2015 ANNUAL REPORT
AEEC • AMC • FSEMC 2015 ANNUAL REPORT INDUSTRY ACTIVITIES AEEC • AMC • FSEMC
2015 ANNUAL REPORT SAE ITC ARINC INDUSTRY ACTIVITIES STAFF December 2015
Mike Rockwell Executive Director
Sam Buckwalter Jose 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 Parrott Paul Prisaznuk Scott Smith Editorial Assistant Program Director Principal Engineer AEEC Executive Secretary FSEMC Assistant Executive Secretary
“Dedicated to the success of AEEC, AMC, and FSEMC” -Mike Rockwell, Executive Director, SAE ITC
2 TABLE OF CONTENTS
SAE ITC ARINC Industry Activities Staff | December 2015...... 2 ARINC Specification 653, Part 0-1...... 29 ARINC Specification 653, Part 1-4...... 30 ARINC Specification 653, Part 2-3...... 30 Message from Industry Activities...... 5 ARINC Specification 677...... 30 2015 Highlights...... 5 ARINC Characteristic 714A...... 30 AEEC | AMC Welcome and Keynote...... 6 ARINC Characteristic 735B-2...... 32 FSEMC Welcome and Keynote...... 8 ARINC Characteristic 757-6...... 32 Bringing the Industry Together...... 14 ARINC Characteristic 757A-1...... 33 ARINC Specification 800, Part ...... 4 33
AEEC, AMC, & FSEMC...... 16 ARINC Specification 810-5...... 33 Aviation Industry Activities...... 16 ARINC Specification 814...... 34 AEEC, AMC, & FSEMC...... 16 ARINC Specification 816-3...... 34 AEEC, AMC, & FSEMC: Aviation Industry Activities ARINC Specification 825-3...... 34 Organized by ARINC...... 16 ARINC Specification 828-4...... 34 Airlines Electronic Engineering Committee (AEEC).....16 ARINC Specification 834-5...... 35 Avionics Maintenance Conference (AMC)...... 16 ARINC Specification 843...... 35 Flight Simulator Engineering & Maintenance ARINC Report 847...... 35 Conference (FSEMC)...... 17 Continued Commitment...... 17 Project Descriptions...... 36 41 Active Projects...... 36 Member Organizations and Corporate Sponsors...... 18 AEEC Activities...... 38 Benefits...... 18 AMC Activities...... 52 FSEMC Activities...... 54
Supporting Organizations...... 20 Member Organizations (As of December 31, 2015)...... 20 ARINC Industry Activities Advisory Group (IAAG)...... 56 Corporate Sponsors (As of December 31, 2015)...... 22 IAAG Representation...... 56 Other Aircraft Operators (As of December 31, 2015)...... 24 Purpose...... 56 Summary...... 56
ARINC Standards...... 25 Introduction...... 25 AEEC ...... 58 24 ARINC Standards Published in 2015...... 26 Message from the Chairman...... 58 ARINC Specification 404B-2...... 28 AEEC Executive Committee Members ARINC Report 446...... 28 (As of December 31, 2015)...... 60 ARINC Specification 628, Part 0-3...... 28 AEEC Summary 2015...... 61 ARINC Specification 628, Part 1-7...... 28 AEEC Mission...... 61 ARINC Specification 628, Part 2-8...... 29 AEEC Overview...... 61 ARINC Specification 628, Part 9-4...... 29 AEEC Composition...... 61 ARINC Specification 641...... 29
3 TABLE OF CONTENTS
AEEC Activities...... 62 AMC Summary...... 77 Aeronautical Databases (ADB)...... 64 AMC Mission...... 77 Aeronautical Mobile Airport Communication Introduction...... 77 (AeroMACS)...... 64 AMC Activities...... 78 Aeronautical Operational Communication Aircraft Support Data Management (ASDM) (AOC)...... 64 Working Group...... 78 Air-Ground Communication Systems (AGCS).64 Special Investigation Working Group...... 78 Avionics Application/Executive Software (APEX)...... 66
Cabin Systems (CSS)...... 66 FSEMC...... 79 Cockpit Display System Interfaces (CDS)...... 66 Message from the Chairman...... 79 Controller Area Network (CAN)...... 66 FSEMC Steering Committee Members Data Link Systems (DLK)...... 67 (As of December 31, 2015)...... 82 Data Link Users Forum...... 67 FSEMC Summary (2015)...... 84 Digital Flight Data Recorder (DFDR)...... 67 FSEMC Mission...... 84 Digital Video Working Group (DVE)...... 67 Introduction...... 84 Electronic Flight Bag (EFB)...... 68 FSEMC Activities...... 85 Electronic Flight Bag (EFB) Users Forum - Simulated Air Traffic Control Environments a Joint Activity with IATA...... 68 (SATCE) Working Group...... 85 Fiber Optic Interfaces (FOS)...... 68 Simulator Documentation Delivery (SDD) Working Group...... 86 Flight Management Computer System (FMS)..69 Training Device Data Requirements (TDDR) Galley Inserts (GAIN)...... 70 Working Group...... 86 Internet Protocol Suite (IPS) for EASA FSTD Technical Group...... 86 Aeronautical Safety Services...... 70 Ku/Ka Band Satellite Communication System (KSAT)...... 70
Navigation Database (NDB)...... 70 Annual Awards...... 88 Network Infrastructure and Security (NIS)...... 70 Austin Trumbull Award...... 88 NextGen/SESAR Avionics...... 71 Roger Goldberg Awards...... 88 Selective Calling (SELCAL)...... 71 Volare Awards...... 89 Software Data Loader (SDL)...... 71 Systems Architecture and Interfaces (SAI)...... 71 Acronym List...... 90 Traffic Surveillance...... 72 Underwater Locator Beacon (ULB)...... 72
AMC...... 74 Message from the Chairman...... 74 AMC Steering Group Members (As of December 31, 2015)...... 76
4 MESSAGE FROM INDUSTRY ACTIVITIES 2015 Highlights
ARINC Industry Activities had a successful year continuing its tradition of bringing value to the airline community through the preparation of ARINC Standards and creating an environment to share technical issues and solutions.
The Airlines Electronic Engineering Committee (AEEC) General Session and Avionics Maintenance Conference (AMC) met April 27-30, 2015, in Prague, Czech Republic. This AEEC | AMC conference was attended by 533 people from 30 countries, representing 33 airlines, 5 airframe manufacturers, and over 171 avionics suppliers. 27 supplier-hosted hospitality suites were open to airlines and other interested parties.
ARINC Industry Activities produced consensus-based ARINC Standards that bring value to the airlines, airframe manufacturers, avionics suppliers, and other related businesses:
• 24 ARINC Standards approved and published in 2015 • 16 new projects authorized, with 45 standards presently in-work • AMC and FSEMC vetted 352 questions related to resolving avionics maintenance and flight simulation issues
The AEEC Data Link Users Forum met February 3-4, 2015, in Panama City, Panama and September 15-16, 2015, in Toulouse, France with an average of 90 people in attendance. 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 Users Forum met June 3-4, 2015, in Denver, Colorado and November 4-5, 2015 in Dubai, UAE with an average of 372 people in attendance. 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.
The AEEC initiated the Internet Protocol Suite (IPS) for Aeronautical Safety Services Subcommittee to define a roadmap for data communications infrastructure improvements.
ARINC Industry Activities conducted the 21st FSEMC Conference, held September 21-24, 2015, in Miami, Florida. This conference was attended by 292 people from 30 countries representing simulator user organizations, products and services suppliers, airframe manufacturers, simulator manufacturers, and regulatory authorities.
The development of consensus based standards and best practices benefits the aviation industry and society at large. ARINC Industry Activities provides the framework and oversight through time-tested processes that allow organizations to work together for the mutual good of all.
Participants learn about new technologies, existing and pending regulatory issues, best practices for life cycle support, etc., through the exchange of their knowledge and experiences that contribute to cost effective solutions for all. Your organization’s active participation in and financial support of the AEEC, AMC, and FSEMC activities is greatly appreciated.
Michael D. Rockwell Executive Director
ARINC Industry Activities, an SAE ITC Program
5 AEEC | AMC WELCOME AND KEYNOTE
Pictured (left to right): AEEC Chairman-Elect Robert Swanson, FedEx; Ed Manns, SAE; AEEC Chairman Jürgen Lauterbach, Lufthansa; Keynote Speaker, Dr. David Schutt, SAE; AMC Vice-Chairman Jens Latendorf, Lufthansa; Mike Rockwell, ARINC Industry Activities; AMC Chairman Marijan Jozic, KLM Royal Dutch Airlines.
The AEEC | AMC was held April 27-30, 2015, in Prague, Czech Republic.
AEEC Chairman Jürgen Lauterbach, Lufthansa, welcomed participants to the AEEC | AMC Opening Session in Prague.
He introduced the keynote speaker, Dr. David Schutt, CEO of SAE International.
Dr. David Schutt, in his opening remarks, emphasized the rich history of SAE International and its long- standing commitment to the airline community. Since the formation of Jürgen Lauterbach, Lufthansa SAE in 1905, many milestones have enabled SAE to emerge as the leader in the development of standards for automotive and aerospace systems, including communication, navigation, human factors, and related technologies for the airline and military communities. On behalf of the employees of SAE, David welcomed aviation professionals to the AEEC | AMC in Prague.
During this conference, a number of technical issues of immediate interest Dr. David Schutt to the airline community were discussed.
Symposiums on NextGen/SESAR Airspace, Emerging Communications Technologies, ADS-B Equipage, Global Navigation Satellite System (GNSS), and Floppy Disk Obsolescence captivated the interest of meeting participants.
6 7 FSEMC WELCOME AND KEYNOTE
Stefan Nowak Capt. Joseph T. Houghton, Vice Chairman, 2013 - 2015 Vice President Airbus Americas Customer Service
The 2015 FSEMC, organized by ARINC Industry Activities and hosted by Airbus, was held September 21-24, 2015, in Miami, Florida.
FSEMC Chairman, Stefan Nowak, officially opened the meeting by introducing Capt. Joseph T. Houghton who provided the keynote speech transcribed below.
Airbus has been a proud sponsor of the FSEMC since its inception, and strongly believe in the work that all of you do. I would like to say thanks for the many people who took the time to put the events together, and all of the activities for this week.
As Chairman Nowack reported, I have run operations at many airlines before with thousands of people working for me, and so when I came to the Miami Training Center two and a half years ago and was in charge of the technical simulation group. Talking about things working really well, our industry is working really well too. Airlines are making record profits right now, which benefits everybody, with record aircraft on order, and naturally that flows to many of us, which means record simulators, simulator parts, and simulator support on order, which helps support all of the growth that is being generated.
There are a number of safety reports out there, no doubt you have seen many of them that say flying is safer than ever. I would tend to agree, and no doubt a portion of that is attributed to the simulation and the enhanced training that it provides for us. In fact, the simulators have become so good that they are almost taken for granted at times, especially by many of the people that benefit from the training the most. It becomes a commodity which is expected to work well without any problems at all.
The interesting part is this, we are looking at introducing 60,000 new pilots through 2025 due to the attrition and the growth that we are expecting along the way. And a large number of these pilots will have less experience than many of us that came through the ranks over the past decades. As Chairman Nowack discussed, we have made great progress in the areas such as Upset Prevention Recovery (UPRT).
8 I would like to touch on an area, though, that is even more basic than that. That is the standard by which our simulators are maintained. This standard will be critical for these new pilots, these new up and coming aviators. With new technology such as overrun protection, autopilot flown TCAS maneuvers, RNP advancements, any negative learning that occurs in the simulator could be absolutely critical, and any negative learning, meaning when the simulator does act exactly as the aircraft acts, it can set up what we call the chain of events, or even add to a chain of events that will so often lead to an investigation and an unhappy outcome.
When you do experience a negative learning event because the standard of the simulator is not the same as what we are experiencing in the aircraft, it causes confusion, and that confusion leads to things that compound things that go wrong in the aircraft itself. Upgrading our world supply of simulators that are out there to mimic the aircraft being flown is something that I would leave with the panel, it is something I would like to leave with our participants, and it is something I would like you to think about during your time here today.
I am sure you have seen plenty of presentations and stats and facts and figures that talk about the benefits of simulation and how it helps with safety, and I know you are looking forward to another PowerPoint-packed presentation. But that is not what I have brought today, unfortunately. I know I am going to disappoint you there. What I would like to do is tell a story or two.
The first one is something that does not show up in the stats or the figures or what you would see in many of these. In fact, I will call it a fable, and the first fable has to do with how advanced simulation could have saved a young aviator certain trauma. The names are not important, and if you have ever heard somebody say, “I have a friend who did this or that,” this will be one of those stories. And when you say “I have a friend who did this or that,” many times we could be talking about somebody else.
Let us just say I have a friend. He was about to go up on his solo for the first time. It was not any ordinary solo, but it was a solo in a T38, which, for those of you who are not familiar with it, it is a little white rocket that has a critical wing and afterburners on the back side of the airplane. During the preflight briefing, the head of training said, “While you are out there soloing today, do not do maneuvers that you are cleared for.”
If he had stopped right there, we would all be fine. No problem. But did he stop there? No. He had to go on to add examples, which to a young guy sounded like suggestions. For example, he said, “Do not go out there and do things like full stick rolls and afterburner loops.” My friend thought, “Afterburner loops? Cool!” Now what could be wrong with that?
The maneuver starts with 500 knots and you pull up 5 G’s and you go up 10,000 feet and you come over the top and you come back down to the same spot. Simple, right? So what is the problem with having the afterburner on? Well, maybe while you are coming down the backside of this loop, the airplane is going to get too much speed and go supersonic, and then you get these big
9 FSEMC WELCOME AND KEYNOTE
sonic booms and it causes cows to create babies, and the governments sues people, and people sue the government, and even worse yet is that the airplane that goes supersonic, it overstresses the aircraft, or over G’s it, and all I know is that becomes a bad day. You have a lot of explaining to do.
So with that, you have to think through the problem and, by the way, there is no simulation available. This is where the simulator part really comes in handy, because it would sure be nice to practice this ahead of time. But they put you out there because you are 21, you are aggressive, and you do not know any better to begin with, so you can solve the problem by thinking, “Ok, I will start with 300” – my friend – he will start with 350 knots instead of 500. That should solve coming down the backside of the problem.
So off he goes, full afterburner, 350 knots, pull up 5 G’s, just as prescribed in the maneuver, and when you get to about here, you have got this little white rocket with full afterburner thrust going, but it does not have enough to get all the way over the top, so as the airspeed decreases through about 200 – and oh, by the way, this airplane likes to have 300 knots before it will maneuver at all – as it goes through 200, and then 150, and then as airspeed goes even lower, you can take the controls and they will not do anything at all. There is not enough air going over the wings anymore for this airplane to move and be anything other than a rocket going straight up in full afterburner.
By the way, especially for the aircraft manufacturers and the engine manufacturers out there, these afterburning engines like a lot air going through the front, and they do not like air coming through the back. That is just not a natural act, which is about to happen imminently as this airplane begins to slide backwards, and then, mercifully, the nose points straight down. Now you are in full afterburner going straight down towards the ground, but thankfully, at least there is starting to be air coming over the wings and the engines have not flamed out yet.
So as we get up to about 300 knots again, and gently take the airplane out of afterburner and climb back into what is a virtual 3D box, which you are not supposed to leave in the sky anyway, but had no control to stay within it at that point. As this, I hear, the young aviator looks up to the sky and says “Thank you for getting me out of this one,” The next maneuver is not covered in the simulators either, which is called “clean out the shorts” maneuver. Which is…oh boy.
As you can see, this person is in dire need of simulation to prevent the trauma which is going to happen next. Because at 21 and not knowing enough, you say “Shoot! I should have tried it with 400 knots. Here we go again.” They do not learn much.
Anyhow, let us talk about a positive example, perhaps, where simulation could still help us going into the future. Today we know that many of our aspiring aviators need to have 1500 hours in the US before they are allowed to pilot a passenger jet carrying people under the FAA Part 121 regulations. We also
10 know that scenarios we have lived in real life, many people along the way, can be transferred during simulation and in a Line Oriented Flight Training (LOFT) environment, there is a lot of experience that can be gained versus flying a banner-tower, for example, up and down a beach for the 650th hour here on Miami beach. Hopefully you will get to experience a little bit of that. So, the experience that can be portrayed in a simulator that I would like to talk to you next based on a true story.
On final approach into New York’s LaGuardia Airport, which is one of the busiest, you hear knock, knock on the cockpit door. There is a flight attendant standing there that says, “We have a person in the lavatory that will not come out.” Hm. Ok. You look over to the copilot, and say, “Would you look up ‘Passenger will not Come Out of the lavatory before Landing’ in the flight operations manual?” Well, naturally, it is not covered. What a shocker there. So we will improvise. Good idea.
Tell the flight attendant to make an announcement, tell everybody they have to come out of the lavatory and take their seats for landing so that we can land on time today. Clever. That will take care of it. By the way, the aircraft is on about a 12-mile final right now, and time is not going to slow down and time compression is going to begin to happen, and things will begin to happen faster and there is no pause, because there is no simulator to learn from this environment.
Knock, knock on the cockpit door. “We made the announcement, but he won’t come out.” Aha! A little more information. It is a “he.” I get to learn a little something here. Ok. Make another announcement. 10-mile final.
Knock, knock on the door. He won’t come out. Copilot is looking over and listening to this and just enjoying it. This is fantastic. Finally, some excitement. So, who is flying the airplane? I look over to him and say “Look, you fly, and you handle air traffic control. I will take care of this.” 8-mile final now.
We have a male flight attendant on board. Ok, let us have the male flight attendant open the lavatory on the male that is in the lavatory and will not come out, because at some point, we have got to do something here. While
11 FSEMC WELCOME AND KEYNOTE
you do that, when you open the door, quote some FAA regulation stuff. Make it sound important. That will convince him. 6-mile final.
Knock, knock on the door. The next piece of information comes through. “We opened the door on him, captain, and he told us to ‘F off.’ And oh, by the way, he has had a couple of drinks during the flight.” Copilot is looking over at me now. He is intrigued. There is more conflict going on than the Kardashian show, and he is loving this. I look at him. “You fly, I will take care of this.” 4 mile final.
What next? Do we land? There are people in the lav. Regulations say you have to have everybody in seats, seatbelt fastened, upright position, right? Gum off the floor, all that kind of stuff. Or do we go around and continue to carry the problem into one of the busiest pieces of air space in the world?
I think what you can see from this is there is a lot of experience to be gained. Now, the interesting part is, we do not have one aircraft malfunction going on. There is nothing wrong with this perfectly good airplane, but there is a whole lot to be learned from this situation, and there is certainly a lot more experience with a proper debriefing and going through it and how do we handle it, there is a lot more experience to be gained than going and flying a banner for the 650th time up and down Miami Beach.
Why am I telling you this story? Well, certainly there is a role for simulation going into the future, and there is a whole lot that we can still do with simulators. For my friends who are here, especially with the FAA and many that I have worked with, what I hope to do is to provide some material along the way to help us shift from something like a mandated hard flight hour cap to truly training competencies and training experience into the simulated environment. Because what I do know is at some point, our parents had warned us: “These are the people your parents warned us about.” Here we are living it in real life at this point.
What I would like to leave you with as I depart today, is probably some free advice. And by the way, you know what they say about free advice, right? It is worth exactly what you paid for it.
So with that, when you find yourself on final approach in New York, in fact, when I found myself on the ground in New York, with the authorities standing there ready to apprehend the perpetrator of FAA violations, a kind, gentle 80-year-old man walked up and said, “Gee captain! I had me a great flight. I did have me a few drinks. I hope it was not a problem.” I said, “Oh boy. We cannot haul this person off to jail.” This is called experience in aviation. After I spoke with his 60-year-old daughter to lecture her about not letting dad have any more drinks, it was clear to me that these clearly are the people that our parents warned us about.
With that, enjoy your conference. Let us look for ways to help simulation advance safety and other methods throughout the future. Thank you.
12 13 BRINGING THE INDUSTRY TOGETHER
Focusing on Technical Issues
14 Taking Care of Community, Family, and Having a Bit of Fun Though our day-to-day professional lives are focused on many technical issues, we never lose sight of the importance in life - community, family, friendship, and taking time to enjoy a little bit of fun.
As a long-standing tradition, our annual meeting selects a local children’s charity to be the recipient of a financial contribution. Meeting participants gave generously in Prague to support Bátor Tábor, “A Serious Fun Camp” for sick children. AEEC | AMC participants donated $700. The AAI provided a matching contribution to bring the total to $1400. Thanks to all who contributed to this worthy cause.
15 AEEC, AMC, & FSEMC Aviation Industry Activities
AEEC, AMC, & FSEMC: Aviation Industry Activities Organized by ARINC 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 nearly 2000 aviation industry professionals representing more than 85 airlines and 445 industry suppliers from 54 countries around the world.
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.
The AMC has proven the benefits of using a cooperative approach to resolve avionics maintenance issues and the FSEMC has done likewise for flight simulator engineering and maintenance issues.
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. 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.
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 700 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
16 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 300 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 to 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: • Complimentary attendance to the AEEC | AMC, FSEMC, and EFB Users Forum. • Eligibility to host a hospitality suite at our AEEC | AMC Conference. • Eligibility to exhibit at the FSEMC. • Discounts on such items as hard copy ARINC Standards and some mobile app advertising opportunities. • Ability to download ARINC Standards from the web site at no additional charge. • Ability to download other Industry Activities published information (i.e., meeting and conference reports, draft documents, technical application bulletins, etc.) at no additional charge. • Recognition at AEEC, AMC, and FSEMC meetings and on our web site.
Benefits of becoming a Member Organization include: • All of the 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 Vanessa Mastros, ARINC IA Business Manager, at [email protected].
18 19 SUPPORTING ORGANIZATIONS Member Organizations (As of December 31, 2015)
Airline AEEC AMC FSEMC Advanced Simulation Corp X Aerolineas Argentina X X X Air Canada (Flight Ops Training) X Air France – KLM X X X Air Wisconsin X X X Airbus X X Alaska Airlines X X X All Nippon Airways X X X American Airlines X X X Asian Aviation Training Centre, Ltd. X Austrian Airlines X X Azul Linhas Aereas X X Bangkok Airways Public Company Limited X X X Bihrle Applied Research, Inc. X British Airways X X X CAE X Cargolux Airlines International S.A. X Cathay Pacific Airways, Ltd. X Chautauqua Airways, Inc. X X X Czech Airlines Training Centre X Delta Air Lines X X X El Al Israel Airlines X FedEx X X X Finnish Transport Safety Agency (Trafi) X FlightSafety International X Hawaiian Airlines X X X Icelandair X X X IFTC Istanbul X Indra Sistemas, S.A. X Institute of Air Transport, Ltd. (Sofia Flight X Training)
20 Airline AEEC AMC FSEMC Japan Airlines X X X Jet2.com Limited X L3 Communications X Landrx Simulation, Inc. X Lockheed Martin Commercial Flight X Lufthansa X X X MOOG X Muller Simulation Consultancy X Rockwell Collins Simulation and Training X Southwest Airlines X X X Swiss International Airlines X X X TAP Portugal X X X The Boeing Company X X TRU Simulation + Training X Turkish Airlines X United Airlines X X X United States Air Force X UPS X X X US Airways X X X Virgin Atlantic X X
21 SUPPORTING ORGANIZATIONS Corporate Sponsors (As of December 31, 2015)
• Adacel • Civil Aviation Bureau of Japan (JCAB) • Advantech Wireless • Closed Loop Consulting • Adventium Labs • CMC Electronics, Inc. • Aero Instruments and Avionics • Cobham Antenna Systems • Aeroflex • Cobham SATCOM • Aerolux • Comply 365 • AeroNav Data • Cranfield University • Airline Services, Ltd. • DCME Aerospace, Inc. • ALTYS Technologies • DDC-I, Incorporated • Amdar Programme • Ecole de Technologie Superieure • Amphenol Air LB (ETS) • ASIG, LLC. • Ecole Polytechnique de Montreal • Astro-Med, Inc. • Embraer • Astronautics Corporation of • Esterline Control and America Communication Systems • Astronics • Esterline Technologies India • Aurora Optics Private Ltd. • AV-DEC • Eurocontrol • Avia Radio A/S • European Aviation Safety Agency (EASA) • Aviation Data Communication Corporation • Federal Aviation Administration • Aviation Spectrum Resources • Fly Boys, Inc. (ASRI) • FlyHT Aerospace Solutions, Ltd. • Avicom Japan Co., Ltd. • ForeFlight LLC • Avilution, LLC. • Gables Engineering, Inc. • Avionica, Inc. • Garmin International • Avionics Support Group • GE Aviation Systems • Avitech GmbH • GE Intelligent Platforms • B/E Aerospace Lighting & • Global Invacom, Ltd. Engineering Solutions • Gogo LLC • Bad Elf • Harris Corporation • BAE Systems • HEICO • Barfield Inc. • Hewlett Packard - Commercial • Blue Avionics, LLC Mobility & Software Solutions • Carillon Information Security, Inc. • Honeywell, Inc. • Carlisle Interconnect Technologies • ICG - International • CETCA Avionics Co, Ltd. Communications Group • China Aero Polytechnology • iJet Onboard Establishment • Inmarsat (Aeronautical Business) • Cinch Connectors • Innovative Solutions and Support, • CIRA Scpa Inc.
22 • Intelsat • Souriau • International Aeronavigation • Spherea Test & Services (formerly Systems Cassidian) • Iridium • Star Navigation Systems Group, Ltd. • ITT Corporation • STS Aviation Group • Japan Radio Air Navigation • SYSGO AG Systems Assoc. • T&A Systeme GmbH • Jeppesen Sanderson • Talon Aerospace • JVCKenwood USA Corp • TE Connectivity • Kitco Fiber Optics • TechSAT • Kollsman • Teledyne Controls • Kymeta Corporation • Teradyne, Inc. • L2 Consulting Services, Inc. • Thales CETC Avionics • Lumexis Corporation • THALES SA • Micro Nav, Ltd. • Thomas Global Systems LLC • Microsoft Corporation • Thompson Aerospace • Millennium International • Thrane & Thrane • Molex • Ultramain Systems, Inc. • National Geospatial-Intelligence • Unicorp Systems, Inc. Agency (NGA) • Union Aviation Industrialists • navAero • United Technologies Corporation • NavHouse Corporation • Universal Avionics Systems • Navtech, Inc. • Universal Weather & Aviation, Inc. • NEC Corporation • Validated Software Corporation • NTT Data Corporation • Vector Informatik GmbH • Ontic Engineering & Manufacturing • Verocel, Inc. • PACE Aerospace Engineering and • ViaSat, Inc. Information Technology GmbH • Virginia Small Aircraft • Panasonic Transportation Systems (VSATS) • PGA Electronics • W.L. Gore and Associates, Inc. • Quadrant Simulation Systems, Inc. • Wavestream Corporation • Radiall USA, Inc. • Weather Services International • RJE International, Inc. • WG Holt, Inc. • Row 44 • Wind River Systems • RSI Visual Systems, Inc. • zee.aero • SA Technologies AB • Zodiac In-Flight Innovations • Sabre Austria GmbH • Zodiac Seats France • Safran Engineering Svs/Labinal • Servo Kinetics Inc. • Sheorey Digital Systems, Ltd.
23 SUPPORTING ORGANIZATIONS Other Aircraft Operators (As of December 31, 2015)
• Aer Lingus Ltd • Johnson & Johnson • Airstar Corporation • Kaiserair, Inc. • AK Steel Corporation • Kansas City Life Insurance Company • American Financial Group • Kimberly-Clark corp • Ameritas Life Ins. Corp dba Ameritas Financial Svc • King Ranch, Inc. • Amway Corporation • Kraft Foods Global Inc. • Anheuser-Busch Companies • LATAM Airlines Group S.A. • Aquiliam Corporation • Liberty Mutual Insurance Group/ Boston • AT&T Management Services • Lockheed Corp (Lockheed • Becton Dickinson and Company California Company) • Bristow US LLC • National Aviation Company of • BW Aviation Management, LLC. India Lt. • BWIA West Indies Airways Ltd. • New England Airlines, Inc. • Cableair, Inc. • New York Hospital • Citation Marketing Division • Nike • Clos de Berry Management, Ltd. • Occidental Petroleum Corporation • Comprehensive Investment • Owens-Illinois General Inc. Company • PHI, Inc. • ConAgra Foods, Inc. • Philippine Air Lines, Inc • ConocoPhillips • Piedmont Airlines, Inc. • Cummings, Inc. • R.T. Vanderbuilt Co, Inc. • Deere & Company • Rich Products Corporation • Dunavant Enterprises • Rutherford Oil Corporation • Eaton Aerospace • SC Johnson & Son, Inc. • Egyptair • Sony Aviation • Eli Lilly and Company • Thomas H Lee Company • Emerson Electric Company • Timken Company • EWA Holdings LLC • Tracinda Corporation • FL Aviation Group • Tristam C. Colket, Jr • Florida West International • United States Steel Corporation Airways, Inc. • Vallejo Investments, Inc. • G.G. Aircraft • Vulcan Materials Company • Greenaap Consultants, Ltd. • Williamson-Dickie Aviation • Hamilton Companies • Hess Corporation
24 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.
25 ARINC STANDARDS 24 Standards Published in 2015
Standard Document & Title ARINC Specification 404B-2: Connectors, Rack and Panel, 404B-2 Rectangular Rear Release Crimp Contacts ARINC Report 446: Guidance for Flight Training Device 446 Documentation Structure, Content, and Maintenance ARINC Specification 628-3: Cabin Equipment Interfaces, Part 0, 628P0 Cabin Management and Entertainment System - Overview ARINC Specification 628-7: Cabin Equipment Interfaces, Part 1, 628P1 Cabin Management and Entertainment System – Peripherals ARINC Specification 628-8: Cabin Equipment Interfaces, Part 2, 628P2 Cabin Management and Entertainment Systems – Seat Interfaces ARINC Specification 628-4: Cabin Equipment Interfaces, Part 9, 628P9 Cabin Management and Entertainment Systems – Cabin Interface Network (CIN) 641 ARINC Report 641: Logical Software Part Packaging ARINC Specification 653-1: Avionics Application Software 653P0 Standard Interface, Part 0 – Overview of ARINC 653 ARINC Specification 653-4: Avionics Application Software 653P1 Standard Interface, Part 1 - Required Services ARINC Specification 653-3: Avionics Application Software 653P2 Standard Interface, Part 2 – Extended Services ARINC Specification 677: Installation Standards for Low 677 Frequency Underwater Locator Beacon (LF-ULB) ARINC Characteristic 714A: Mark 4 Airborne Selective Calling 714A (SELCAL) 735B-2 ARINC Characteristic 735B-2: Traffic Computer TCAS and ADS-B 757-6 ARINC Characteristic 757-6: Cockpit Voice Recorder (CVR) 757A-1 ARINC Characteristic 757A-1: Cockpit Voice Recorder (CVR) ARINC Specification 800: Cabin Connectors and Cables, Part 4, 800P4 Test Methodology for ARINC 664 Ethernet Performance ARINC Specification 810-5: Definition of Standard Interfaces for 810-5 Galley Insert (GAIN) Equipment Physical Interfaces ARINC Specification 814: Extensible Markup Language (XML) 814 Encoding and Compression Standard ARINC Specification 816-3: Embedded Interchange Format for 816-3 Airport Mapping Database ARINC Specification 825-3: General Standardization of CAN 825-3 (Controller Area Network) Bus Protocol for Airborne Use
26 Standard Document & Title ARINC Specification 828-4: Electronic Flight Bag (EFB) Standard 828-4 Interface ARINC Specification 834-5: Aircraft Data Interface Function 834-5 (ADIF) ARINC Report 843: Aircraft Software Common Configuration 843 Reporting ARINC Report 847: Product Development Guidance for 847 Maintainability and Testability (PDMaT)
Copies of these standards may be obtained at the ARINC Store: http://www.aviation-ia.com/cf/store/. Members and Corporate Sponsors are eligible to access complimentary ARINC Standards.
27 ARINC STANDARDS 24 Standards Published in 2015
A summary of each ARINC Standard published in 2015 follows:
ARINC Specification 404B-2 Cabin Equipment Interfaces (CEI), Cabin Management and Entertainment Systems Adopted: April 27, 2015 ARINC 404B-2 defines standardized connectors intended for use with rack- mountable avionics equipment. It is aligned to the latest version of MIL-C-81659. Supplement 2 was updated to support cabin equipment applications. It corrects intermateability control dimensions that are provided for single shell plug connectors.
ARINC Report 446 Guidance for Flight Training Device Documentation Structure, Content, and Maintenance Adopted: December 16, 2015 ARINC 446 provides guidelines for flight training device documentation structure, content, and maintenance. The intent of this standard is to provide guidance so the documentation provided with the Flight Simulation Training Device (FSTD) reflects and describes the delivered FSTD, including the description and definition of third party equipment and content.
ARINC Specification 628, Part 0-3 Cabin Equipment Interfaces (CEI) Part 0, Cabin Management and Entertainment Systems – Overview Adopted: April 27, 2015 ARINC 628, Part 0 provides an introduction and overview of cabin system standards. ARINC 628 defines equipment and installation standards for cabin entertainment equipment intended for passenger use. Supplement 3 represents a summary of recent new releases and changes to cabin-related standards.
ARINC Specification 628, Part 1-7 Cabin Equipment Interfaces, Part 1, Cabin Management and Entertainment Systems – Peripherals Adopted: April 27, 2015 ARINC 628, Part 1 defines general system architectural philosophy and specific design guidance for the design and interface of various cabin related equipment. System performance parameters are described for connectors, electrical interfaces, operational mode control/protocols, BITE reporting, reliability, environmental conditions, and software data loading. Supplement 7 defines an IEEE 802.11n-compliant Cabin Wireless Access Point (CWAP) suitable for installation in a wide variety of cabins. It also provides an update to the digital overhead monitor mounting provisions and connectors for compatibility with the CWAP definition.
28 ARINC Specification 628, Part 2-8 Cabin Equipment Interfaces, Part 2, Cabin Management and Entertainment Systems – Seat Interfaces Adopted: April 27, 2015 ARINC 628, Part 2 defines standard electrical and mechanical interfaces for the In-Flight Entertainment System (IFES) equipment associated with the passenger seats. This equipment includes headphones, passenger control units, seat video display, and the seat electronics box. Supplement 8 provides reference to new FAA/EASA requirements for the protection of accessible outlets.
ARINC Specification 628, Part 9-4 Cabin Equipment Interfaces, Part 9, Cabin Management and Entertainment Systems – Cabin Information Network (CIN) Adopted: September 23, 2015 ARINC 628, Part 9 defines general architectural philosophy and aircraft infrastructure for the proper use and interface of various cabin information network related equipment. It specifies a generic on-board infrastructure with commercial server technology, high-speed data communication and exchange via wired and wireless LAN for a wide range of applications. Supplement 4 updates web-based interfaces for cabin control panels and recognizes current standards for commercial browsers and applications. It incorporates current network security practices, including reference to ARINC 842 Digital Certificates.
ARINC Specification 641 Logical Software Parts Packaging Adopted: April 29, 2015 ARINC 641 describes a standard method for packaging aircraft software parts for distribution using physical media or by electronic distribution. This project intends to standardize and provide guidance for the storage of floppy based software, currently packaged in media set parts. This standard format can be then stored or distributed on a single physical medium (CD-ROM), or by electronic crate.
ARINC Specification 653, Part 0-1 Avionics Application Software Standard Interface, Part 0 – Overview of ARINC 653 Adopted: April 29, 2015 ARINC 653, Part 0 provides an overview of the set of documents collectively referred to as ARINC 653. This includes a high-level summary of ARINC 653, Part 1 - Required Services, Part 2 - Extended Services, Part 3 - Conformity Test Specification, Part 4 - Subset Services, and Part 5 - Core Software Required Capabilities. Supplement 1 reflects the introduction of multicore processor support in Parts 1 and 2.
29 ARINC STANDARDS 24 Standards Published in 2015
ARINC Specification 653, Part 1-4 Avionics Application Software Standard Interface, Part 1 – Required Services Adopted: April 29, 2015 ARINC 653, Part 1 defines a general-purpose Application/Executive (APEX) software interface between the Operating System of an avionics computer and the application software. The interface requirements between the application software and operating system services are defined in a manner that enables the application software to control the scheduling, communication and status of internal processing elements. Supplement 4 adds multicore processor service capabilities.
ARINC Specification 653, Part 2-3 Avionics Application Software Standard Interface, Part 2 – Extended Services Adopted: April 29, 2015 ARINC 653, Part 2 specifies extensions to the Application Program Interfaces (APIs) described in ARINC 653, Part 1, Required Services. The optional services include Service Request Categories, File System, Sampling Port Data Structures, Multiple Module Schedules, Logbook System, Sampling Port Extensions, Service Access Points, Name Service, Memory Blocks, Health Monitoring Extensions, and Queuing Port List Service. Supplement 3 adds Multiple Processor Core Extensions.
ARINC Specification 677 Low Frequency Underwater Locator Beacon Adopted: April 29, 2015 ARINC 677 provides aircraft installation requirements for a Low Frequency Underwater Locator Beacon (LF-ULB) transmitting on a frequency of 8.8 kHz. The electrical characteristics are defined in SAE Aerospace Standard AS6254. ICAO Annex 6 Amendment 36, states that a LF-ULB shall be installed on all aircraft with a maximum certified take-off mass of over 27,000 kg, operating over water at particular distances to land suitable for making an emergency landing. The LF-ULB is expected to be installed before January 1, 2018.
ARINC Characteristic 714A Mark 4 Airborne Selective Calling (SELCAL) Adopted: September 23, 2015 ARINC 714A represents a significant improvement to existing Selective Calling (SELCAL) standards used with HF and VHF voice communications. The goal is to eliminate the possibility that two or more aircraft could respond to the same radio call. The Mark 4 SELCAL system definition provides the following:
• Guidance for integrated and federated audio systems • 32 audio tones total (16+16) yielding up to 215,760 unique codes • SELCAL form, fit, and function definition • Interwiring and installation details • Defines SELCAL decoding requirements in the presence of significant signal degradation
30 31 ARINC STANDARDS 24 Standards Published in 2015
ARINC Characteristic 735B-2 Traffic Computer TCAS and ADS-B Functionality Adopted: April 29, 2015 ARINC 735B-2 defines a Traffic Surveillance capability for NextGen and SESAR airspace environments. Supplement 2 adds hybrid surveillance functionality. It satisfies recent updates to FAA Airworthiness Circular AC 20-151B - Airworthiness Approval of Traffic Alert and Collision Avoidance Systems (TCAS II), and Technical Standard Order TSO-119d requiring the annunciation of a hybrid surveillance failure. Supplement 2 also adds strobe program pinning, updates TCAS inputs status, improves aircraft troubleshooting, and supports recent central maintenance computer function block point updates.
ARINC Characteristic 757-6 Cockpit Voice Recorder (CVR) Adopted: April 29, 2015 ARINC 757-6 provides guidance for the development and installation of a Cockpit Voice Recorder (CVR) with solid-state memory. Supplement 6 provides the following:
• The optional interfaces to data link services and On-Board Maintenance System (OMS) were revised to clarify that if the optional interface is implemented, then it shall be implemented in a specific way. • The power input section was revised to clarity the need for the CVR to be designed to accept 115 Vac power and 28 Vdc power from the aircraft. • The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). • The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs.
32 ARINC Characteristic 757A-1 Cockpit Voice Recorder (CVR) Adopted: April 29, 2015 ARINC 757A-1 provides guidance for the development and installation of a new generation of Cockpit Voice Recorder (CVR) using solid-state memory. Supplement 1 provides the following:
• The CVR unit description was updated to clarify the differences in the equipment designed to ARINC 757A versus that designed to ARINC 757, i.e., data link and OMS interfaces are required for ARINC 757A compliance. • Material was added to maintain document alignment with ARINC 757 which has FDR capability. ARINC 757A recorders are not required to have FDR capability. • The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). • The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs.
ARINC Specification 800, Part 4 Cabin Connectors and Cables, Part 4, Ethernet Performance Testing Adopted: September 23, 2015 ARINC 800 defines the connectors and cabling recommended for cabin systems installed in commercial aircraft. Part 4 of ARINC 800 is the first industry standard intended for characterization of aviation-grade high-speed (Gbps) Ethernet links. The test methods are based on realistic representation of cabin networks. The notional cabling architecture is based on IFE seat distribution using multiple intermediate disconnects. Sequential testing is supported by building up number of connectors in the link. Test guidelines for mixed intermediate cable lengths are provided.
ARINC Specification 810-5 Definition of Standard Interfaces for Galley Insert (GAIN) Equipment, Physical Interfaces Adopted: September 23, 2015 ARINC 810 defines galley equipment physical attachments, envelopes, connections, and qualification guidelines for interchangeable galley equipment. Supplement 5 defines a size 6 galley insert, intended for microwave oven installation and other equipment suited to this type of installation. Supplement 5 also clarifies reference dimensioning for all GAIN sizes defined by ARINC 810.
33 ARINC STANDARDS 24 Standards Published in 2015
ARINC Specification 814 XML Encoding and Compression for Aviation Databases Adopted: September 23, 2015 ARINC 814 defines an XML encoding and compression standard for aviation. It is based on the Open Geospatial Consortium (OGC) Binary XML document. Binary XML encoding is extended in a way that is both flexible and robust. Compression is added on top of the binary encoding. ARINC 814 is expected to be used with all types of aeronautical databases, and in particular, the Airport Map databases defined by ARINC 816. Terrain databases and obstacle databases are also candidates for ARINC 814 compression.
ARINC Specification 816-3 Embedded Interchange Format for Airport Mapping Database Adopted: September 23, 2015 ARINC 816 defines an open encoding format for Airport Mapping Databases (AMDB) used with airport navigation systems. It enables the AMDB to support graphical representation of an airport map on flight deck displays, such as an aircraft taxi operation. Supplement 3 is aligned with the most recent RTCA and EUROCAE aerodrome mapping database standards DO-272D/ED-99D and DO- 291C/ED-119C. New features include support for low visibility operations, position markings, aerodrome surface routing network, airport lighting, holding position data, signage, and improvements to taxiway container rules.
ARINC Specification 825-3 General Standardization of CAN (Controller Area Network) Bus Protocol for Airborne Use Adopted: April 28, 2015 ARINC 825-3 defines a Controller Area Network (CAN) interface standard. It defines the physical layer provisions to maintain compliance with ISO 11898. The scope of Supplement 3 is limited to correcting the high integrity message CRC calculation and providing additional guidance to support interoperability. This includes the definition of a periodic health status message, functional status reporting, peer-to-peer message structure, and quiet bus behavior.
ARINC Specification 828-4 Electronic Flight Bag (EFB) Standard Interface Adopted: September 23, 2015 ARINC 828-4 defines a common Electronic Flight Bag (EFB) interface that can support EFB installations and the associated software applications. Supplement 4 defines two new connectors that will provide power and Ethernet to the EFB, thus enabling a smaller and lighter footprint for EFB installation provisions.
34 ARINC Specification 834-5 Aircraft Data Interface Function (ADIF) Adopted: April 28, 2015 ARINC 835-5 defines an Aircraft Data Interface Function (ADIF) developed for aircraft installations that incorporate network components that are based on commercially available technologies. It defines a set of protocols and services for the exchange of aircraft avionics data across aircraft networks. 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 Device (AID) used with an Electronic Flight Bag (EFB). Supplement 5 updates the Generic Aircraft Parameter Service (GAPS) protocol.
ARINC Specification 843 Aircraft Software Common Configuration Reporting Adopted: April 29, 2015 ARINC 843 defines a standard software configuration report format that can be retrieved from an aircraft and used by ground personnel. Configuration reports are generated in Extensible Markup Language (XML) format and structured as defined by ARINC 843. Several optional elements and attributes are defined to allow flexibility for a given report. This standard provides airlines, aircraft manufacturers, and regulatory agencies a common format for aircraft configuration reporting, and facilitates automated comparison of configuration data reports.
ARINC Report 847 Product Development Guidance for Maintainability and Testability (PDMaT) Adopted: April 26, 2015 ARINC 847 provides guidance to enhance the design of avionic equipment, with a focus on maintainability and testability. It presents the vision of the airline community based on extensive experience gained through the use of test equipment. It is intended to provide information that would be useful in devising the necessary foundation to develop superior products through design philosophy as well as recommended practices in the design and conception of systems that should be beneficial not only to the equipment manufacturer designing avionic equipment, but also to the airframe manufacturers in incorporating avionic equipment into aircraft systems.
35 PROJECT DESCRIPTIONS 41 Active Projects
APIM Project Name Activity AEEC PROJECTS ARINC 653, Avionics Application Software Standard 08-003B APEX Interface ARINC 661, Cockpit Display Interface, Supplement 6 to 08-004B CDS Part 1, initial draft of Part 2 ARINC Project Paper 836A, Cabin Boxes Mechanical 08-011A CSS Interfaces ARINC 841, Media Independent ACARS Messaging 09-001A DLK (MIAM), Supplements 1 & 2 09-009B EFB Users Group (3-year project extension) EFB ARINC 631, VHF Data Link Mode 2 Implementation, 10-013A DLK Supplement 7 ARINC Project Paper 844, Software Data Loading 10-016B SDL Clarifications to ARINC 615-3 and ARINC 615-4 ARINC Project Paper 424A, Navigation Database using 11-005A NDB UML Model 11-011A ARINC 663, AOC Message Standardization, Supplement 3 AOC 11-012C ARINC 834, Aircraft Data Interface, Supplement 6 EFB 11-013A ARINC Project Paper 766, AeroMACS AMX ARINC 664 Aircraft Data Network, Part 2 - Ethernet 12-004B CSS Physical and Data Link Layer Specification, Supplement 3 ARINC Project Paper 813, Terrain Database and ARINC 12-006 ADB Project Paper 815, Obstacle Database ARINC 814, XML Compression for Aeronautical 12-007 ADB Databases ARINC Project Paper 822A, On-Ground Aircraft Wireless 13-003A NIS Communication 13-004C ARINC 825, CANbus, Supplement 4 NIS 13-005 ARINC Project Paper 852, Standardized IP Data Logging NIS ARINC Project Paper 849, Shop Loading Networked 13-007 SDL LRUs ARINC Project Paper 845, Fiber Optics Mechanical 13-008 FOS Transfer, plus Supplements to ARINC 801 - ARINC 807 ARINC Project Paper 846, Fiber Optics Expanded Beam, 13-009 FOS plus Supplements to ARINC 801 - ARINC 807 ARINC 832, 4th Generation Cabin Network (4GCN), 13-010 CSS Supplement 1 13-011 ARINC Project Paper 771, Low Earth Orbit Satcom AGCS
36 APIM Project Name Activity ARINC 618, Air/Ground Character-Oriented Protocol 13-013 DLK Specification, Supplement 8 ARINC 800, Cabin Connectors and Cables, Multi-Part 13-014A CSS Standard 14-001 ARINC Project Paper 820, Cabin Wireless Services CSS 14-007 ARINC Project Paper 792, Small Form Factor Satcom KSAT ARINC Project Paper 848, Satcom Functional Interface 14-008 KSAT Standard ARINC Project Paper 648, Cabin Passenger Seat Test 15-001 CDS Requirements 15-003 ARINC 665, Loadable Software Parts, Supplement 4 SDL ARINC Project Paper 658, Roadmap for Internet Protocol 15-004 IPS Suite 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 88-000 DataLink Users Forum DLK AMC PROJECTS ARINC Project Paper 675, Aircraft Support Data 14-102 ASDM Management ARINC Project Paper 676, Guidance for Assignment, 14-103 Accomplishment and Reporting of Engineering SIWG Investigation for Aircraft Components ARINC 422, Modification Status Indicators and Service 15-101 MSI Bulletins, Supplement 1 15-102 ARINC 667, Field Loadable Software, Supplement 2 FLS FSEMC PROJECTS ARINC Project Paper 446, Flight Training Device 14-202 SDD Documentation Structure, Content, and Maintenance ARINC 439, Simulated Air Traffic Environment, 14-204 SATCE Supplement 1 ARINC Project Paper 8xx, Training Device Data 15-201 TDDR Requirements 99-200 EASA FSTD Technical Group EFTeG
37 PROJECT DESCRIPTIONS AEEC Activities
APIM 08-003B Avionics Software ARINC Specification 653 APEX 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. Conformity Test Plans for Extended Services (Part 3B) are expected in 2017.
APIM 08-004B Cockpit Display Systems ARINC Specification 661 Cockpit Display Systems (CDS) Subcommittee ARINC Specification 661: Cockpit Display System Interface is expanded into 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. A mature Part 2 is expected in 2017.
38 APIM 08-011A Cabin Equipment Miniature Modules ARINC Project Paper 836A 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 mounted in frames (rack type slots) and can 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 2016.
APIM 09-001A Media Independent Aircraft Messaging (MIAM) ARINC Specification 841 Datalink Systems (DLK) Subcommittee Supplement 3 to ARINC Specification 841: Media Independent Aircraft Messaging (MIAM) will specify the methods and protocols necessary for the exchange of large volumes of data using a variety of datalinks, including VHF, satcom and broadband IP networks. This revision will define how these messages are transferred using native IP/TCP protocols. A mature Supplement 3 is expected in 2016.
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 PROJECT DESCRIPTIONS AEEC Activities
APIM 10-013A VHF Datalink ARINC Specification 631 DLK Systems Subcommittee This APIM calls for Supplement 7 to ARINC Specification 631: VHF Digital Link (VDL) Mode 2 Implementation Provisions 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 7 will:
• Expand frequency management definition • Update Performance Implementation Conformance Statements (PICS) • Define airborne perceived channel utilization • Provide VLDM2 ground station address allocation guidance • Add ground station requirements to complement airborne requirements • Include recommendations from the SESAR Joint Undertaking (SJU) Consortium “ELSA” investigation. • Address excessive Aeronautical Telecommunications Network (ATN) disconnects (i.e., provider aborts)
A mature Supplement 7 is expected in 2017.
APIM 10-016B Clarifications to ARINC 615 Data loading Standards ARINC Project Paper 844, Part 1 and Part 2 Software Data Loader (SDL) Subcommittee Software data loading continues to evolve as new generations of avionics equipment emerges. Avionics equipment may invoke some portion of ARINC Report 615-3 and/or ARINC Report 615-4 data loading standards. A new standard, ARINC Project Paper 844, is expected to provide guidance on how hardware targets should utilize the ARINC 615 data loading methods. A two-part document will be developed. Mature documents are expected in 2016.
APIM 11-005A Navigation Database (NDB) ARINC Specification 424 and ARINC Project Paper 424A
40 Navigation Database Working Group AEEC continues to update the Navigation Database standard. The scope includes the development of Supplement 21 to ARINC Specification 424:Navigation System Database. The document will ensure interoperability between air traffic procedures and FMS implementations.
Additionally, the subcommittee has embarked on the development of ARINC Project Paper 424A: Embedded Interchange Format for Navigation Databases using UML Model and XML Schema Definitions (XSD). This document is the update to ARINC Specification 424 changing it from an American Standard Code for Information Interchange (ASCII) to XML format. A mature Project Paper 424A is expected in 2016.
APIM 11-011A Airline Operational Control (AOC) Messaging ARINC Specification 633
41 PROJECT DESCRIPTIONS AEEC Activities
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 is expected in 2016.
APIM 11-012C Aircraft Data Interface Function ARINC Specification 834 Electronic Flight Bag (EFB) Subcommittee
Supplement 6 to ARINC Specification 834: Aircraft Data Interface Function (ADIF) will define the interface between avionics equipment and on-board file servers and Electronic Flight Bags (EFBs). It will provide the capability for EFB applications to send and receive messages over ACARS. It will also enable the EFB to create print files and send them to the cockpit printer. A mature Supplement 6 is expected in 2016.
APIM 11-013A Airport Surface Communications ARINC Project Paper 766 AeroMACS Working Group ARINC Project Paper 766 will define a radio intended for Aeronautical Mobile Airport Communications System (AeroMACS). The airborne transceiver is expected to be capable of operating 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. A mature document is expected in 2017.
42 APIM 12-004B 10Gbps Ethernet Interface ARINC Specification 664, Part 2 Cabin Systems Subcommittee 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 2016.
APIM 12-006 Terrain and Obstacle Databases ARINC Project Paper 813 and ARINC Project Paper 815 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 of this activity is that airlines will be able to choose between database providers. The documents will be aligned to RTCA DO-276 and RTCA DO-291. It 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 2016.
APIM 12-007 XML Compression ARINC Specification 814 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 2016.
43 PROJECT DESCRIPTIONS AEEC Activities
APIM 13-003A On-Ground Aircraft Wireless Communication ARINC Project Paper 822A NIS Subcommittee The purpose of this activity is to update existing Gatelink standards recognizing the rapid evolution of commercial technology. ARINC Project Paper 822A: On-Ground Aircraft Wireless Communication is expected to update the technologies and methods defined by prior Gatelink standards. A mature document is expected in 2016.
APIM 13-004C Controller Area Network (CANbus) ARINC Specification 825 CAN Working Group This APIM calls for Supplement 4 to ARINC Specification 825: General Standardization of CAN (Controller Area Network) Bus Protocol for Airborne Use. 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 2017.
APIM 13-005 Standardized IP Security Data Logging ARINC Project Paper 852 Network Infrastructure and Security (NIS) Subcommittee ARINC Project Paper 852 will provide guidelines applicable to e-Enabled aircraft that can be used to acquire IP data security information for the purpose aircraft IP network monitoring. This effort will include the following tasks:
• Define ground rules for collecting digital security data • Define event triggers for log entries • Define standard set of data elements to be stored • Guidance for monitoring, analyzing, and responding to security event data
A mature document is expected in 2016.
44 APIM 13-007 Shop Loading of Line Replaceable Units ARINC Project Paper 849 Software Data Loader (SDL) Subcommittee ARINC Project Paper 849 will provide guidelines intended to standardize the format, content, and detail of the documentation required for in-shop data loading requirements for modern networked avionics. The information will provide airlines the information needed to enable bench testing and loading of operational software found in newer avionics used in the latest aircraft. A mature document is expected in 2016.
APIM 13-008 Fiber Optic Expanded Beam Technology ARINC Project Paper 845 Fiber Optics Subcommittee (FOS) ARINC Project Paper 845 will define a Fiber Optic Expanded Beam contact for use in connectors with frequent disconnect/connect operations and/or in harsh environments. This effort will likely result in the need to modify related ARINC Fiber Optic Standards. A mature document is expected in 2016.
APIM 13-009 Fiber Optic Mechanical Transfer Technology ARINC Project Paper 846 Fiber Optics Subcommittee (FOS) ARINC Project Paper 846 will define a Fiber Optic Mechanical Transfer contact 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 Standards. A mature document is expected in 2016.
45 PROJECT DESCRIPTIONS AEEC Activities
APIM 13-010 4th Generation Cabin Network (4GCN) ARINC Specification 832 Cabin Systems Subcommittee (CSS) This APIM calls for Supplement 1 to ARINC Specification 832: 4th Generation Cabin Network (4GCN) with specific updates as follows:
• Hybrid copper/fiber optic seat networks • Connector insert definition • Pin/terminal assignments • Seat-to-seat cabling • Accommodations in alternate floor disconnect box
The standardization of the hybrid fiber/copper 4GCN is expected to increase the availability and flexibility of the network, ease the integration in commercial aircraft, and enable fleet commonality. A mature Supplement 1 is expected in 2016.
APIM 13-011 Low Earth Orbit Satcom System ARINC Project Paper 771 Air Ground Communications Systems (AGCS) Subcommittee ARINC Project Paper 771 will define aircraft installation standards for Iridium NEXT satcom equipment leveraging the content of ARINC Characteristic 781: Mark 3 Aviation Satellite Communications. The ARINC 781 connector arrangement will be the baseline. Iridium NEXT capabilities are expected to 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. As a benefit, airlines will have interchangeability between the solutions offered by the suppliers of Iridium NEXT systems. A mature document is expected in 2016.
46 APIM 13-013 Datalink Air/Ground Protocols ARINC Specification 618 Datalink Systems (DLK) Subcommittee This activity calls for the review of Required Communications Performance (RCP) and Required Surveillance Performance (RSP) targets needed to improve ACARS performance to satisfy ICAO GOLD RSP180 operational requirements. FANS regional monitoring agencies have identified recurring cases where ACARS performance does not meet RSP180 at 99.9% continuity of operation. The DLK Subcommittee will review material pertaining to those messages that exceed the 180 seconds delivery/response requirement for 30/30 oceanic airspace separation, and if needed, update the ACARS timers and counters, defined inARINC Specification 618: Air/Ground Datalink Protocols.
APIM 13-014A Cabin Connectors and Cabling ARINC Specification 800 Cabin Systems Subcommittee (CSS) ARINC Specification 800: Cabin Connectors and Cables, has been prepared as a four-part document:
• Part 1 – Description and Overview • Part 2 – Specification of Connectors, Contacts, and Backshells • Part 3 – Specification of Cables • Part 4 – Test Methodology for ARINC 664 Ethernet Performance
Supplement 1 to ARINC 800 Part 2 and Supplement 1 to ARINC 800 Part 3 will support ongoing activities by (1) defining copper contacts and cabling for 10 Gbps Ethernet and (2) defining hybrid (i.e., fiber optic-copper) connector insert and cable for use in cabin equipment retrofit and line-fit installations.
47 PROJECT DESCRIPTIONS AEEC Activities
APIM 14-001 Cabin Wireless LAN ARINC Project Paper 820 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 also 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 2016.
APIM 14-007 Small Form Factor Ku/Ka-band Satcom ARINC Project Paper 792 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 2017.
48 APIM 14-008 Satcom Functional Interface Standard ARINC Project Paper 848 KSAT Subcommittee ARINC Project Paper 848 will define a generic network interface to IP-based satcom systems that provide non-safety services. The objective is to define general requirements in the following areas:
• Protocols for systems that service multiple network domains (i.e., PIESD and AISD) while maintaining the required domain segregation. • A coordinated, layered approach to network security • Quality of Service (QoS) and precedence definitions
The activity will define common network protocols and interface definitions used among broadband satcom system. The expected benefit is lower system design cost for multiple airplanes, and lower airline acquisition costs. A mature document is expected in 2016.
APIM 15-001 Cabin Passenger Seat Testing ARINC Project Paper 648 Cabin Systems Subcommittee ARINC Project Paper 648 will provide requirements and recommended practices for seat testing to be performed at the seat manufacturer’s facilities prior to the shipment of the seats to the airframe manufacturers, MROs, or operators for installation in the aircraft. A mature document is expected in 2016.
APIM 15-003 Loadable Software Standards ARINC Report 665 Software Data Loader (SDL) Subcommittee This activity calls for Supplement 4 to ARINC Report 665: Loadable Software Standards. The goal is to incorporate several clarifications as provided by industry:
• Add technical guidance currently published in related documents • Incorporate agreed technical errata from industry • Update Manufacturer’s Code Assignment (MMM) Processes
A mature Supplement 4 is expected in 2016.
49 PROJECT DESCRIPTIONS AEEC Activities
APIM 15-004 Industry Roadmap for Internet Protocol Suite (IPS) for Aeronautical Safety Services ARINC Project Paper 658 Internet Protocol Suite (IPS) Subcommittee This APIM calls for an Internet Protocol Suite (IPS) capable of supporting Aeronautical Safety Services. This activity will start in the planning phase, progress through the standardization phase, then enter the refinement phase as IP safety service implementations become available.
Step 1 will develop a roadmap for standardization and main architecture impacts of IPS introduction. The IPS Subcommittee will define the perimeter which needs to be standardized for IPS (air-to-ground and end-to-end) and in which timeframe each part shall be standardized. The output of Step 1 will be an ARINC Report.
Step 2 will develop an ARINC Standard for IPS safety services. The output of the IPS Subcommittee will be an ARINC Standard containing the specification of avionics architecture, functions, and an IPS profile which specifies implementation options and constraints as well as higher level details regarding the accommodation of different applications. Step 1 is expected to be complete in 2017. Step 2 will continue through 2019.
APIM 15-005 Advanced Flight Management Computer System ARINC Characteristic 702A Flight Management System (FMS) Subcommittee This APIM calls for Supplement 5 to ARINC Characteristic 702A: Advanced Flight Management Computer System. The document 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 2017.
50 APIM 15-006 Cabin Wireless Access Point (CWAP) ARINC Specification 628 Part 1 Cabin Systems Subcommittee 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 88-000 DataLink Users Forum The DLK Users Forum was conceived by the airline community in 1988 for the purpose of leveraging the business aspects of datalink. The goal of the DataLink Users Forum is to provide continuous improvements to data link system performance in a way that maximizes the operational benefit to the user community. Pending 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).
Copies of the APIMs may be obtained from the AEEC website: http://www. aviation-ia.com/aeec/.
51 PROJECT DESCRIPTIONS AMC Activities
APIM 14-102 Aircraft Support Data Management ARINC Project Paper 675 Aircraft Support Data Management (ASDM) Working Group APIM 14-102 calls for the development of standard airline-industry guidance to manage uploading, verification, and activation of aircraft support data; that is, content, media, applications, and scripts that are not subject to the field-loadable software regulations and procedures. In general, this content does not affect the core function or operation of any on-board system, require supplier formal acceptance test or configuration control, reside within the onboard loadable software control system or Illustrated Parts Catalog (IPC), or require aircraft paperwork or technician touch labor to install. Aircraft support data is important to the operators because they directly affect the passenger experience. Often these items are transient; that is, they are loaded quickly to provide a targeted message and are often quickly removed and replaced with new data.
APIM 14-103 Engineering Investigation for Aircraft Components ARINC Project Paper 676 Special Investigation (SI) Working Group APIM 14-103 calls for the development of a new ARINC Report to provide guidance for the assignment, accomplishment, and reporting of Investigations for components which exceeds the regular workshop analysis and repair process. Regulatory Authorities and reliability issues have required the operator or its repair facility to provide additional attention to aircraft components, which have produced either a flight incident or have not reached the intended reliability. This might happen on a specific serial number or on the complete series of components. A standardized process will:
• Clarify Content and Scope of Investigation • Provide a Comprehensive Report • Avoid Delays and Cost • Improve Reliability
APIM 15-101 Modification Status Indicators and Service Bulletins ARINC Report 422, Supplement 1 Modification Status Indicators (MSI) Working Group The MSI Working Group will review and update ARINC Report 422: Guidance for Modification Status Indicators and Avionics Service Bulletins to ensure accuracy and consistency with evolving industry practices. The update is intended to ensure the continued viability of ARINC Report 422 with incursion of the new components development and support proper tracking of modification and LRU configuration.
52 APIM 15-102 Field Loadable Software ARINC Report 667-1, Supplement 2 Field Loadable Software (FLS) Working Group The FLS Working Group will update ARINC Report 667: Guidelines for the Management of Field Loadable Software. The effort will:
• Coordinate with all stakeholders involved with software intensive aircraft • Enhance airplane software distribution, loading, configuration control, and management • Update the standard driven by revision and creation of peripheral and related standards (ARINC Report 615A, 615-4, 664, 665, 666, Project Paper 827)
Updates to ARINC 667, although driven by interests and designs of newer airplane programs, will accommodate both new and current airplane programs. ARINC 667-1 served well defining theory and methods for media-less distribution of airplane software. However, current specifications require modification to meet contemporary and future industry needs. The resulting supplement to ARINC Report 667 will address these issues and include material on e-enabled aircraft.
Copies of the APIMs may be obtained from the AMC website: www.aviation-ia. com/amc.
53 PROJECT DESCRIPTIONS FSEMC Activities
APIM 14-202 Documentation Standards for Simulation ARINC Project Paper 446 Software Documentation Delivery (SDD) Working Group APIM 14-202 intent is to define a standard parameter set for documentation packages that are to be delivered with a new Flight Simulation Training Device (FSTD) purchase. The working group will define or provide guidance on the development and delivery of the following criteria.
• Data Requirements for lifetime support of FSTDs. • Scope and content of a support documentation package delivery. • Structure and delivery format for documentation packages. • Documentation package maintenance and updates.
APIM 14-204 Simulated Air Traffic Control Environments (SATCE) ARINC Report 439 SATCE Working Group APIM 14-204 intent is to produce a supplement to ARINC Report 439 (published April 2014) to maintain the document’s currency with industry developments in this important area of flight simulation. SATCE can be considered a newly emergent sub-system for FSTDs. Over the next few years SATCE systems are expected to be developed, integrated, tested and approved using a variety of approaches and differing technologies. Industry guidance on scope, functionality, appropriate technologies, maintenance and certification will need to reflect best practices and lessons learned to be of most benefit.
54 APIM 15-201 Training Device Data Requirements (TDDR) ARINC Specification 8xx TDDR 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 8xx 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 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.
Copies of the APIMs may be obtained from the FSEMC website: www.aviation-ia. com/fsemc.
55 ARINC INDUSTRY ACTIVITIES ADVISORY GROUP (IAAG)
IAAG Representation
The IAAG representatives for 2015 (left to right): Robert Swanson, FedEx; Kathleen O’Brien, Boeing: Ted McFann, FedEx; Marijan Jozic, KLM Royal Dutch Airlines.
Purpose The purpose of the Industry Activities Advisory Group (IAAG) is to coordinate the technical efforts of the respective Industry Committees. This includes reviewing the status of Memberships, Corporate Sponsorships, and general administration. The IAAG consists of representatives of the AEEC, AMC, and FSEMC leadership committees.
Summary The IAAG met August 26-27, 2015 at the ARINC Industry Activities offices in Bowie, Maryland. The IAAG Leadership presented a number of organizational/ strategic, commercial, and general topics for discussion and consideration. The IAAG also discussed committee status reports, attendance registration analysis, members and sponsors joining and leaving, and final changes to the Combined Terms of Reference of the respective committees as a result of the change in ARINC Industry Activities ownership.
The IAAG prepared materials intended to be used in the marketing of ARINC Industry Activities and in the sales of Memberships and Corporate Sponsorships. The IAAG noted that many aviation organizations around the world benefit from the work of AEEC, AMC, and FSEMC.
The IAAG expressed the need for airlines and other organizations to participate actively and fully as members and sponsors. The IAAG encourages more airlines and other organizations to join, participate, benefit, and share in the value created by AEEC, AMC, and FSEMC that is made possible through ARINC Industry Activities.
Enrollment is available online at www.aviation-ia.com/MembershipAndSponsor.
56 57 AEEC Message from the Chairman
By: Robert Swanson FedEx
2015 was a great year for AEEC!! We were very busy this past year with on-going Subcommittee work, the AEEC General Session, and some self- assessment. Thanks to all of you for your participation and for making this a productive year. AEEC Chairman 2015-2016
During 2015, the AEEC Subcommittees and Working Groups held 49 face-to- face meetings, involving nearly 2700 experts from the industry. We started the year with 55 documents in work. During the course of the year, the AEEC Executive Committee adopted 22 ARINC Standards. It was a daunting task that could only have been accomplished with the support of people who are willing to do this work, in addition to their day job, and the support of their companies, who continue to see AEEC as a worthwhile industry activity that adds value to each participating organization through industry collaboration and equipment standards development.
We had a memorable combined AEEC General Session/AMC Conference this year in the beautiful city of Prague, Czech Republic. While attendance typically drops slightly when we meet outside of the US, we still had over 530 people in attendance from around the world. In addition to the business of subcommittee presentations and Standard adoptions, what a great opportunity this was to renew old acquaintances and to make new friends during the after-hours events and discussions. The overall benefits of collaborating with others in the industry at this event cannot be underestimated. On the business-at-hand side, AEEC adopted 15 Standards and began work on 4 more, sliding the total number of documents in- work from 55 down to 44. What a great accomplishment!
As ARINC Industry Activities (IA) has been acclimating to its new home with SAE, the Industry Activities Advisory Group (IAAG) spent some time this year in reflection and self-assessment—what is our value to the industry? In a very small nutshell, the outcome of that assessment was: The commercial aviation industry and its regulatory environment are competitive, complex and dynamic, with operators sharing the same supplier base and similar challenges; ARINC Industry Activities provides the forum to engage the entire aviation community and shape the outcomes, which improves airline performance, safety, and reliability, all adding up to cost effective operations and life cycle management. Supplier participation in the AEEC is a great way to show support and appreciation for the airline customers. Through your involvement, you are an integral part of this mission.
58 This year marks my 18th year of involvement with AEEC. My world back in 1997 was deeply immersed in the then-recent regulations of additional parameters for the flight recorder system, so I attended several industry meetings, including AEEC’s DFDR Subcommittee, to keep up on industry developments. I never could have imagined the impact that AEEC subcommittee attendance would have on my life and my career. There are many, past and present, who have become my dear friends and have helped me to grow. I (we) have a duty now to develop the next generation of aviation experts, who will take the industry forward on paths that we cannot even now imagine. As we walk the foggy (CAT III) path, seeing only a few years ahead with any clarity, we need to train those who are not bound by our traditions, whose imagination will help the aviation industry to continue to fly safer, more reliably, and at a profit, while maintaining legal fitness.
As we now move into 2016, I look forward to meeting you at the General Session in Atlanta, Georgia. This will be another great year! Let us all embrace the challenges that will come as opportunities to improve our skills and further refine and improve the industry we love.
Robert Swanson FedEx
AEEC Chairman 2015-2016
59 AEEC EXECUTIVE COMMITTEE MEMBERS (As of December 31, 2015)
Robert Swanson Kathleen O’Brien Chairman Chairperson Elect
Thierry Harquin Jürgen Lauterbach
Piet van den Berg Brian Gleason
John Melvin Mário Araújo
Dennis Zvacek Rich Stillwell
Wolfgang Hornbacher James McLeroy (nominated)
Mike Nebylowitsch David Setser
Jim Lord Paul Prisaznuk* AEEC Executive Secretary
* Non-voting members.
For more information about AEEC Executive Committee Membership, contact the AEEC Executive Secretary and Program Director Paul Prisaznuk at [email protected].
60 AEEC SUMMARY
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 represents technical positions of the air transport industry. The AEEC provides a forum for collaboration, teamwork, and decision making. The products of AEEC’s efforts are published as ARINC Standards that collectively promote market competition and economies of scale. Aircraft manufacturers and avionics suppliers work with the AEEC in this endeavor.
AEEC Composition 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 the 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 are meetings held for the purpose of coordinating the work of the many active AEEC Subcommittees that are responsible for the preparation of technical standards.
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 Activities
Activity Name Leadership Acronym Aeronautical Databases Brian Gilbert, Boeing ADB Aeronautical Mobile Airport Tom McGuffin, Honeywell AMX Communications (AeroMACS) Aeronautical Operational Dirk Zschunke, Lufthansa AOC Communications (AOC) Air-Ground Communication Kenny Blankenship, American AGCS Systems Airlines Avionics Application/Executive Frederic Aspro, Airbus APEX Software 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 Systems Electronic Flight Bag EFB Maurice Ingle, American Airlines Philip Haller, Austrian Airlines Electronic Flight Bag Users Forum EFB Will Ware, Southwest Airlines Fiber Optic Interfaces Robert Nye, Boeing FOS Flight Management Computer Mike Bakker, GE Aviation FMS System Ralph Schnabel, Airbus Galley Inserts GAIN Scott Coburn, Boeing Internet Protocol Suite for Luc Emberger, Airbus IPS Aeronautical Safety Services Greg Saccone, Boeing Ku/Ka Band Satellite Peter Lemme, Totaport KSAT Communications Navigation Database Chuong Phung, FedEx NDB Network Infrastructure and Steve Arentz, United Airlines NIS Security NextGen/SESAR Sam Miller, MITRE SAI
62 Activity Name Leadership Acronym Robert Holcomb, American Selective Calling (SELCAL) SAI Airlines Ted Patmore, Delta Air Lines Software Data Loader SDL Rod Gates, American Airlines Systems Architecture and Bob Semar, United Airlines SAI Interfaces Reinhard Andreae, Lufthansa Traffic Surveillance, ADS-B, TCAS Jessie Turner, Boeing TCAS Underwater Locator Beacon Robert Swanson, FedEx ULB
63 AEEC AEEC Activities
Aeronautical Databases (ADB) Chairman: Brian Gilbert, Boeing Secretary: Peter Grau This activity is responsible for the standardization of the aeronautical database structures for airport surface data, terrain data and obstacle data. The ADB Subcommittee works in conjunction with RTCA SC-217. Overall, it is developing the capabilities to improve the pilot’s situational awareness of the airport facility and the terrain. XML Compression standards are being developed as well.
Aeronautical Mobile Airport Communication (AeroMACS) Chairman: Tom McGuffin, Honeywell Secretary: José Godoy The AeroMACS Working Group is tasked with developing ARINC Project Paper 766: Standard Airborne AeroMACS Transceiver for Aeronautical Mobile Airport Communications. The AeroMACS transceiver is expected to be capable of operating 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. The document is expected to define traditional form, fit, function, and interface standards that will ease installation in commercial aircraft.
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: Kenny Blankenship, American Airlines Secretary: José Godoy The goal of the Air/Ground Communication Systems (AGCS) Subcommittee is to ensure that current and emerging air-ground communication systems are specified based on airline operational requirements and defined for cost-effective implementation based on established aircraft architectures. The current activity is focused on developing standards for Iridium NEXT satcom services.
64 65 AEEC AEEC Activities
Avionics Application/Executive Software (APEX) Co-Chairman: Frederick Aspro, Airbus Co-Chairman: Gordon Putsche, Boeing Secretary: Scott Smith This activity 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: Tom Munns Airlines provide In-Flight Entertainment (IFE) for their passengers. The Cabin Systems Subcommittee (CSS) defines equipment installation and cost-effective network infrastructure that enables airlines to offer news and entertainment for their passengers. This includes interface standards to allow airlines to implement their preferred systems for their passengers. Cabin communications, interface protocols, and connector standardization are integral parts of this activity.
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 Specification 661 is intended to 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: Tom Munns The goal of the Controller Area Network Working Group is to produce 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) in accordance with APIM 13-004C.
66 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 efficient transfer of data between the aircraft and various locations on the ground. These standards cover the existing Aircraft Communications Addressing and Reporting System (ACARS®) and the emerging Aeronautical Telecommunications Network (ATN) as defined by the ICAO SARPs. 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.
Digital Flight Data Recorder (DFDR) Chairman: Robert Swanson, FedEx Secretary: Paul Prisaznuk The DFDR Subcommittee prepared updates to Cockpit Voice Recorder (CVR) standards, ARINC Characteristic 757-6 and ARINC Characteristic 757A-1 in 2015. The updates improve aircraft installation guidance provided for the CVR. 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.
Digital Video Working Group (DVE) Chairman: Tim Keller, Great River Technology Secretary: Paul Prisaznuk
The Digital Video Working Group has prepared ARINC Specification 818-2: Avionics Digital Video Bus (ADVB). This standard is viewed to be mature and is now being implemented in commercial and military applications. The role of the working group is to monitor ARINC 818 development activity and to recommend changes to the standard as the need arises.
67 AEEC AEEC Activities
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: Phillip 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 voice their preferences in the evolution of EFB hardware and software, as well as EFB connectivity to an airline’s infrastructure. The goal is to maximize the operational and the economic benefit of the EFB and associated EFB applications. Flight Operations, Information Technology, Engineering, and Maintenance disciplines are represented among the participants of the EFB Users Forum.
Fiber Optic Interfaces (FOS) Chairman: Robert Nye, Boeing Secretary: Scott Smith The goal of this activity is to develop 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.
68 Flight Management Computer System (FMS) Chairman: Mike Bakker, GE Aviation Secretary: Paul Prisaznuk The goal of the Flight Management System (FMS) Subcommittee is to produce Supplement 5 to ARINC Characteristic 702A-5: Advanced Flight Management Computer System Standard.
Supplement 5 will:
• Recognize various new technologies such as interactive cockpit display systems (ARINC 661) and real-time operating systems (ARINC 653) • Align with and refer to the corresponding RTCA/EUROCAE standards • Align with evolutions since the last major update (e.g. datalink, surface map) • Standardize interfaces for FMS Landing System / Instrument Approach Navigation (FLS/IAN), Final Approach Segment (FAS) data block, and backup navigation
69 AEEC AEEC Activities
Galley Inserts (GAIN) Co-Chairman: Ralph Schnabel, Airbus Co-Chairman: Scott Coburn, Boeing Secretary: Tom Munns The GAIN activity 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.
Internet Protocol Suite (IPS) for Aeronautical Safety Services Co-Chairman: Luc Emberger, Airbus Co-Chairman: Greg Saccone, Boeing Secretary: Paul Prisaznuk The IPS activity was formed to develop an industry roadmap and a development plan for defining an IPS for Aeronautical Safety Services, including airborne, ground-based and space-based communication systems. Activities will be 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: Tom Munns The KSAT activity is developing Ku-band and Ka-band satellite system installation provisions, electrical interfaces and mechanical interfaces. This type of equipment is intended to provide broadband communication to the aircraft using Internet Protocols (IP). Airlines, aircraft manufacturers, avionics suppliers, cabin equipment suppliers, EFB suppliers, and service providers are participating in this activity.
Navigation Database (NDB) Chairman: Chuong Phung, FedEx Secretary: Sam Buckwalter The NDB activity is updating ARINC Specification 424 used by all aircraft operators, airframe manufacturers, Flight Management System (FMS) developers, and database suppliers. The goal is to maximize the operational and economic benefits of the FMS by the use of navigation data that improves overall aircraft performance.
Network Infrastructure and Security (NIS) Chairman: Steve Arentz, United Airlines Secretary: Vanessa Mastros The NIS Subcommittee is developing Gatelink and related security data logging standards. The goal is to enable fleet-wide solutions based on open standards for lower development cost, increased flexibility, higher reliability, reduced complexity, longer lifespan, and ease of configurability and maintenance.
70 NextGen/SESAR Avionics Industry Editor: Sam Miller, MITRE Secretary: Paul Prisaznuk The NextGen/SESAR Working Group has prepared recommendations for avionics architectures for CNS/ATM. The product of this activity is ARINC Report 660B: CNS/ATM Avionics Architectures Supporting NextGen/SESAR Concepts. The goal is to share a common understanding of NextGen/SESAR concepts between the aeronautical industry and the airlines.
Selective Calling (SELCAL) Chairman: Robert Holcomb, American Airlines Secretary: Paul Prisaznuk The SELCAL Working Group has prepared ARINC Characteristic 714A: Mark 4 Airborne Selective Calling (SELCAL). ARINC 714A defines a 32-tone SELCAL system that, when implemented, will expand the pool of available SELCAL codes from 10,920 aircraft codes to 215,760 aircraft codes. This is expected to improve HF and VHF voice communications. ARINC 714A was published in 2015.
Software Data Loader (SDL) Co-Chairman: Ted Patmore, Delta Air Lines Co-Chairman: Rod Gates, American Airlines Secretary: Scott Smith The Software Data Loader Subcommittee is developing and improving standards for software data loading. This includes the development of standards for a high- speed data loader with high-density storage media. Standards for file format, media type, part numbering, and terminology will be developed in a way that can be used for various data loading devices and communication protocols.
Systems Architecture and Interfaces (SAI) Co-Chairman: Bob Semar, 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 new project proposals (APIMs) where operational and financial benefits are achievable.
71 AEEC AEEC Activities
Traffic Surveillance Chairman: Jessie Turner – Boeing Secretary: José Godoy This activity has defined traffic surveillance equipment suitable for operation in the NextGen, SESAR and CARATS airspace environments. This includes traditional Traffic Alert and Collision Avoidance System (TCAS) and Automatic Dependent Surveillance- Broadcast (ADS-B). Traffic surveillance requires the use of the Air Traffic Control Transponder and Traffic computer. An update to ARINC Characteristic 735B was published in 2015.
Underwater Locator Beacon (ULB) Chairman: Robert Swanson – FedEx Secretary: Paul Prisaznuk
Thu ULB Working Group has prepared ARINC Specification 677 which defines the mechanical installation requirements for an 8.8 kHz locator beacon. ARINC 677 includes the definition of the ULB mounting points, the maximum space envelope, the mounting bracket and standards for battery check and change.
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 AEEC website at www.aviation-ia.com/aeec or contact the AEEC Executive Secretary, Paul Prisaznuk, at [email protected].
72 73 AMC Message from the Chairman
By: Marijon Jozic, KLM Royal Dutch Airlines
A Note from the AMC Chairman:
Every year I say to myself: the aviation industry is more complicated and more dynamic than ever. When I say complicated, I don’t mean only technically complicated, but also full of complicated interactions between airframers, operators, MRO’s, brokers, lawyers, and engineers.
Every year I have the feeling that it can’t be more complicated and AMC Chairman 2012 – Present more dynamic and that we are at the top of the curve. Every year I hope that we will start to descend and get more stability, hoping that everything will calm down. But…every year I notice that it can be more complicated, more regulated, more dynamic, more challenging, and more intensive. Obviously we can’t change it overnight and not even over a long period. We have to deal with it.
We had periods of merging of operators. We had periods of creating MROs and making them independent of operators. Also, we were running into intellectual properties wars, rather than lowering costs, introducing new aircraft types, phasing out present fleets and suffering of market demands to lower the ticket prices. By the way, not long ago, fuel prices were extremely high and now they are extremely low. Those developments and interactions will obviously not stop. Our only choice is to deal with it.
Therefore, we must be willing and able to change and be flexible no matter what. 75 million years ago there were species on earth who were controlling the environment. Yes, they were called dinosaurs. They were strong, dominating, and had plenty of food. They were kings and queens of the earth. They could go wherever they wanted and they could do whatever they desired. And then a big chunk of stone crashed somewhere on earth, caused big climate change. Dinosaurs could not adapt to the new circumstances and died. Other inferior species survived because they were able to adapt to the new climate. They were more flexible, perhaps more willing, and of course more able. They started to change and evolve into us.
Why I am telling you all of that? Because there is some similarity with dinosaurs! They say that history is repeating itself. That is absolutely true. In aviation, we are in the process of change. New aircraft (B787 and A350) are changing aviation. If we copy dinosaurs, probably we will have the same fate. To survive, we must act differently. The secret of surviving is to be flexible, to dare, and to be willing to change. If we say the crisis will blow away, we are wrong. We have to deal with every little detail of the situation we are facing. We have to be open to changes, to learn new techniques, to study and educate ourselves to learn new things and “boldly go where no man has
74 gone before.” Sometimes we will have to offer our time and patience. Sometimes we will even not get a sufficient reward, but we have to focus on our ultimate and noble target: never compromise safety and make all decisions with healthy engineering brain and follow your heart.
Most of aviation boys and girls share an endless passion for airplanes. Sometimes, engineers can be disappointed by not getting the cooperation from OEM’s, or having difficulties not with technical stuff but with procedures, contracts and regulations. The easiest solution is to step over to another industry. The guys from dot.com love us. People from oil platforms and oil business love us and in most cases, they pay better. They love us because we are dedicated to our projects. They love us because they know that we know how to deal with procedures, continuous improvements, and safety. They know that we are good. Therefore, I have full, complete, and immeasurable respect for hard working engineers in our beautiful industry.
Besides all hard work at our companies, a bunch of individual engineers dedicated to aviation are organizing and attending the meetings, setting standards, improving each other’s know-how, and making sure that thousands of aircraft are flying every day, transporting millions of passengers and bringing tons of packages to the right destination. Only cooperation, flexibility, dedication, and hard work can make it possible.
The bottom line is that we all have to do a lot of work to comfort our customers who have no mercy and who are only demanding lower ticket prices. This is the reality and we have to deal with it. I guess that on December 17, 1903, the Wright brothers didn’t have any idea what they caused. They were actually the cause that other industries will downsize and aviation will grow. Again, similarity with the dinosaurs! Before the Wrights, big (dinosaur) ships were transporting people from continent to continent. Then, came the blow in the Kitty Hawk! And the new species entered the arena, the airplanes. The bicycle makers started the big change, causing the founding of ARINC just 25 years later. The rest is history but ARINC Industry Activities is here all the time helping us all to keep changing and surviving. So endorse the changes and be part of it and don’t forget the fate of dinosaurs.
Marijan Jozic KLM Royal Dutch Airlines
AMC Chairman 2012 – Present
75 AMC AMC Steering Group Members (As of December 31, 2015)
Marijan Jozic Ted McFann Chairman Vice Chairman
Roger Kozacek Prewitt Reaves
Anand Moorthy Sven Biller
Dean Connor Ricardo de Azevedo e Souza
Dan Ganor Kevin Kramer
Satomi Ito Sam Buckwalter* AMC Executive Secretary
* Non-voting members
Note: US Airways ceased operations on October 17, 2015 after merging with American Airlines.
For information about AMC Steering Group Membership, contact the AMC Executive Secretary and Program Director Sam Buckwalter at [email protected].
76 AMC AMC SUMMARY
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 of AMC 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.
77 AMC AMC Activities
Aircraft Support Data Management (ASDM) Working Group Chairman: Selcuk Yigit, Delta Airlines Secretary: Tom Munns This Standards Activity will develop standard airline-industry guidance for managing uploads, verification, and activation of aircraft support data. This content is media, applications, scripts that are not subject to the field-loadable software regulations, and procedures. In general, this content does not affect the core function or operation of on-board systems, require supplier formal acceptance test or configuration control, reside within the onboard loadable software control system or Illustrated Parts Catalog (IPC), or require aircraft paperwork or technician touch labor to install.
Aircraft support data are important to the operators because they can directly affect the passenger experience. These items can be transient, that is, be loaded quickly to provide a targeted message and are often quickly removed and replaced with new data.
The scope of this activity is to identify applicable aircraft support data that will be considered and to establish guidance and best practices for managing and documenting the upload, verification, and activation of the applicable data. The goal is consistent procedures throughout an operator’s fleet and among applicable operators, system suppliers, and data providers.
Special Investigation Working Group Chairman: Karsten Montebaur, Lufthansa Technik Secretary: Sam Buckwalter The Special Investigation Working Group will create a new standard ARINC Project Paper 676: Guidance for Assignment, Accomplishment and Reporting of Engineering Investigation for Aircraft Components. This standard will provide guidance for the assignment, accomplishment, and reporting of Investigations for components which exceeds the regular workshop analysis and repair process. Regulatory Authorities and reliability issues have required the operator or its repair facility to provide additional attention to aircraft components, which have produced either a flight incident or do not reach its intended reliability issues.
Note: 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/amc/projects/ or contact the AMC Executive Secretary, Sam Buckwalter, at [email protected].
78 FSEMC Message from the Chairman
By: Marc Cronan, Rockwell Collins Simulation and Training Solutions
Greetings Flight Simulation Engineering and Maintenance Professionals!
As the Flight Simulation Engineering and Maintenance Conference Chairman for 2016, I am privileged to provide a summary of our accomplishments in 2015, and a look ahead to our objectives for the coming year. Since the conference’s launch in 1996, we have seen considerable change in our industry, in technology and in our FSEMC Chairman 2016 – Present global economy. What has remained constant throughout this time is the commitment of FSEMC, our members and conference attendees to advance the state of aviation safety through the development of simulation industry standards, the solving of mutual technical issues and the sharing of our operational challenges - all in the spirit of mutual collaboration that is always so evident at our annual conference.
2015 was no different, with both the completion and initiation of several working groups tasked with the development of industry guidance, as well as on-going regulatory interaction:
• The Simulator Documentation Delivery (SDD) Working Group completed its work in 2015 with the adoption of ARINC Project Paper 446: Guidance for the Flight Training Device Documentation Structure, Content, and Maintenance. • The Simulated Air Traffic Control Environment Working Group (SATCE) continued its groundbreaking work to define requirements for the use of ATC simulation in training devices. Possibly the most exciting simulation technology to emerge since the advent of electric motion systems and solid state projectors, SATCE is working on Supplement 1 to ARINC Report 439: Guidance for Simulated Air Traffic Control Environments in Flight Simulation Training Devices, which was originally published in 2014. • In response to interest expressed at previous FSEMC conferences, the Training Device Data Requirements Working Group held their first meeting in December, 2015. 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 FSEMC is also holding a series of meetings to explore other avenues to qualify an FSTD for training use. The intent of the Simulator Data Validation Exploratory Meeting is to open up discussion to alternative
79 FSEMC Message from the Chairman
means of validation of FSTDs– and share and promote new ideas and ways of optimizing regular testing and checking methods. Technology has advanced considerably over the years, but our approach to simulator testing, validation, and qualification has remained largely the same. • An ongoing activity, the EASA FSTD Technical Group (EFTeG), held their third meeting with EASA regulators in Cologne, Germany. Modeled after the very successful US-based Simulator Technical Issues Group (STIG), this 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.
Once again, our annual conference was a great success. The 2015 FSEMC, organized by ARINC Industry Activities and hosted by Airbus, was held September 21-24, 2015, in Miami, Florida.
• The 21st annual meeting was attended by simulator user organizations, products and services suppliers, airframe manufacturers, simulator manufacturers, and regulatory authorities. Worthy of special note this year was the attendance by two members of the Civil Aviation Administration of China (CAAC). The total registered attendance was 292 attendees from 30 countries. • The Roger S. Goldberg Award, an award presented to an individual or group for exhibiting outstanding personal service to the industry and exemplifying the true heart and soul of the FSEMC was presented this year to Kip Caudrey, Senior Manager for Simulator Evaluations, The Boeing Company. Kip was recognized for his many contributions to both the annual conference and to numerous working groups. • FSEMC Regulatory Panel Discussion: On Wednesday afternoon, the FSEMC held the regulatory panel discussion. The discussion provided the conference delegates an extraordinary opportunity to openly discuss information with representatives from a regulatory point of view. Representatives from four regional and national regulatory agencies answered delegates’ questions and delivered forward thinking presentations on regulatory environments in the future. • Fairly recent additions to the conference format – the technology workshops on Monday preceding the conference, and the technical panel discussion during the conference, continued with excellent participation and positive feedback from conference attendees. • To be sure, the annual conference is not all about the formalities of business as was evidenced by the fantastic dinner cruise around Miami. The rainy start was quickly overshadowed by the Miami skyline, fantastic food, drinks, music and most of all, the comradery shared among conference attendees: competitors, customers and colleagues alike. This was definitely an event that will be hard to top in future years!
80 With 2015 now behind us, it is with great excitement that I look forward to the 2016 FSEMC which will be held at the Sky City Marriott Hotel on October 3-6, 2016, in Hong Kong. A major goal of the FSEMC is to reach even more simulator operators outside of North America, and holding the conference in the AsiaPac region is one step toward achieving that goal. I ask all of you to reach out to your colleagues around the world and encourage them to attend and participate in this years’ conference.
In closing, I would like to leave you with some eye-opening facts about the future of our industry: major airframers are forecasting that new passenger aircraft deliveries are expected to grow by nearly 32,000 aircraft over the next 20 years, with AsiaPac expected to lead the world in airline traffic by 2034. Fueled by this tremendous growth in aircraft deliveries is the staggering prediction that 558,000 commercial airline pilots will be required during the same time period! AsiaPac alone is expected to need half of those pilots. I am sure you will agree that given this outlook there will be equally high demand for flight training devices and for those professionals who design, build, support and manage them. All of this, I believe, clearly underscores the importance of the global role that the Flight Simulator Engineering and Maintenance Conference plays in support of the aviation industry, and the even more important role it plays in contributing to aviation safety world-wide. We have a very bright future ahead of us!
See you in Hong Kong!
Marc Cronan Rockwell Collins Simulation and Training Solutions
FSEMC Chairman 2016
81 FSEMC FSEMC Steering Committee Members (As of December 31, 2015)
Stefan Nowack Eric Fuilla-Weishaupt Chairman Vice Chairman
David Neilson Troy Fey
Joshua Brooks Jean Bergeron
Richard Van de Nouweland Howard Gallinger
Neil Cothran Jeremy Wise
Christopher Curtis Rick Lewis
Marc Cronan Hiromitsu Koyano
Adel M. Sowedan Allyson Kukel
Scott Smith* Mike Jackson FSEMC Assistant Executive Secretary
Sam Buckwalter* 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].
82 83 FSEMC FSEMC Summary
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 300 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?
84 FSEMC FSEMC Activities
Simulated Air Traffic Control Environments (SATCE) Working Group Chairman: Ted Chapman, FlightSafety International Secretary: Scott Smith
The Simulated Air Traffic Control Environments Working Group (SATCE) completed work on ARINC Report 439: Guidance for Simulated Air Traffic Control Environments in Flight Simulation Training Devices. It provides guidance on the design, implementation, and use of air traffic control interfaces used in simulated flight training. The guidance defines levels of immersion for each task or evolution of training phase, including generic, representative, and specific. The document describes the features and fidelity of all air traffic control interactions with student aircrew, as well as a primer on the increasing usage of datalink in air transport operations.
A secondary accomplishment of the SATCE was the interface with the ICAO International Pilot Training Consortium (IPTC). The guidance found in ARINC Report 439 will shape the ICAO Flight Simulation documents in the near future.
85 FSEMC FSEMC Activities
Simulator Documentation Delivery (SDD) Working Group Co-Chairman: Josh Brooks, FlightSafety International Co-Chairman: Mark Gouviea, FedEx Secretary: Scott Smith The flight simulation manufacturing and operator community has identified an opportunity for improvement in the documentation provided by Training Device Manufacturers (TDMs), Airframe Manufacturers, and third party suppliers. The group intends to improve the amount, depth, and comprehensiveness of the content that is delivered with a Flight Simulation Training Device (FSTD). The product will provide guidance to the TDMs and their suppliers with regard to what should be included in a FSTD Support Documentation Package.
Training Device Data Requirements (TDDR) Working Group Chairman: Mike Jackson, FedEx Secretary: Scott Smith The TDDR 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.
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 November 2015, 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.
Note: 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/fsemc/projects or contact the FSEMC Executive Secretary, Sam Buckwalter, at [email protected].
86 87 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 the AEEC. 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.
Recipient: Dirk Zschunke, Lufthansa April 2015 – Prague
Roger Goldberg Award 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.
AMC Recipient: Ted Patmore, FSEMC Recipient: Kip Caudrey, Delta Air Lines The Boeing Company April 2015 – Prague September 2015 – Miami
88 ANNUAL AWARDS
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.
Volare Awards were presented to outstanding members of the airline avionics community as follows:
Avionics Support Avionics Maintenance Recipient: Nancy Merrill, Recipient: Kevin Kramer, Crane Aerospace American Airlines April 2015 – Prague April 2015 – Prague
Avionics Engineering Recipient: Brian Gilbert, The Boeing Company April 2015 – Prague
89 ACRONYM LIST
AAI Airline Avionics Institute ACARS Aircraft Communications Addressing and Reporting System ADB Aeronautical Databases ADIF Aircraft Data Interface Function ADS-B Automatic Dependent Surveillance-Broadcast AEEC Airlines Electronic Engineering Committee AeroMACS Aeronautical Mobile Airport Communications System AGCS Air-Ground Communications System AID Aircraft Interface Device AISD Aircraft Information Services Domain AMC Avionics Maintenance Conference AMDB Airport Mapping Databases AMX AeroMACS AOC Aeronautical Operational Control APEX Avionics Application/Executive Software Interface API Application Program Interface APIM ARINC Industry Activities (IA) Project Initiation/Modification ASCII American Standard Code for Information Interchange ASDM Aircraft Support Data Management ATM Air Traffic Management ATN Aeronautical Telecommunications Network ATR Air Transport Radio/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 CEI Cabin Equipment Interfaces CIN Cabin Interface Network CNS Communications, Navigation, Surveillance CPDLC Controller Pilot Data Link CSS Cabin Systems Subcommittee CVR Cockpit Voice Recorder CWAP Cabin Wireless Access Point DFDR Digital Flight Data Recorder 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 FAA Federal Aviation Administration
90 FANS Future Air Navigation System FDR Flight Data Recorder FLS Field Loadable Software FMS Flight Management System FOS Fiber Optics Subcommittee FSEMC Flight Simulator Engineering and Maintenance Conference FSTD Flight Simulation Training Device GAIN Galley Inserts GAPS Generic Aircraft Parameter Service GNSS Global Navigation Satellite System IA Industry Activities IAAG Industry Activities Advisory Group IATA International Air Transport Association ICAO International Air Transport Association IFES In-Flight Entertainment System IMA Integrated Modular Avionics IP Internet Protocol IPC Illustrated Parts Catalog IPS Internet Protocol Suite IPTC International Pilot Training Consortium KSAT Ku/Ka Band Satellite Communications LAN Local Area Network LF-ULB Low Frequency Underwater Locator Beacon LRU Line Replaceable Unit MIAM Media Independent ACARS Messaging MMM Manufacturer’s Code Assignment MRO Maintenance, Repair, and Overhaul MSI Modification Status Indicators 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 OGC Open Geospatial Consortium OMS On-Board Maintenance System OTS Organized Track System PDMaT Product Development Guidance for Maintainability and Testability PICS Performance Implementation Conformance Statements PIESD Passenger Information and Entertainment Services Domain QoS Quality of Service RCP Required Communications Performance RNP Required Navigation Performance
91 ACRONYM LIST
RSP Required Surveillance Performance RTA Required Time of Arrival RTOS Real Time Operating System SAI Systems Architecture and Interfaces SARPS Standards And Recommended Practices SATCE Simulated Air Traffic Control Environments Satcom Satellite Communication SDD Simulator Documentation Delivery SDL Software Data Loader SDU Satellite Data Unit SELCAL Selective Calling SESAR Single European Sky ATM Research SI Special Investigation SJU SESAR Joint Undertaking SSM Sign Status Matrix SWIM System Wide Information Management TCAS Traffic Alert and Collision Avoidance System TDDR Training Device Data Requirements TDM Training Device Manufacturer ULB Underwater Locator Beacon VDL VHF Digital Link XML Extensible Markup Language XSD XML Schema Definitions
92 www.aviation-ia.com
16701 Melford Blvd, Suite 120 Bowie, MD 20715
P1616766