure, supplemental data, data loading, index/configuration file definitions, features and attributes definitions, and a file format. Mature documents are expected in 2018.

APIM 12-007 Supplement 1 to ARINC Specification 814: XML Encoding and Compression Standard Aeronautical Database (ADB) Subcommittee ARINC Specification 814 defines an XML Encoding and Compression standard that can be applied to all types of aeronautical databases (e.g., Airport Mapping, Navigation, Obstacle, and Terrain). Better compression means smaller files, leading to shorter load times for databases and reduced communication costs for transferring data set. Smaller storage requirements onboard and reduced cost are also seen as potential benefits.This APIM is open in anticipation of potential changes necessary to support terrain database and obstacle database standards in 2018.

APIM 13-004C Supplement 4 to ARINC Specification 825: Controller Area Network (CAN) Controller Area Network (CAN) Working Group Supplement 4 to ARINC Specification 825: General Standardization of CAN (Controller Area Network) Bus Protocol for Airborne Use will be the product of this activity. The document will provide guidance pertinent to the CAN Flexible Data rate (CAN FD) standard, enabling CAN bandwidth to improve by a factor of eight. A mature Supplement 4 is expected in 2018.

APIM 13-008 ARINC Specification 845: Fiber Optic Expanded Beam Termini Fiber Optics Subcommittee (FOS)

ARINC Specification 845: Fiber Optic Expanded Beam Termini was published in 2016. This document defines a contact for use in the cabin environment, particularly seat-to-seat interfaces. As a follow-on to this effort, several related ARINC Fiber Optic documents (ARINC 801-807) will be updated in 2018.

41 APIM 13-009 ARINC Project Paper 846: Fiber Optic Mechanical Transfer Termini Fiber Optics Subcommittee (FOS)

ARINC Project Paper 846 will define a Fiber Optic Mechanical Transfer termini for use in high density applications with less weight and a smaller area footprint. This effort will likely result in the need to modify related ARINC Fiber Optic documents (ARINC 801- 807). A mature document is expected in 2018.

APIM 13-011A Supplement 1 to ARINC Characteristic 771: Low-Earth Orbiting Aviation Satellite Communication System Air Ground Communications Systems (AGCS) Subcommittee

ARINC Characteristic 771 defines aircraft installation standards for Iridium NEXT satcom equipment. Iridium NEXT capabilities include both voice and data for safety and non- safety services. The Satellite Data Unit (SDU) form, fit, function, the antenna, and the interfaces to avionics will be specified. A new antenna definition will be defined. As a benefit, airlines expect interchangeable equipment offered by the suppliers of Iridium NEXT systems. A mature Supplement 1 is expected in 2018.

APIM 13-014B ARINC Specification 800: Cabin Connector and Cables Cabin Systems Subcommittee (CSS)

ARINC Specification 800: Cabin Connectors and Cables, is a four-part document: • Part 1 – Description and Overview

• Part 2 – Specification of Connectors, Contacts, and Backshells

• Part 3 – Specification of Cables

• Part 4 – Standard Test Methodology Supplement 1 to ARINC 800, Part 2 and Supplement 1 to ARINC 800, Part 3 will define copper contacts and cables sufficient for 10 Gbps Ethernet. It will also define a hybrid (fiber optic/copper) connector insert and cable for use in a variety of cabin equipment installations.

42 CONTINUED Project Descriptions - AEEC Projects

APIM 14-001 ARINC Project Paper 820: Cabin Wireless Distribution System Cabin Systems Subcommittee (CSS)

ARINC Project Paper 820 will define a cabin wireless LAN architecture, interwiring and connectors for passenger wireless services. This will enable wireless delivery of media to passenger and crew devices and support media loading for seat centric In-Flight Entertainment Systems (IFES). This distribution system may be independent of any IFES or requirement that IFES be present. A mature document is expected in 2019.

APIM 14-007 ARINC Project Paper 792: Small Form Factor Ku-Band and Ka-Band Satellite Communication System Ku/Ka Band Satellite Communications (KSAT) Subcommittee

ARINC Project Paper 792 will define a small form factor Ku-band and Ka-band satcom system in a modular manner, considering technology improvements that will enhance satcom system performance. The objectives include the following: • Accommodations of new antenna technologies, including mounting provisions (e.g., mounting points, protected volume, and connector penetrations) for multiple apertures

• Smaller, simpler, and lighter weight installations

• Accommodation of airline requirements for gate-to-gate operation

• Compatibility with ARINC 791 provisions A mature document is expected in 2018.

43 APIM 15-004A ARINC Project Paper 658: Internet Protocol Suite (IPS) for Aeronautical Safety Services - Roadmap Document Internet Protocol Suite (IPS) Subcommittee

Aeronautical Safety Services using the Internet Protocol Suite (IPS) are the future of Air Traffic Services (ATS) communication. This activity includes a planning phase, a standardization phase, then enter the refinement phase as IP safety service implementations become available.

Step 1 produced ARINC Report 658: Internet Protocol Suite (IPS) for Aeronautical Safety Services - Roadmap Document. The IPS Subcommittee has identified the perimeter which needs to be standardized for ATN/IPS air-to-ground and end-to-end services.

Step 2 will develop an ARINC Project Paper 858, Internet Protocol Suite (IPS) for Aeronautical Safety Services - Technical Requirements for ATN/IPS Safety Services. The document is expected to define the preferred avionics architecture, functions, and IPS profile which specifies implementation options. Step 1 was completed in 2017. Step 2 will continue through 2019.

APIM 15-005 Supplement 5 to ARINC Characteristic 702A: Advance Flight Management Computer System Flight Management System (FMS) Subcommittee

Supplement 5 to ARINC Characteristic 702A: Advanced Flight Management Computer System is expected to reflect RTCA DO-236C – Change 1 requirements and recommendations as follows: • Magnetic variation model recommendations

• Lateral offset recommendations

• Lateral path transition containment refinement

• Fixed Radius Turn refinements

• Temperature compensation

• AT and AT OR ABOVE speed constraints

• Vertical path construction rules

• ETA min/max computation and RTA performance

• Crew selection of preplanned RNP values A mature Supplement 5 is expected in 2018.

44 CONTINUED Project Descriptions - AEEC Projects

APIM 15-006 Supplement 8 to ARINC Specification 628, Part 1: Cabin Equipment Interfaces Cabin Systems Subcommittee (CSS)

This activity will prepare Supplement 8 to ARINC Specification 628: Part 1, Cabin Equipment Interfaces Standard to include capability for a Cabin Wireless Access Point (CWAP) to detect geographic region. This will include: • Coordinate with US and European Telecom Authorities

• Standardize technical solutions for Global Management of CWAPs

• Define methods and protocols to manage the CWAP configuration as required by local Telecom Authorities

• Consider automatic selection for local service and fixed channels for cruise conditions

APIM 16-001 Avionics Software Performance and Reliability Software Metrics Working Group

This APIM calls for the development of software reliability metrics that will improve the performance of avionics software. The AEEC Executive Committee formed the Software Metrics Working Group to explore opportunities for standardization that would improve the reliability and overall performance of avionics systems.

APIM 16-002 ARINC Project Paper 645: Common Standards for Software Data Loading and Data Management Software Distribution and Loading (SDL) Subcommittee

This APIM calls for the development of common standards for aircraft software loading, security, and management. It will document reference information common to airborne data loading and software standards. Examples of expected guidance include: • Common terminology to avoid different definitions across multiple standards

• Software security standard references

• Standardized file nomenclature, numbering, and header descriptions

• Hard cover labeling guidance

45 APIM 16-003 Supplement 7 to ARINC Characteristic 781: Mark 3 Aviation Satellite Communication System Air Ground Communications System (AGCS) Subcommittee

This APIM calls for Supplement 7 to ARINC Characteristic 781 describing Inmarsat SwiftBroadband (SBB) satcom equipment, installation and new services: • Add Security Overlay option (e.g., VPN) in support of ACARS over SBB safety services

• Define SBB Ethernet Ports (Align withARINC 771 – Iridium Certus)

• Expand Data Security Analysis A mature ARINC Characteristic 781-7 was published in 2017.

APIM 16-004 Supplement 2 to ARINC Specification 842: Guidance for Usage of Digital Certificates Network Infrastructure and Security (NIS) Subcommittee

This APIM calls for Supplement 2 to ARINC Report 842: Digital Certificate Guidance. The goal is to re-align ARINC 842 with ATS Spec 42 on the same subject. A mature document is expected in 2018.

APIM 16-005A ARINC Specification 628: Cabin Equipment Interfaces ARINC Specification 809: 3GCN – Seat Distribution System Cabin Systems Subcommittee (CSS)

This APIM calls for several cabin systems standards to be updated to include: • High-Definition Landscape Camera and 4K Ultra High Definitionideo V standards

• USB 3.1 Interface

• Update of Network System Components

46 CONTINUED Project Descriptions - AEEC Projects

APIM 16-006 Supplements to ARINC Characteristic 791 Part 1 and Part 2: Ku-Band and Ka-Band Satellite Communications System Ku/Ka Band Satellite Communications (KSAT) Subcommittee

This APIM calls for Supplement 3 to ARINC Characteristic 791, Part 1 to include several changes that will benefit the installation and operation of Ku-band and Ka-band satcom systems. The APIM also calls for Supplement 2 to ARINC Characteristic 791 Part 2 to provide proper references to network interface definitions, revisit antenna installation issues, and update the Management Information Base (MIB) definition. • Supplement 3 to ARINC Characteristic 791 Part 1: Ku-Band and Ka-Band Satcom System Definition is expected to be mature in 2018.

• Supplement 2 to ARINC 791 Characteristic Part 2: Ku-Band and Ka-Band Satcom System Definition is expected to be mature in 2018.

APIM 16-008 Data Link Users Forum

The goal of the Data Link Users Forum is to provide continuous improvements to data link system performance in a way that maximizes the operational benefit to the user community. Datalink regulations are monitored to keep the airline users and other stakeholders informed. The DLK Users Forum participants include airlines and cargo carriers, aircraft manufacturers, avionics manufacturers, Datalink Service Providers (DSP) and Air Navigation Service Providers (ANSP).

APIM 16-009 ARINC Specification 653: Avionics Application Software Standard Interface Avionics Application/Executive (APEX) Software Subcommittee

ARINC Specification 653: Avionics Application Software Standard Interface is published as a seven-part ARINC Standard: • Part 0 Overview of APEX Services

• Part 1 Required Services

• Part 2 Extended Services

• Part 3A Conformity Test Specification for Required Services

• Part 3B Conformity Test Specification for Extended Services

• Part 4 Subset Services

• Part 5 Core Software Required Capabilities ARINC 653 defines multi-core processor services for emerging avionics systems. Next updates are expected in 2019.

47 APIM 16-010 Supplement 9 to ARINC Specification 620: Datalink Ground System Standard and Interface Data Link (DLK) Systems Subcommittee

This APIM calls for Supplement 9 to ARINC Specification 620: Datalink Ground System Standard and Interface Specification (DGSS/IS). The scope of the proposed changes is related to the deployment of Media Independent Aircraft Messages (MIAM). Supplement 9 will address a specific routing problem with MIAM messages that use a Message Function Indicator (MFI). ARINC Specification 620 will: • Add guidance on how DSPs should process ACARS/AOA/MIAM messages that use MFIs.

• Address interoperability issue associated with EFB ACARS messages with a Supplementary Field Address (SFA).

• Assign MFIs to Onboard Network System (ONS) applications (Boeing requested).

APIM 16-011 ARINC Project Paper 854, Next Generation Cabin Data Bus Cabin Systems Subcommittee (CSS)

This APIM calls for a new ARINC Standard to define the next generation cabin data bus. This will be the successor to the ARINC 485 bus (published 2001) and include the following activities: • ARINC Specification 664: Aircraft Data Network will be updated to include IEEE 802.3bw Energy-Efficient Ethernet, leveraging commercial standards.The bus is expected to yield 100 Mbps using a twisted pair medium. Supplement 4 to ARINC Specification 664 Part 2 will define the physical and network layers for 100BaseT1 and 1000BaseT1 Ethernet, based on IEEE 802.3bw (100BaseT1) and 802.3bp (1000BaseT1).

• Develop ARINC Project Paper 854 in two parts to define protocols and messaging for cabin system functions: Part 1 – Define In-Seat network connectors and cabling, electrical interfaces, bus protocols, and messaging protocols for an Ethernet in-seat network and Part 2 – Cabin Lighting System Interfaces.

48 CONTINUED Project Descriptions - AEEC Projects

APIM 16-013 ARINC Characteristic 743A: Global Navigation Satellite System (GNSS) Sensor ARINC Characteristic 743B: GNSS Landing System Sensor Unit (GLSSU) ARINC Project Paper 743C: GLSSU with VHF Data Broadcast (VDB) Receiver ARINC Characteristic 755: Multi-Mode Receiver (MMR) Global Navigation Satellite System (GNSS) Subcommittee

This APIM calls for updates to several ARINC Standards as follows: • Supplement 6 to ARINC Characteristic 743A: Global Navigation Satellite System (GNSS) Sensor

• Supplement 1 to ARINC Characteristic 743B: GNSS Landing System Sensor Unit (GLSSU)

• New ARINC Project Paper 743C: GLSSU with VHF Data Broadcast (VDB) Receiver

• Supplement 5 to ARINC Characteristic 755: Multi-Mode Receiver (MMR)

APIM 16-014 ARINC Project Paper 848, Media Independent Secure Offboard Network Network Infrastructure and Security (NIS) Subcommittee

This APIM calls for the definition of broadband network interface for air/ground non- safety services. The goal is to define at the IP network level, a method for connecting non-safety IP communication systems on the aircraft (e.g., AIS) with one or more IP broadband communication systems. For example, an Electronic Flight Bag (EFB) in the AIS domain might connect using passenger broadband communication services in the PIES domain.

APIM 16-015 ARINC Project Paper 851, eEnabled Aircraft Ground System for Managing and Distributing Software Parts Software Distribution and Loading (SDL) Subcommittee

The APIM calls for ARINC Project Paper 851 to define eEnabled Aircraft Ground System for Managing and Distributing Software Parts. This APIM proposes a phased approach to standardization. Initially, industry will draft a document defining API to allow access between an airline’s ground software management tools to any airplane software distribution mechanism. This is represented in the diagram as API-1. This phase provides value to the airlines by simplifying a portion of their ground infrastructure requirements.

49 APIM 17-001 ARINC Project Paper 686: IPv6 Roadmap Document Network Infrastructure and Security (NIS) Subcommittee

This APIM recognized the need to transition from version 4 of the Internet Protocol Suite (IPS) to version 6 of IPS. Implications to aviation will be discussed in the roadmap document. The impacts to ARINC Standards are expected to be identified. A roadmap to IPv6 is expected in 2019.

APIM 17-002 ARINC 631: VHF Digital Link (VDL) Mode 2 Implementation Provisions, Supplement 8 Data Link (DLK) Systems Subcommittee

Supplement 8 to ARINC Specification 631: VHF Digital Link (VDL) Mode 2 Implementation Provisions is expected to accommodate NextGen and SESAR data link services in the USA, Europe and globally to ensure VDL-2 interoperability. It will harmonize Controller Pilot Data Link (CPDLC) development activities. Supplement 8 will include a connectionless VDL variant. A mature Supplement 8 is expected in 2021.

APIM 17-003 ARINC 758, Communications Management Unit (CMU), Supplement 4 Data Link (DLK) Systems Subcommittee

Supplement 4 to ARINC Characteristic 758: Communications Management Unit (CMU) will include new Ethernet connectors and associated interface definitions.A mature draft is expected in 2019.

APIM 17-004 ARINC Project Paper 680, Autonomous Distress Tracking (ADT) Systems Architecture and Interfaces (SAI) Subcommittee / Global Aircraft Tracking (GAT) Working Group

The SAI Subcommittee is reviewing ICAO Aeronautical Distress & Safety System (GADSS). ICAO will recommend GADSS on new production aircraft starting in 2021: • Normal Tracking – all flight phases – 15-minute interval

• Autonomous Distress Tracking – 1-minute interval Technologies under consideration include Mode S Transponder, ADS-B, Space-based ADS-B, and ADS-C. Datalink technologies include VHF and satcom. Airlines prefer a simple, low-cost solution that meets the emerging requirements. A mature draft is expected in 2019.

50 CONTINUED Project Descriptions - AEEC Projects

APIM 17-005 ARINC Project Paper 681, Timely Recovery of Flight Data (TRFD) Systems Architecture and Interfaces (SAI) Subcommittee / Global Aircraft Tracking (GAT) Working Group

Timely recovery of flight data is an element of the ICAO Aeronautical Distress & Safety System (GADSS). This work package is expected to be initiated after the completion of ARINC Project Paper 680. A mature document is desired in 2020.

APIM 17-006 ARINC Project Paper 840A: EFB Application Control Interface (ACI) for Tablet Devices Electronic Flight Bag (EFB) Subcommittee

The APIM calls for a standard application software interface for tablet-based EFBs. Topics for inclusion in this standard: • Inter-application navigation for users

• Blending of multiple applications into a single workflow

• Single data entry with data shared across applications A mature draft is expected in 2019.

APIM 17-007 ARINC 812A, Parts 1 and 2, Galley Equipment Interfaces Galley Inserts (GAIN) Subcommittee

Supplement 2 to ARINC Specification 812A, Part 1 will be prepared to reflect production implementation of digital galley equipment, update messages from CANbus, (3) consider the effect of the new CAN FD protocol, and update XML Schema Definition (XSD) files as required. A mature document is expected in 2019.

Supplement 1 to ARINC Specification 812A, Part 2 will be developed to reflect the changes made to Part 1. A mature document is expected in 2020.

51 APIM 17-009 ARINC 628, Part 1, Cabin Equipment Interfaces, Supplement 8, Cabin Wireless Access Point Cabin Systems Subcommittee (CSS)

Supplement 8 to ARINC Specification 628, Part 1: Cabin Management and Entertainment System Peripherals, will be developed to: • Standardize global operational management of CWAPs for use on flights that overfly multiple regulatory boundaries

• Define interfaces for a high-definition landscape camera

• Provide specifications for UHD (4K) video streams.

• Define multi-gigabit Cabin WirelessAccess Point (CWAP) A mature draft is expected in 2019.

APIM 17-010 ARINC 429, Supplement 19 Systems Architecture and Interfaces (SAI) Subcommittee

Supplement 19 to ARINC Specification 429: Digital Information Transfer System (DITS) will: • Retain the standardized avionics data bus interface

• Add new ARINC 429 labels and data word formats to support GNSS, Global Aircraft Tracking, Satcom, and others per ARINC 700-series equipment standards

• Respond to industry requests as needed A mature draft is expected in 2018.

APIM 17-011 ARINC 628 Part 1, Cabin Equipment Interfaces, Supplement 8, Cabin and Cargo Video Surveillance System Cabin Systems Subcommittee (CSS)

Supplement 8 to ARINC Specification 628, Part 1: Cabin Management and Entertainment System Peripherals, will be expanded to include a definition of an airborne video surveillance system for application to the passenger cabin and cargo holds. This will include the definition of video equipment architecture, functions, interfaces and security. A mature draft is expected in 2019.

52 CONTINUED Project Descriptions - AEEC Projects

APIM 17-012 ARINC 808, Supplement 3, ARINC 809, Supplement 4, Third Generation Cabin Network (3GCN) Cabin Systems Subcommittee (CSS)

Supplement 3 to ARINC Specification 808 (3GCN Cabin) and Supplement 4 to ARINC Specification 809 (3GCN Seats) will define “3GCN+” architecture capable of supporting multiple aircraft types with 10 Gbps fiber optic technology. Airlines are expected to benefit from an architecture that can provide an In-Flight Entertainment (IFE) growth platform to support new features. The 10Gbps interface will provide a growth path to support 4K UHD video distribution. Mature drafts are expected in 2020.

APIM 17-013 ARINC 628 Part 1, Cabin Equipment Interfaces, Supplement 8, Cabin IFE Modems Cabin Systems Subcommittee (CSS)

Supplement 8 to ARINC Specification 628, Part 1: Cabin Management and Entertainment System Peripherals, will be expanded to define one modem form factor to be used by all cabin modem suppliers. A standard form factor will enable better mounting locations for the modems. Integral antennas will reduce installation effort by airframe manufacturer. A mature draft is expected in 2019.

A complete list of APIMs active in 2017 is summarized in this report. Copies of APIMs may be obtained from the ARINC website: www.aviation-ia.com/activities/aeec. For more information about the Airlines Electronic Engineering Committee, contact the AEEC Executive Secretary and Program Director, Paul Prisaznuk ([email protected]).

53 AMC PROJECT DESCRIPTIONS AMC Projects APIM 16-101 Test Program Test (TPS) Quality ARINC Report 625, Supplement 4 Test Program Test (TPS) Quality Working Group

Original Equipment Manufacturers (OEMs) often deliver a Technical Support and Data Package (TSDP) that contain a cornucopia of documents. The relevant Test Specification data is obscured and difficult to ascertain within the large amount of data that is not relevant to the Test Specification. The aim of this project is to update the ARINC Report 625-3 to emphasize the importance that the OEM provides a Test Specification that is intelligible, unobscured, and complete as possible.

The role of the TSDP is to provide the minimal amount of data required to fully understand and implement the Test Specification. Only data that is pertinent to the Test Specification should be provided. It should be separate and independent of all non- pertinent data.

APIM 17-108 Obsolescence Management Guidance (OMG) ARINC Report 662, Supplement 1 Obsolescence Management Guidance (OMG) Working Group

ARINC Report 662: Strategies to Address Electronic Component Obsolescence in Commercial Aircraft is a first-generation report defining guidance in combating obsolescence in air transport industry. The update will ensure accuracy and consistence with evolving industry practices.

Furthermore, the standards need to address test equipment, software, individuals, chemicals, and documentation obsolescence. The update is intended to ensure the continued viability of ARINC 662 with incursion of the new development strategies to support proper handling of obsolescence. Besides electronics components, the spec will also provide awareness that there are also different fields of obsolescence which can impact maintenance of electronics components.

The complete list of APIMs active in 2017 is summarized in this report. Copies of the APIMs may be obtained from the AMC website: www.aviation-ia.com/activities/amc. For more information about the Avionics Maintenance Conference, contact the AMC Executive Secretary and Program Director, Sam Buckwalter ([email protected]).

54 FSEMC PROJECT DESCRIPTIONS FSEMC Projects APIM 15-201 FSEMC Data Document (FDD) ARINC Specification 450 FSEMC Data Document (FDD) Working Group

Develop a standard to provide Flight Simulation Training Device operators, Training Device Manufacturers (TDM), airplane manufacturers or other sources of approved data and vendors of airplane equipment, with a standard, describing the scope and content of data required to build, test, qualify, and provide lifecycle support for a FSTD of adequate fidelity to meet flight crew training requirements. ARINC Specification 450 will address: • Regulatory requirements that are concerned with how FSTDs are built, used, and updated (FAA Part 60, EASA CS-FSTD(A), ICAO 9625, each document as amended).

• Ensure support for legacy devices, held to a prior version of a standard.

• Address that the device level may affect the amount/depth/breadth of data required and be substantially different than a highest-level device.The document will describe these scenarios as well as best case solutions.

• Address the operators’ need for additional data specific to accomplishing maintenance training.

APIM 16-203 Simulator Continuing Qualification (SCQ) Simulator Continuing Qualification (SCQ) Working Group

The intent of this activity is to initiate discussion to alternative means of continuing qualification and validation of Flight Simulator Training Devices (FSTD) – and share and promote new ideas and ways of optimizing regular testing and checking methods. This activity will entertain the contrarian opinion about an over reliance on Quality Test Guides (QTG) for annual validation for performance and handling of the FSTD. The premise for this point is that the QTG is a valuable testing tool to validate the simulation software initially, but often does not lend itself to identify problems with the simulation software over a recurring period. However, as an industry we spend thousands of hours repeating tests – where the actual software has not changed. The challenge is to develop a more optimized approach to validating the simulation software and focus more on the hardware in the loop, where there are regular areas that should be checked and problems often occur, effectively over the lifecycle of the FSTD.

This activity will seek to define methods or procedures for alternate means of compliance for continued qualification of FSTDs. We will explore ways we can potentially separate software validation from hardware testing – and thus more effectively test our machines

55 APIM 99-200 EASA FSTD Technical Group (EFTeG)

The EASA FSTD Technical Group (EFTeG) provides an open forum for flight simulation industry professionals to discuss technical and regulatory related topics with European aviation regulators (EASA and other National Aviation Authorities (NAAs)). The meeting provides simulator operators who are subject to the European Aviation Safety Agency’s regulatory requirements an opportunity to discuss technical and regulatory issues in an informal forum. This dialogue between the operators and EASA representatives is intended to promote a common understanding of the current and future regulatory arena.

The complete list of APIMs active in 2017 is summarized in this report. Copies of the APIMs may be obtained from the FSEMC website: www.aviation-ia.com/activities/fsemc. For more information about the Flight Simulator Engineering and Maintenance Conference, contact the FSEMC Executive Secretary and Program Director, Sam Buckwalter ([email protected]).

56 ARINC INDUSTRY ACTIVITIES ADVISORY GROUP (IAAG) IAAG Representation

The IAAG representatives for 2017 (left to right): Vanessa Mastros, ARINC Industry Activities; Paul Prisaznuk, ARINC Industry Activities, Marijan Jozic, KLM Royal Dutch Airlines; Sam Buckwalter, ARINC Industry Activities; Rich Stillwell, United Airlines; Michael Rockwell, ARINC Industry Activities; Marc Cronan, Rockwell Collins; Laurie Strom, SAE ITC

Purpose The purpose of the Industry Activities Advisory Group (IAAG) is to coordinate the technical efforts of the respective ARINC Committees. This includes reviewing the latest accomplishments and reviewing general administration such as reviewing current Memberships and Corporate Sponsorships. The IAAG consists of representatives of the AEEC, AMC, and FSEMC leadership committees.

Summary The IAAG met September 6-7, 2017, at the ARINC Industry Activities offices in Bowie, Maryland. The IAAG discussed topics pertaining to administration of the respective industry committees to include committee status reports, initiatives underway regarding web site updates, third party document resellers, branding and marketing outreach, and budget. The IAAG also discussed ways to increase participation at conferences and evening networking opportunities.

The IAAG noted that many aviation organizations around the world benefit from the work of AEEC, AMC, and FSEMC. It expressed the desire for airlines to participate actively and fully as members. The IAAG indicated that it would work within the existing committee structure to encourage more airline participation. They will invite other organizations to join, participate, benefit, and share in the value created byAEEC, AMC, and FSEMC that is made possible through ARINC Industry Activities.

More information is available online at www.aviation-ia.com/membership.

57 AEEC Message from the Chairman By: Rich Stillwell United Airlines AEEC Chairman 2017-2018

AEEC was formed in 1949 by the airlines to develop avionics equipage standards, initially form factor centered. With the passing of time, the focus of the AEEC standards has evolved, as more recent standard development is now predominantly centered on avionics functionality.

The AEEC standards are essentially embedded throughout the commercial air transport design of avionics equipage and all operators of these aircraft as well as manufacturers of airframes, components, installation kits, special use tools, and services yield the benefits of this organization’s portfolio of standards.

2017 has proven to be another very productive year for AEEC. AEEC’s 24 subcommittees and working groups worked to produce 20 new Project Papers and 39 Supplements to existing ARINC Standards. Over 50 in person meetings and countless telecons and web conferences were held to coordinate this body of work. Additionally, 15 new AEEC projects were approved (9 APIMs in Milwaukee and 6 APIMs in Brussels) rounding out the current work in plan to encompass 59 standards in development.

Those are impressive numbers, and they are a clear representation of the vitality of the organization, and the continued growing needs for working avionics standards. Of course it is only through the cooperative spirit of all of the parties engaged in this enterprise that we yield such successes. At the root of this, it is the people engaged that are the driving force, so many dedicated individuals, leveraging their knowledge, skills and work ethic, to continue to push the boundaries of our industry forward.

The overall AEEC body of work is vast and supports many new regulatory requirements and efficiency initiatives. A significant undertaking of note is the Global Aircraft Tracking activity, with an aggressive workplan and highly engaged support from industry, this significant effort to develop a report and subsequent standards to support ICAO requirements for Global Aircraft Tracking in 2021.

Whether the subject is connected aircraft, EFBs and associated networks, the Internet Protocol Suite for safety services, new Satcom standards to address interference, or loadable software delivery and controls, it is clear that the interaction of IT departments with core aircraft equipage engineering are more intertwined than ever and this mutual dependency is reshaping our work scope and processes in our companies.

58 Looking further downstream, the new Comm/Nav/Surveillance (CNS) radio architecture for forward fit aircraft programs captured my interest at the AEEC Mid-Term Session, with remote radio receive/transmit LRUs and shared core resources for signal processing and aircraft systems interface. The evolution continues.

I have been involved in ARINC dating back over 20 years, predominately with AMC in the earlier years, and in more recently in 2014 with AEEC. I can recall my first AEEC meetings in the 1990’s working on ARINC 743A and ARINC 704A GNSS standards. Some of the people I met in those meetings continue to be engaged today with ARINC and AEEC. The relationships we build from these meetings and the knowledge network we develop are both a resource for our work life, and also enrich us in our personal lives. Attending AEEC meetings, I’m often humbled by the depth and breadth of knowledge and experience of the participants. I’m likewise impressed by these same individuals desire to share, collaborate and educate, often exercising patience and humility. Good things happen when people come together working toward common goals.

I would also like to speak briefly on the value of AEEC from my airline perspective. The ability of airlines to have a voice in determining the ARINC Standards work plans and steer future development is of tangible value, and it is both a benefit and responsibility we take seriously. I’d also be remiss if I did not mention the overall training and development benefits of engaging in AEEC work. As a leader of Avionics Engineers, there is an aspect of my role, to develop the next wave of technical subject matter experts at our company, and in this capacity, AEEC is a valuable resource. Providing opportunities for our Engineers to engage in subcommittee work is an investment, where they too gain new resources, knowledge, and often a desire to gain a deeper technical understanding of a given subject. Engagement can figuratively light a spark.

In closing, I would like to thank Southwest Airlines for hosting this year’s AEEC General Session and AMC in Dallas, Texas.

Rich Stillwell United Airlines AEEC Chairman 2017-2018

59 AEEC EXECUTIVE COMMITTEE MEMBERS (As of December 31, 2017)

Rich Stillwell UNITED AIRLINES AEEC Chairman

AIR FRANCE – KLM Piet van den Berg

ALASKA AIRLINES Syed Bilal

AMERICAN AIRLINES Dennis Zvacek

DELTA AIR LINES Jim Lord

FEDEX Robert Swanson

LUFTHANSA Jürgen Lauterbach

SOUTHWEST AIRLINES Brian Gleason

TAP PORTUGAL José Almeida

UPS James McLeroy

UNITED STATES AIR FORCE Craig Hodgdon

AIRBUS Jean-Francois Saint Etienne

BOEING Jessie Turner

SAE ITC, ARINC INDUSTRY Paul Prisaznuk ACTIVITIES AEEC Executive Secretary

For more information about the Airlines Electronic Engineering Committee, contact the AEEC Executive Secretary and Program Director Paul Prisaznuk ([email protected]).

60 AEEC SUMMARY 2017

AEEC Mission The Airlines Electronic Engineering Committee (AEEC) improves cost effectiveness and reduces life-cycle costs by conducting engineering and technical investigations and developing voluntary engineering and technical standards for airborne electronics.

AEEC Overview The AEEC is an international standards organization that promotes the technical positions of the air transport industry. The AEEC provides a forum for collaboration, teamwork and decision making. The ARINC Standards are the products of AEEC’s efforts. These standards promote market competition and economies of scale. Aircraft manufacturers and avionics suppliers work with the AEEC in this endeavor.

AEEC Composition The AEEC Membership is open to airline operators, airframe manufacturers, general aviation and the military. These organizations fund a significant portion of the AEEC work program and are eligible to be voting members of the AEEC Executive Committee. The AEEC Executive Committee serves in a leadership role for ARINC Standards development and coordinates nearly 25 AEEC Subcommittee activities which produce ARINC Standards. Decisions made by the AEEC Executive Committee fully consider inputs of the supplier community, regulators, and other stakeholders. Supplier companies and other organizations that benefit from doing business with the airlines are invited to participate as Corporate Sponsors.

The AEEC General Session and the AEEC Mid-Term Session coordinate the efforts of the AEEC Subcommittee activities responsible for the preparation of ARINC Standards. These meetings also serve a coordinating role with ICAO, RTCA, EUROCAE, and the like.

The value of AEEC membership has been demonstrated over six decades: • Improving the efficiency of air transportation through the development of new operating concepts and technologies.

• Influencing the development of new aircraft and derivatives.

• Shaping aircraft capabilities necessary for operating in NextGen, SESAR, and CARATS airspace environments.

• Developing consensus-based industry standards reflecting the collective views of aircraft operators, airframe manufacturers, equipment suppliers, regulators and other stakeholders.

• Ensuring the viability of AEEC as a long-standing technical resource for the airline industry. The success of the AEEC is a result of a simple, yet refined, approach to collaborative decision making. This approach yields standards that are used voluntarily by the airline industry and their suppliers; standards that no one organization could possibly develop on its own.

61 AEEC AEEC Subcommittees and Working Groups

• Activty Leadership Acronym Aeronautical Databases Brian Gilbert, Boeing ADB Aeronautical Mobile Airport Tom McGuffin, Honeywell AMX Communications (AeroMACS) Aeronautical Operational Dirk Zschunke, Lufthansa AOC Communications Robert Holcomb, American Air-Ground Communication Systems AGCS Airlines Pierre Gabrilot, Airbus Avionics Application/Executive Software APEX Gordon Putsche, Boeing Dale Freeman, Delta Air Lines Cabin Systems Rolf Göedecke, Airbus CSS Gerald Lui-Kwan, Boeing Cockpit Display System Interfaces Chad Weldon, Rockwell Collins CDS Controller Area Network Thomas Joseph, GE Aviation CAN Bob Slaughter, American Data Link Systems DLK Airlines Colin Galant, British Airways Data Link Users Forum Brian Gleason, Southwest DLK Airlines Digital Flight Data Recorder Robert Swanson, FedEx DFDR Tim Keller, Great River Digital Video Working Group DVE Technology Sonja Schellenberg, Lufthansa Electronic Flight Bag Systems EFB Maurice Ingle, American Airlines Philipp Haller, Austrian Airlines Electronic Flight Bag Users Forum EFB Will Ware, Southwest Airlines Fiber Optic Interfaces Robert Nye, Boeing FOS Flight Management Computer System Mike Bakker, GE Aviation FMS Ralph Schnabel, Airbus Galley Inserts GAIN Scott Coburn, Boeing Global Aircraft Tracking Chuck Adler, Boeing GAT Julien Sanscartier, CMC Global Navigation Satellite System GNSS Electronics Internet Protocol Suite for Aeronautical Luc Emberger, Airbus IPS Safety Services Greg Saccone, Boeing

62 Activty Leadership Acronym Ku/Ka Band Satellite Communications Peter Lemme, Totaport KSAT Navigation Database Chuong Phung, FedEx NDB Network Infrastructure and Security Jeffrey Rae, United Airlines NIS NextGen/SESAR Sam Miller, MITRE SAI Ted Patmore, Delta Air Lines Software Distribution and Loading SDL Rod Gates, American Airlines Software Metrics Working Group Reinhard Andreae, Lufthansa SWM Rich Stillwell, United Airlines Systems Architecture and Interfaces SAI Reinhard Andreae, Lufthansa Traffic Surveillance, ADS-B, TCAS Jessie Turner, Boeing TCAS

For more information about the Airlines Electronic Engineering Committee, contact the AEEC Executive Secretary and Program Director, Paul Prisaznuk ([email protected]).

Aeronautical Databases (ADB) Chairman: Brian Gilbert, Boeing Secretary: Peter Grau

This ADB Subcommittee is responsible for the standardization of the aeronautical database structures for terrain data (ARINC 813), obstacle data (ARINC 815) and airport surface data (ARINC 816). The ADB Subcommittee works in conjunction with RTCA SC- 217. These databases have the capability to improve the pilot’s situational awareness of the airport facility and the terrain.

Aeronautical Mobile Airport Communication (AeroMACS) Chairman: Tom McGuffin, Honeywell Secretary: José Godoy

The AeroMACS Working Group has developed ARINC Characteristic 766: Standard Airborne AeroMACS Transceiver for Aeronautical Mobile Airport Communications. The AeroMACS transceiver will operate at 5091 to 5150 MHz using IEEE 802.16 (WiMAX) protocols. AeroMACS is considered one of the future radio components bringing System Wide Information Management (SWIM) to the aircraft.

63 Aeronautical Operational Communication (AOC) Chairman: Dirk Zschunke, Lufthansa Secretary: José Godoy

A standardized set of Airline Operational Control (AOC) messages are defined by this activity. The messages are defined independent of the medium. The AOC messaging application can by hosted on an Electronic Flight Bag (EFB). The message types are common to all types of operations. They are intended to be used by multiple airlines on multiple aircraft types.

Air-Ground Communication Systems (AGCS) Chairman: Robert Holcomb, American Airlines Secretary: José Godoy

The Air/Ground Communication Systems (AGCS) Subcommittee defines current and emerging air-ground communication systems based on airline operational requirements and established aircraft architectures. The current activity is focused on developing standards that support aeronautical safety services for geostationary (Inmarsat SwiftBroadband) and low earth orbit (Iridium Certus) satcom systems.

Avionics Application/Executive Software (APEX) Co-Chairman: Pierre Gabrilot, Airbus Co-Chairman: Gordon Putsche, Boeing Secretary: Scott Smith

This APEX Subcommittee is responsible for developing software interface standards for Real-Time Operating Systems (RTOS) used with Integrated Modular Avionics (IMA). ARINC Specification 653: Avionics Application Software Standard Interface defines a standard interface between avionics application software and the software operating system capable of providing RTCA DO-178B, Level A service.

Cabin Systems (CSS) Chairman: Dale Freeman, Delta Air Lines Co-Chairman: Rolf Gödecke, Airbus Co-Chairman: Gerald Lui-Kwan, Boeing Secretary: Scott Smith

The Cabin Systems Subcommittee (CSS) defines In-Flight Entertainment (IFE) for airline passengers. This includes equipment definition, network infrastructure, and installation that enables airlines to offer real-time news and entertainment to their passengers. Cabin communications, interface protocols, and connector standardization are integral parts of this activity.

64 CONTINUED AEEC Subcommittees and Working Groups

Cockpit Display System Interfaces (CDS) Chairman: Chad Weldon, Rockwell Collins Secretary: Peter Grau

The CDS Subcommittee develops flight deck display interface standards for primary display systems and their interface to avionics equipment (e.g., communication, navigation, and surveillance systems). ARINC 661 can support new airplane development programs for air transport, regional, general aviation, military, and rotorcraft. The updates will ensure growth for CNS/ATM applications used in NextGen and SESAR airspace environments.

Controller Area Network (CAN) Chairman: Thomas Joseph, GE Aviation Secretary: Paul Prisaznuk (acting)

The Controller Area Network Working Group of the SAI Subcommittee is developing Supplement 4 to ARINC Specification 825: General Standardization of Controller Area Network (CAN) for Airborne Use. Supplement 4 will incorporate CAN Flexible Data Rate (CAN FD).

Data Link Systems (DLK) Chairman: Bob Slaughter, American Airlines Secretary: José Godoy

The Data Link Systems Subcommittee develops standards that promote reliable, uniform, and cost-effective transfer of data between the aircraft and various locations on the ground. These standards cover the Aircraft Communications Addressing and Reporting System (ACARS®) and the Aeronautical Telecommunications Network (ATN). Ground locations include civil aviation agencies, manufacturers of avionics and engines, data link service providers, weather providers, and departments within the airlines such as payroll, maintenance, operations, engineering, and dispatch.

Data Link Users Forum Co-Chairman: Colin Gallant, British Airways Co-Chairman: Brian Gleason, Southwest Airlines Secretary: Vic Nagowski/José Godoy

The Data Link Users Forum is a coordinating activity among airlines and cargo carriers, data link service providers, aircraft manufacturers, avionics manufacturers, and others. It focuses on technical issues of mutual interest to operators. The discussions lead to the identification and resolution of numerous issues that collectively improve data link performance. The product of this activity assures that operators receive significant operational and economic benefits of air/ground communication services.This activity provides input on the direction and schedule of new Air Traffic Service (ATS) data link programs.

65 Digital Flight Data Recorder (DFDR) Industry Editor: Robert Swanson, FedEx Secretary: Paul Prisaznuk

The DFDR Subcommittee is responsible for Cockpit Voice Recorder (CVR) standards, ARINC Characteristic 757 and ARINC Characteristic 757A. The most recent updates expand CVR installation guidance. The goal of this activity is to monitor developments in the regulatory community as they evolve following an accident investigation. The ARINC Standards are updated to comply with international regulations and installation preferences. This includes timely recovery of flight data.

Digital Video Working Group (DVE) Industry Editor: Tim Keller, Great River Technology Secretary: Paul Prisaznuk

The Digital Video Working Group of the SAI Subcommittee is responsible for ARINC Specification 818-2: Avionics Digital Video Bus (ADVB). This standard is now being implemented in commercial and military applications. The working group will monitor ARINC 818 development activity and to recommend changes to the standard as the need arises.

Electronic Flight Bag (EFB) Co-Chairman: Sonja Schellenberg, Lufthansa Systems Co-Chairman: Maurice Ingle, American Airlines Secretary: Peter Grau

The EFB Subcommittee is developing hardware and software standards for the EFB. This includes EFB hardware installation standards as well as EFB software application standards. This is a rapidly evolving technology with wide-ranging applications. Airlines, airframe manufacturers, and EFB suppliers are expected to benefit from reduced EFB integration costs.

Electronic Flight Bag (EFB) Users Forum - a Joint Activity with IATA Co-Chairman: Philipp Haller, Austrian Airlines Co-Chairman: Will Ware, Southwest Airlines Secretary: Peter Grau

The Electronic Flight Bag (EFB) Users Forum is a joint activity with IATA that enables airlines and other aircraft operators to state their preferences in the evolution of EFB hardware, software applications, and connectivity to the ground. This ensure operational benefit to the flight deck crew and the economic benefit to the airline. Flight Operations, Information Technology, Engineering, and Maintenance disciplines are represented among the participants of the EFB Users Forum.

66 CONTINUED AEEC Subcommittees and Working Groups

Fiber Optic Interfaces (FOS) Chairman: Robert Nye, Boeing Secretary: Scott Smith

The FOS Subcommittee is developing standards for fiber optic components and interfaces. This effort includes the preparation of fiber optic design guidelines, component criteria, testing and maintenance procedures. The standards specify the performance requirements with an objective of minimizing the cost of procurement, implementation, and maintenance.

Flight Management Computer System (FMS) Chairman: Mike Bakker, GE Aviation Secretary: Paul Prisaznuk

The Flight Management System (FMS) Subcommittee is preparing Supplement 5 to ARINC Characteristic 702A-5: Advanced Flight Management Computer System Standard. Current efforts: • Recognize many evolving technologies that promote efficient flight operations using the FMS

• Align ARINC 702A with the corresponding RTCA/EUROCAE standards

• Align with evolutions since the last major update (e.g., datalink, surface map)

• Standardize interfaces for FMS Landing System (FLS) and Final Approach Segment (FAS)

Galley Inserts (GAIN) Co-Chairman: Ralph Schnabel, Airbus Co-Chairman: Scott Coburn, Boeing Secretary: Paul Prisaznuk (acting)

The GAIN Subcommittee standardizes the physical dimensions and electrical interfaces for Galley Inserts. Areas of standardization are electrical and mechanical. This includes electrical interfaces, standard wiring, CANbus protocols, standard electrical connectors, water connectors, physical interfaces, and equipment mounting rails.

Global Aircraft Tracking (GAT) Chairman: Chuck Adler, Boeing Secretary: Peter Grau

The AEEC Executive Committee formed the Global Aircraft Tracking (GAT) Working Group in 2017 to develop equipment architecture recommendations to accomplish Autonomous Distress Tracking (ADT) and Timely Recover of Flight Data (TRFD) in accordance with the ICAO Global Aeronautical Distress and Safety System (GADSS).

67 Global Navigation Satellite System (GNSS) Industry Editor: Julien Sanscartier, CMC Electronics Secretary: Jose Godoy

The GNSS Subcommittee is responsible for ARINC Standards that define GNSS-based navigation and approach guidance. These include ARINC 743A, ARINC 743B, ARINC 743C, and ARINC 755. These standards specify a high level of performance with an objective of minimizing the cost of procurement, implementation, and maintenance. The latest update will provide VHF receiver integration into the GNSS for improved accuracy during airport approach and landing.

Internet Protocol Suite (IPS) for Aeronautical Safety Services Co-Chairman: Luc Emberger, Airbus Co-Chairman: Greg Saccone, Boeing Secretary: Paul Prisaznuk

The IPS Subcommittee has produced an industry roadmap for introducing ATN/IPS Safety Services to airborne, ground-based and space-based communication systems. ARINC Report 658 was published in 2017. Next steps include the development of Technical Requirements for introducing ATN/IPS Safety Services and network security. These activities are coordinated with aviation Standards Development Organizations (SDOs), Air Navigation Service Providers (ANSPs) and others with an interest.

Ku/Ka Band Satellite Communication System (KSAT) Chairman: Peter Lemme, Totaport Secretary: Jose Godoy

The KSAT Subcommittee is updating Ku-band and Ka-band satellite system installation provisions, electrical interfaces and mechanical interfaces. This equipment is intended to provide broadband communication to the aircraft using Internet Protocols (IP). This includes the introduction of small form factor avionics intended to simplify installation and reduce cost of equipage.

Navigation Database (NDB) Chairman: Chuong Phung, FedEx Secretary: Sam Buckwalter

The NDB Working Group is responsible for periodic updates to ARINC Specification 424: Navigation System Database used by aircraft operators, airframe manufacturers, Flight Management System (FMS) developers, and database suppliers. The goal is to define the navigation data formats in a way that improves overall aircraft performance and operational efficiency.

68 CONTINUED AEEC Subcommittees and Working Groups

Network Infrastructure and Security (NIS) Chairman: Jeffrey Rae, United Airlines Secretary: Vanessa Mastros

The NIS Subcommittee is developing standards for secure broadband equipment interfaces, digital signature, and a roadmap for introducing IPv6 into aviation. The goal is to define standards for aviation that are based upon openly available commercial standards. This will reduce development cost, increase flexibility, reduce complexity, and ease of configuration and maintenance.

NextGen/SESAR Avionics Industry Editor: Sam Miller, MITRE Secretary: Paul Prisaznuk

The NextGen/SESAR Working Group of the SAI Subcommittee is responsible for ARINC Report 660B: CNS/ATM Avionics Architectures Supporting NextGen/SESAR Concepts. The document provides a common understanding of NextGen/SESAR concepts among the airspace providers and the airlines. Topics for the next revision are being collected based upon activities within the Air Navigation Service Provider (ANSP) community.

Software Distribution and Loading (SDL) Co-Chairman: Ted Patmore, Delta Air Lines Co-Chairman: Rod Gates, American Airlines Secretary: Scott Smith

The Software Distribution and Loading Subcommittee is responsible developing standards for software distribution and loading on legacy aircraft and newer eEnabled aircraft. Standards for file format, media type, part numbering, and terminology will be developed in a way that can be used for various software loading services and communication protocols.

Software Metrics Working Group (SWM) Chairman: Reinhard Andreae, Lufthansa Secretary: Paul Prisaznuk

The Software Metrics Working Group has met to address airlines concerns in the areas of software performance and reliability. The goal is to investigate ways to measure software key performance indicators over the entire software lifecycle. Phase 1 is to identify the areas where the greatest improvement can be made. A summary report with recommendations is available.

69 Systems Architecture and Interfaces (SAI) Co-Chairman: Rich Stillwell, United Airlines Co-Chairman: Reinhard Andreae, Lufthansa Secretary: Paul Prisaznuk

The SAI Subcommittee provides technical leadership in the development of standards for new aircraft programs and major derivative programs. It coordinates top-level avionics requirements for emerging airspace environments, namely NextGen, SESAR, and CARATs. The SAI Subcommittee works with international air navigation service providers to develop standards for CNS/ATM, including ADS-B. Working together with several AEEC Subcommittees, the SAI Subcommittee investigates the application of new technologies and prepares/reviews new project proposals (APIMs) where operational benefits and financial benefits are achievable.

Traffic Surveillance Chairman: Jessie Turner – Boeing Secretary: José Godoy

The Traffic Surveillance Working Group of the SAI Subcommittee is responsible for ARINC Characteristic 735B, Traffic Computer Standards, and ARNC Characteristic 768, Integrated Surveillance System (ISS). This includes traditional Traffic Alert and Collision Avoidance System (TCAS) and Automatic Dependent Surveillance-Broadcast (ADS-B).

A summary of AEEC Subcommittees and Working Groups is provided in this report. As this information is subject to change with industry developments, readers are encouraged to visit the ARINC website at www.aviation-ia.com/activities/aeec or contact the AEEC Executive Secretary, Paul Prisaznuk, at [email protected].

AMC Message from the Chairman By: Marijan Jozic KLM Royal Dutch Airlines AMC Chairman 2012 - Present

A Note from the AMC Chairman:

For many years, it was business as usual. No big or revolutionary changes in aviation. We were optimizing our processes and trying to lower the costs by doing smart things. That was our job.

But with the introduction of the B787 and A350, the whole business model changed. Boeing and Airbus decided to install only supplier-furnished equipment in their latest aircraft and that changed the world. But if you consider the lifetime of the aircraft, you will immediately discover that design and manufacturing of the aircraft is just a small part. The majority of the aircraft lifetime is in the hands of operators. Traditionally, operators were doing maintenance of their own aircraft and if there was some time left, they contracted smaller operators and managed to earn some cash for doing LRU repairs for others.

In the new world, the game is totally changed. We engineers have designed LRUs that are far more reliable. MTBURs are three to four times higher. At the same time, the components are more complicated and therefore much more sophisticated and more expensive test sets are required. Here is the catch: the removal of components is very low due to high MTBUR and test sets are expensive. The simple economics is learning that many smaller operators cannot justify the costs of a test set that will be used once or twice a year. They are not stupid. So, what are those smart engineers doing? They outsource.

That means on global scale, the amount of repair stations will decrease. There will be OEMs, Big Airline shops, and standalone self-supporting MROs. The majority of operators will outsource the LRU to one of those three groups of repair stations. I will not speculate on how many repair stations will remain after the situation settles, but it will be quite small number.

In a view of above, we can see that the number of operators coming to the AMC conference is getting smaller. We have approximately 30 different operators. The reason for that is that those operators are doing maintenance for their smaller colleague airlines. OEMs and airframers are surprised that we are losing airlines at AMC, but the situation is logical. Each member airline represents five or sometimes 10 smaller airlines.Also, if you analyze our questions, you will see that the quantity of maintenance philosophy questions, product support questions, and material delivery questions dominate the

72 The game change is evident. We should not be concerned about change or need for change. We should only be concerned if we let it go and not anticipate it. One of those actions is the MMC: Mechanical Maintenance Conference. We organized it for the first time and it was a success. We had 185 attendees and many good discussions. The first step was relatively easy. The next step is to assure continuity. 2018 will be very exciting because we realized that we need to change, and we have to start to anticipate and assure the continuity of AMC and MMC conferences. Although our LRUs are getting better and better, we still have a lot to do.

Finally, I would like to mention that 2017 was the safest year in air transport history. We did not have any commercial accidents, which is exceptionally good. Such a result is not a coincidence. It is the result of the hard work of engineers. I am proud to be one of them. AMC and now MMC are resting on three pylons: we educate, we set the standards, and we fix the problems. All three of our pylons contribute to increasing safety. We are not directly saving lives like firemen, but we enable many processes and procedures that contribute to increase the level of safety. I am sure our members and attendees of AMC and MMC are very proud that they have contributed to such high level of safety.

In a view of above, I can only say that I am proud to be a chairman of such group of engineers who are passionately fixing problems, educating and sharing knowledge, and setting standards for modern aviation.

Marijan Jozic KLM Royal Dutch Airlines AMC Chairman 2012 – Present

73 AMC STEERING COMMITTEE MEMBERS (As of December 31, 2017)

Marijan Jozic AIR FRANCE – KLM Chairman Anand Moorthy AMERICAN AIRLINES Vice Chairman

DELTA AIR LINES Roger Kozacek

SOUTHWEST AIRLINES Prewitt Reaves

FEDEX Ted McFann

LUFTHANSA TECHNIK Karsten Montebaur

UNITED AIRLINES Dean Connor

AZUL LINHAS AEREAS Ricardo de Azevedo e Souza

EL AL ISRAEL AIRLINES Dan Ganor

TURKISH AIRLINES Ozgur Arayici

JAPAN AIRLINES Kazuyoshi Kanno

SAE ITC, ARINC INDUSTRY Sam Buckwalter* ACTIVITIES AMC Executive Secretary

* Non-voting member

For information about AMC Steering Group Membership, contact the AMC Executive Secretary and Program Director Sam Buckwalter at [email protected].

74 AMC SUMMARY 2017

AMC Mission Reduce life cycle costs of air transport components by improving maintenance through the exchange of technical information.

Introduction The objectives of AMC are to promote reliability and to reduce operating and life cycle costs of air transport avionics by improving maintenance and support techniques through the exchange of technical information.

AMC consists of representatives from the technical leadership of the air transport avionics maintenance community. The membership of AMC consists of the representatives of commercial air transport operators. AMC accomplishes its objectives through a number of activities including: the annual Avionics Maintenance Conference, known worldwide as the AMC; Steering Group meetings; Plane Talk®, a quarterly newsletter; AMC Task Group activities to define industry best practices; and through liaison with the other aviation committees, AEEC and FSEMC, and other related industry organizations.

The benefits ofAMC for airlines are long-term success in economic management and operation of commercial aircraft. This long-term success will require a more holistic approach to AMC (i.e., maintenance) and AEEC (i.e., engineering) aspects of aircraft equipment. Simply put, what is built today based on a new design specification has to be maintained tomorrow.

In the forum created by the Avionics Maintenance Conference, the airlines have various opportunities to influence and determine future directions in system and component design, reliability, and cost effectiveness. Speaking in the context of their daily operations, airlines can bring together ideas for improved standardized maintenance concepts and provide valuable feedback to the equipment manufacturers in their daily operations, thus closing the loop in the total process to minimize complex issues.

75 AMC AMC Working Groups Test Program Set (TPS) Quality Working Group Chairman: Ted Patmore, Delta Airlines Secretary: Sam Buckwalter

Obsolescence Management Guidance (OMG) Working Group Chairman: Marijan Jozic Air France/KLM Secretary: Sam Buckwalter

ARINC Report 662, Strategies to Address Electronic Component Obsolescence in Commercial Aircraft, is a first-generation report defining guidance in combating obsolescence in air transport industry. The update will ensure accuracy and consistence with evolving industry practices. The standard needs to address test equipment, software, individuals, chemicals, and documentation obsolescence. The update is intended to ensure the continued viability of ARINC 662 with incursion of the new development strategies to support proper handling of obsolescence. Besides electronics components, the standard will provide awareness that there are also different fields of obsolescence which can impact maintenance of electronics components.

Project chairmen and secretary assignments change from time to time. For a current list of projects and their chairmen and secretaries, please visit our web site at www.aviation-ia.com/activities/amc or contact the AMC Executive Secretary, Sam Buckwalter, at [email protected].

76 MECHANICAL MAINTENANCE CONFERENCE (MMC)

The inaugural MMC was held November 7-9, 2017, in Cleveland, Ohio. Marijan Jozic, Chairman of the AMC Steering Committee, welcomed attendees to the conference. Michael Rockwell, Executive Director of SAE ITC ARINC Industry Activities (IA), delivered the keynote speech.

Michael provided background on the history of ARINC IA, thanked organizations for participating in the MMC EXPO and Reception, and encouraged participants to participate, communicate, and sponsor future events to ensure ARINC IA events like the MMC continue to grow.

77 FSEMC Message from the Chairman By: Marc Cronan Rockwell Collins FSEMC Chairman 2016 - Present

We live in turbulent times. I am reminded of this everyday via news broadcasts, newspaper articles, and social media posts. Facebook friends become adversaries over political differences. People are distrustful of their neighbors, foreigners – anyone unlike ourselves. Politicians fabricate their own realities to appeal to their base. Tragedies are happening everywhere on a daily basis and, while at times it may seem like the epicenter of this turbulence is the United States, I think it is true worldwide. The global reach of the internet ensures that no horrific event anywhere on the planet is left unreported. The media, both left and right, fans the flames of unrest to inflate their ratings and their profits.

Pretty depressing stuff, I know. But I believe there exists an oasis amidst all this turmoil. An oasis that provides a refuge from the socio-political and daily business conflicts that abound. An oasis that the readers of this writing will surely recognize as FSEMC! A bold and lofty claim? Perhaps, but I think there is plenty of evidence to support it. I am currently reading a book titled “The Speed of Trust – The One Thing That Changes Everything”, written by Stephen M. R. Covey, the son of Stephen R. Covey, author of “The 7 Habits of Highly Effective People” (it seems that the trait of having powerful insight runs in the family). The basic premise of the book is that when the level of trust goes down in a relationship (whether it is trust in an individual or organization) then cost and schedule go up. In other words, the less you trust someone or something, the longer it takes and the more it costs to get anything done. When I first read this concept I thought to myself, well that’s pretty obvious. But like many things, they only become obvious when you actually spend some time thinking about them. So, I thought a little more about how this concept might apply to my daily business activities and, sure enough, I could think of many examples – both good and bad – where this is absolutely true. And the one thing that stood out in my mind as the absolute best, “good” example of the relationship between trust, cost, and schedule that came to mind was FSEMC.

78 Consider the attendee statistics that I reported at the conclusion of last year’s conference in Memphis: 293 attendees from 28 countries, representing 30 airlines and training device users, three airframe manufacturers, five training device manufacturers and 49 other suppliers. Now, consider the diversity of that group from an ethnic, political, cultural, religious, social, and business perspective. With such a broad range of views, beliefs, and opinions, one could easily imagine that nothing could possibly be accomplished in the span of only three days. Yet quite the opposite is true. We accomplish a great deal of valuable and productive work in a very short period of time, and I would argue that one of the main reasons for this successful collaboration is… Trust. Think about it – in a typical business environment, this fragmented collection of competitors and business adversaries would normally regard each other with a large measure of skepticism about the other party’s motives. Trust the other person to do the right thing? To benefit me? I don’t think so. When we come together at FSEMC, these differences are put aside and, for three days at least, we trust each other and work for the greater good of the industry, solving common technical problems, stimulating thought, challenging each other to do better and better.

I would further argue that this environment of trust extends beyond the annual three- day conference and, in fact, permeates every aspect of FSEMC operation including the steering committee, the ARINC Industry Activities team, and all the working groups that come together to create our industry standards and guidance. This productivity could not be accomplished if we operated in complete distrust of each other.

FSEMC accomplished a lot this past year. Working group efforts continue to make sure we lead the industry in guidance related to implementation of Simulated Air Traffic Control in flight simulators, we are challenging ourselves to redefine the way we evaluate simulators on an initial and recurrent basis, and we’ve begun the slow and complicated process to establish a regulatory working group in the AsiaPac region. The Steering Committee, with the help of SAE-ITC, continued its planning efforts for future conferences and to expand our membership. The Steering Committee also established a set of strategic objectives and quantitative metrics to provide clear direction on FSEMC goals and a way of measuring our success against those goals.

Lastly, we have had a minor name change to better align with our sister organization, the Airlines Electronic Engineering Committee, in that FSEMC is now called the Flight Simulator Engineering and Maintenance Committee. Fear not, though: our annual gathering will still be known as the Flight Simulator Engineering and Maintenance Conference.

So, in this fractured world we all live in, you can take comfort in knowing that FSEMC transcends our differences and creates an environment in which we share a common goal for the greater good of our industry. And if you need a break from all the mayhem you see on the news, you can always seek shelter in the oasis of a FSEMC working group or other industry activity!

Marc Cronan Rockwell Collins Simulation and Training Solutions FSEMC Chairman 2017 – Present

79 FSEMC STEERING COMMITTEE MEMBERS (As of December 31, 2017)

Marc Cronan ROCKWELL COLLINS Chairman Eric Fuilla-Weishaupt AIRBUS Vice Chairman AMERICAN AIRLINES David Neilson

TRU SIMULATION + TRAINING Troy Fey

FLIGHTSAFETY INTERNATIONAL Joshua Brooks

CAE Claude Gervais

AIR FRANCE – KLM Richard Van de Nouweland

AIR CANADA Howard Gallinger

CATHAY PACIFIC AIRWAYS Chuk Ng

L3 LINK UK Jeremy Wise

THE BOEING COMPANY John Anderson

DELTA AIR LINES Rick Lewis

LUFTHANSA FLIGHT TRAINING Stefan Nowack

ALL NIPPON AIRWAYS Atsushi Yokota

EGYPTAIR Adel M. Sowedan

M.S.C. BV John Muller

FEDEX Mike Jackson SAE ITC, ARINC INDUSTRY Scott Smith* ACTIVITIES FSEMC Assistant Executive Secretary SAE ITC, ARINC INDUSTRY Sam Buckwalter* ACTIVITIES FSEMC Executive Secretary

* Non-voting members.

For information about FSEMC Steering Committee Membership, contact the FSEMC Executive Secretary and Program Director Sam Buckwalter at [email protected].

FSEMC SUMMARY 2017

FSEMC Mission To be recognized as the international authority on the Aviation Training Device industry. To enhance the safety and operational efficiency of aviation worldwide through the dissemination of engineering, maintenance, and associated technical information, including the development of consensus standards. To promote and advance the state of the art of the Aviation Training Device industry.

Introduction Attended by more than 275 flight simulator experts from around the world, FSEMC has grown from existing only as a dream to becoming the premier annual event in flight simulation. The annual conference identifies technical solutions to flight simulator engineering and maintenance issues resulting in immediate and long-term savings and increased efficiency for simulator users. This was confirmed by Embry Riddle Aeronautical University selecting FSEMC for their Pinnacle Award. Why? Because FSEMC brings people together to solve difficult flight simulator challenges through its annual conference and working group activities and the industry benefits.

The diversity of the flight simulator industry is what helps to make it so exciting. For the technical staff, the daily tasks are as varied as any job you can imagine.The Simulator Technician can be involved in aircraft systems, electronics, mechanics, hydraulics, or software to name a few. In many cases they may be concerned with a combination of several systems.

Simulators Engineering can be equally as wide-ranging. Involvement with all the different aircraft systems from the different airframe manufacturers both large and small can prove to be complex and daunting. Whether the engineering function is related to an update of a 10-year old simulator or the development of a simulator for an aircraft that has yet to fly, the diversity of challenges is extreme and tackled daily by individuals attending this conference. FSEMC is the place to solve your engineering needs and the place to promote your engineering abilities.

FSEMC includes users of flight and cabin simulators (dynamic and static). Users include airlines, commuter airlines, and other simulation users. Participants include airframe manufacturers, aircraft equipment suppliers, and simulator equipment suppliers. For those who attended the FSEMCs, there should be little need to urge your return. For those who are still not convinced, try answering the following questions: • Does your company have chronic simulator engineering and maintenance issues?

• Would your company benefit from one-on-one access to a broad cross-section of simulator equipment manufacturers and suppliers, service organizations, airframe manufacturers, and other users in one location?

82 FSEMC FSEMC Working Groups FSEMC Data Document (FDD) Working Group Chairman: Mike Jackson, FedEx Secretary: Sam Buckwalter

The FDD was chartered by the FSEMC Steering Committee in response to comments and input received in recent FSEMC Conferences. The intent of this project is to define the scope and content of data required to build, test, and qualify a Training Device of adequate fidelity to meet flight crew training prerequisites. The resulting document will become an ARINC Standard applicable to new aircraft and avionic update programs, as well as assisting training device operators in maintenance, engineering, and long-term support of existing devices

Simulator Continuing Qualification (SCQ) Working Group Chairman: Tom Shaw, The Boeing Company Secretary: Scott Smith

EASA FSTD Technical Group Chairman: Stefan Nowack, Lufthansa Flight Training Secretary: Sam Buckwalter

In recent years, the FSEMC constituents have repeatedly asked for a direct technical exchange meeting with the European Aviation Safety Agency (EASA) on flight simulation issues. The EASA FSTD Technical Group met in December 2017, discussing regulatory issues common to airlines and simulator users governed by EASA regulations. The attendees remarked on the outstanding value of having a face-to-face meeting with the EASA FSTD team and the candor with which the discussions were held. Acknowledged as a resounding success, the FSEMC will continue this activity in the future.

Project chairmen and secretary assignments change from time to time. For a current list of projects and their chairmen and secretaries, please visit our web site at www.aviation-ia.com/activities/fsemc/ or contact the FSEMC Executive Secretary, Sam Buckwalter, at [email protected].

83 ANNUAL AWARDS

Austin Trumbull Award The Trumbull Award is given annually to an airline employee who has made an outstanding contribution to the work of the Airlines Electronic Engineering Committee by leadership in the development of ARINC Standards and related activities.

The award is named in honor of Austin Trumbull, an engineer working for United Airlines, who “developed the concept into its final form, made the original drawings, and consummated the follow-up work to make it a successful and acceptable Standard” for ARINC 404 which was renamed Austin Trumbull Radio (ATR) Racking. ARINC 404 was first published in 1940 and was renamed in 1967 by a unanimous act of theAEEC. Austin Trumbull received what would become the first Trumbull Award.

The Trumbull Award recipient is an airline employee that has demonstrated a personal commitment to AEEC goals through their contribution of time and effect towards the achievement of these goals.

Austin Trumbull Award - AEEC Recipient: Tom Jaeger, American Airlines May 2017 – Milwaukee, Wisconsin (Presentation by Rich Stillwell, United Airlines)

Roger Goldberg Awards In an effort to honor Roger Goldberg, an award was created by AMC and FSEMC for those individuals who have done something extraordinary for either the AMC or FSEMC. The first Service Award was given to Roger S. Goldberg, posthumously, in recognition of his extraordinary ideas, outstanding service, and endless passion.

Roger Goldberg Award - AMC Recipient: Marijan Jozic, KLM Royal Dutch Airlines May 2017 – Milwaukee, Wisconsin (Presentation by Dean Conner, United)

84 Roger Goldberg Award - FSEMC Recipient: John Smith, Asian ATR Training Center September 2017 – Memphis, Tennessee (Presentation by Eric Fuilla-Weishaupt, Airbus)

Edwin A. Link Award Each year, FSEMC encourages the contribution of ideas, leadership and innovation by allowing individuals to be nominated for the Edwin A. Link Award prior to the annual FSEMC. The award recognizes one individual for outstanding personal achievement. The Edwin A. Link Award has become world-renowned as the simulation industry’s highest award for individual achievement.

Over the past 19 years, Edwin A. Link Awards have been presented to outstanding members of the simulation community. The Edwin A. Link Award is likely to be the most important award they have ever received.

Edwin A. Link Award - FSEMC Recipient: Rudy Frasca, Frasca International (accepted by his son, John Frasca) September 2017 – Memphis, Tennessee (Presentation by Eric Fuilla-Weishaupt, Airbus)

85 Volare Awards Each year, the Airline Avionics Institute (AAI) recognizes individuals that have made an outstanding contribution of ideas, leadership, and innovation by presenting AAI Volare Awards at the AEEC | AMC conference. These awards recognize individuals in airline, airframe manufacturer and supplier organizations for outstanding personal achievement. The AAI Volare Awards recognize individuals in the categories of Airline Avionics Maintenance and Engineering and Avionics Product Support. In addition to these Volare Awards, AAI presents a Pioneer Award and a Chairman’s Special Award on an as- deserved basis.

AAI President, Ray Frelk, presented Volare Awards to outstanding members of the airline avionics community as follows:

Volare Award - Avionics Product Support Recipient: Ron Parpart, Rockwell Collins May 2017 – Milwaukee, Wisconsin

Volare Award - Avionics Maintenance Recipient: Mike Weigel, Delta Air Lines May 2017 – Milwaukee, Wisconsin

Volare Award - Avionics Manufacturing Recipient: Marshall Dormire, Teledyne Controls May 2017 – Milwaukee, Wisconsin

Pioneer Award - Avionics Engineering Recipient: Bob Semar, United Airlines May 2017 – Milwaukee, Wisconsin

2017 Volare Award Recipients (from left to right): Bob Semar, United Airlines; Marshall Dormire, Teledyne Controls; Mike Weigel, Delta Air Lines; Ron Parpart, Rockwell Collins

86 ANNUAL REPORT ACRONYM LIST

3GCN 3rd Generation Cabin Network AAI Airline Avionics Institute ACARS Aircraft Communications Addressing and Reporting System ACI Application Control Interface ADB Aeronautical Databases ADIF Aircraft Data Interface Function ADS-B Automatic Dependent Surveillance-Broadcast ADS-C Automatic Dependent Surveillance-Contract ADT Autonomous Distress Tracking ADVB Avionics Digital Video Bus AEEC Airlines Electronic Engineering Committee AeroMACS Aeronautical Mobile Airport Communications System AGCS Air-Ground Communications System AID Aircraft Interface Device AIS Airline Information Services AMC Avionics Maintenance Conference AMX AeroMACS ANSP Air Navigation Service Provider AOC Aeronautical Operational Control APEX Avionics Application/Executive Software Interface API Application Program Interface APIM ARINC Industry Activities (IA) Project Initiation/Modification ASDM Aircraft Support Data Management ATM Air Traffic Management ATN Aeronautical Telecommunications Network ATR Austin Trumbull Radio ATS Air Traffic Services BITE Built In Test Equipment CAN Controller Area Network CAN FD CAN Flexible Data Rate CARATS Comprehensive Assessment and Restructure of the Air Traffic Services CDS Cockpit Display System CIN Cabin Interface Network CMU Communications Management Unit CNS Communications, Navigation, Surveillance CPDLC Controller Pilot Data Link

87 CSS Cabin Systems Subcommittee CVR Cockpit Voice Recorder CWAP Cabin Wireless Access Point DFDR Digital Flight Data Recorder DGSS/IS Datalink Ground Systems Standard and Interface Specification DITS Digital Information Transfer System DLK Data Link DSP Datalink Service Providers DVE Digital Video Working Group EASA European Aviation Safety Agency EFB Electronic Flight Bag EFTeG EASA FSTD Technical Group ETA Estimated Time of Arrival FAA Federal Aviation Administration FAS Final Approach Segment FDD FSEMC Data Document FIMS Flight-deck based Interval Management System FLS Field Loadable Software FMS Flight Management System FOS Fiber Optics Subcommittee FSEMC Flight Simulator Engineering and Maintenance Conference FSTD Flight Simulation Training Device GADSS ICAO Aeronautical Distress & Safety System GAIN Galley Inserts GAT Global Aircraft Tracking GLS GNSS Landing System GLSSU GNSS Landing System Sensor Unit GNSS Global Navigation Satellite System IA Industry Activities IAAG Industry Activities Advisory Group ICAO International Air Transport Association IFE In-Flight Entertainment IFES In-Flight Entertainment System ILS Instrument Landing System IMA Integrated Modular Avionics IP Internet Protocol

88 CONTINUED Annual Report Acronym List

IPS Internet Protocol Suite ISS Integrated Surveillance System IT Information Technology JAA Joint Aviation Authorities JCBA Joint Collective Bargaining Agreement KSAT Ku/Ka Band Satellite Communications LAN Local Area Network LRU Line Replaceable Unit MIAM Media Independent ACARS Messaging MFI Message Function Indicator MIB Management Information Base MLS Microwave Landing System MMC Mechanical Maintenance Conference MMR Multi-Mode Receiver MRO Maintenance, Repair, and Overhaul MTBUR Mean Time Between Unscheduled Removal MU Management Unit NAA National Aviation Authority NDB Navigation Database NextGen Next Generation Air Transportation System NIS Network Infrastructure and Security NOTAM Notice to Airmen OEM Original Equipment Manufacturer OMG Obsolescence Management Guidance ONS Onboard Network System OTS Organized Track System PIES Passenger Information and Entertainment Services QTG Quality Test Guides RNP Required Navigation Performance RTA Required Time of Arrival RTOS Real Time Operating System SAI Systems Architecture and Interfaces SATCE Simulated Air Traffic Control Environments Satcom Satellite Communication SCQ Simulator Continuing Qualification SDL Software Distribution and Loading

89 SDO Standards Development Organization SDU Satellite Data Unit SESAR Single European Sky ATM Research SFA Supplementary Field Address SWIM System Wide Information Management SWM Software Metrics Working Group TCAS Traffic Alert and Collision Avoidance System TDM Training Device Manufacturer TPS Test Program Set TRFD Timely Recovery of Flight Data TSDP Technical Support and Data Package UHD Ultra High Definition VDB VHF Data Broadcast VDL VHF Digital Link VDLM2 VDL Mode 2 VHF Very High Frequency VPN Virtual Private Network XML Extensible Markup Language XSD XML Schema Definitions

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