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ACARS
In aviation, ACARS (/ˈeɪkɑːrz/; an acronym for Aircraft Communications Addressing and Reporting System) is a digital data communication system for transmission of short messages between aircraft and ground stations via airband radio or satellite. The protocol was designed by ARINC and deployed in 1978, using the Telex format. More ACARS radio stations were added subsequently by SITA.
Prior to the introduction of datalink in aviation, all communication between the aircraft and ground personnel was performed by the flight crew using voice communication, using either VHF or HF voice radios. In many cases, the voice-relayed information involved dedicated radio operators and digital messages sent to an airline teletype system or successor systems.
Further, the hourly rates for flight and cabin crew salaries depended on whether the aircraft was airborne or not, and if on the ground whether it was at the gate or not. The flight crews reported these times by voice to geographically dispersed radio operators. Airlines wanted to eliminate self-reported times to preclude inaccuracies, whether accidental or deliberate. Doing so also reduced the need for human radio operators to receive the reports.
In an effort to reduce crew workload and improve data integrity, the engineering department at ARINC introduced the ACARS system in July 1978, as an automated time clock system. Teledyne Controls produced the avionics and the launch customer was Piedmont Airlines. The original expansion of the abbreviation was "Arinc Communications Addressing and Reporting System". Later, it was changed to "Aircraft Communications, Addressing and Reporting System". The original avionics standard was ARINC 597, which defined an ACARS Management Unit consisting of discrete inputs for the doors, parking brake and weight on wheels sensors to automatically determine the flight phase and generate and send as telex messages. It also contained a MSK modem, which was used to transmit the reports over existing VHF voice radios. Global standards for ACARS were prepared by the Airlines Electronic Engineering Committee (AEEC). The first day of ACARS operations saw about 4,000 transactions, but it did not experience widespread use by the major airlines until the 1980s.
Early ACARS systems were extended over the years to support aircraft with digital data bus interfaces, flight management systems, and thermal printers.
ACARS as a term refers to the complete air and ground system, consisting of equipment on board, equipment on the ground, and a service provider.
On-board ACARS equipment consists of end systems with a router, which routes messages through the air-ground subnetwork.
Ground equipment is made up of a network of radio transceivers managed by a central site computer called AFEPS (Arinc Front End Processor System), which handles and routes messages. Generally, ground ACARS units are either government agencies[clarification needed][dubious – discuss] such as the Federal Aviation Administration, an airline operations headquarters, or, for small airlines or general aviation, a third-party subscription service.[citation needed] Usually government agencies are responsible for clearances, while airline operations handle gate assignments, maintenance, and passenger needs.
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ACARS
In aviation, ACARS (/ˈeɪkɑːrz/; an acronym for Aircraft Communications Addressing and Reporting System) is a digital data communication system for transmission of short messages between aircraft and ground stations via airband radio or satellite. The protocol was designed by ARINC and deployed in 1978, using the Telex format. More ACARS radio stations were added subsequently by SITA.
Prior to the introduction of datalink in aviation, all communication between the aircraft and ground personnel was performed by the flight crew using voice communication, using either VHF or HF voice radios. In many cases, the voice-relayed information involved dedicated radio operators and digital messages sent to an airline teletype system or successor systems.
Further, the hourly rates for flight and cabin crew salaries depended on whether the aircraft was airborne or not, and if on the ground whether it was at the gate or not. The flight crews reported these times by voice to geographically dispersed radio operators. Airlines wanted to eliminate self-reported times to preclude inaccuracies, whether accidental or deliberate. Doing so also reduced the need for human radio operators to receive the reports.
In an effort to reduce crew workload and improve data integrity, the engineering department at ARINC introduced the ACARS system in July 1978, as an automated time clock system. Teledyne Controls produced the avionics and the launch customer was Piedmont Airlines. The original expansion of the abbreviation was "Arinc Communications Addressing and Reporting System". Later, it was changed to "Aircraft Communications, Addressing and Reporting System". The original avionics standard was ARINC 597, which defined an ACARS Management Unit consisting of discrete inputs for the doors, parking brake and weight on wheels sensors to automatically determine the flight phase and generate and send as telex messages. It also contained a MSK modem, which was used to transmit the reports over existing VHF voice radios. Global standards for ACARS were prepared by the Airlines Electronic Engineering Committee (AEEC). The first day of ACARS operations saw about 4,000 transactions, but it did not experience widespread use by the major airlines until the 1980s.
Early ACARS systems were extended over the years to support aircraft with digital data bus interfaces, flight management systems, and thermal printers.
ACARS as a term refers to the complete air and ground system, consisting of equipment on board, equipment on the ground, and a service provider.
On-board ACARS equipment consists of end systems with a router, which routes messages through the air-ground subnetwork.
Ground equipment is made up of a network of radio transceivers managed by a central site computer called AFEPS (Arinc Front End Processor System), which handles and routes messages. Generally, ground ACARS units are either government agencies[clarification needed][dubious – discuss] such as the Federal Aviation Administration, an airline operations headquarters, or, for small airlines or general aviation, a third-party subscription service.[citation needed] Usually government agencies are responsible for clearances, while airline operations handle gate assignments, maintenance, and passenger needs.
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