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Aeronautical Radio, Incorporated (ARINC), established in 1929, was a major provider of transport communications and systems engineering solutions for eight industries: aviation, airports, defense, government, healthcare, networks, security, and transportation. ARINC had installed computer data networks in police cars and railroad cars and also maintains the standards for line-replaceable units.

Key Information

ARINC was formerly headquartered in Annapolis, Maryland, and had two regional headquarters in London, established in 1999 to serve the Europe, Middle East, and Africa region, and Singapore, established in 2003 for the Asia Pacific region. ARINC had more than 3,200 employees at over 120 locations worldwide.

The sale of the company by Carlyle Group to Rockwell Collins was completed on December 23, 2013, and from November 2018 onward operates as part of Collins Aerospace.

History

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ARINC was incorporated in 1929 as Aeronautical Radio, Incorporated. It was chartered by the Federal Radio Commission (which later became the Federal Communications Commission) in order to serve as the airline industry's single licensee and coordinator of radio communication outside of the government. The corporation's stock was held by four major airlines of the day. Through most of its history, ARINC was owned by airlines and other aviation-related companies such as Boeing until the sale to The Carlyle Group in October 2007.

Not much later ARINC took on the responsibility for all ground-based, aeronautical radio stations and for ensuring station compliance with Federal Radio Commission (FRC) rules and regulations. Using this as a base technology, ARINC expanded its contributions to transport communications as well as continuing to support the commercial aviation industry and U.S. military.

ARINC also developed the standards for the trays and boxes used to hold standard line-replaceable units (like radios) in aircraft. This subsequently allowed electronics to be rapidly replaced without complex fasteners or test equipment.

In 1978 ARINC introduced ACARS (Aircraft Communications Addressing and Reporting System), a datalink system that enables ground stations (airports, aircraft maintenance bases, etc.) to upload data (such as flight plans) and download data (such as fuel quantity, weight on wheels, flight management system (FMS) data), via an onboard Communications Management Unit (CMU).

ARINC has expanded its business in aerospace and defense through its ARINC Engineering Services subsidiary. With the sale of the company to Rockwell Collins, the ARINC Engineering Services subsidiary split into Commercial Aerospace and Defense Services. The Defense Services branch was then purchased by Booz Allen Hamilton, remaining part of the Carlyle group.[1]

The sale of a Standards Development Organization (SDP) to a corporate sponsor raised concerns of conflict of interest and resulted in the sale of the ARINC Industry Activities (IA) Division to SAE International in January 2014. It now operates under the SAE Industry Technologies Consortia (SAE ITC).[2][3]

United Technologies completed its acquisition of Rockwell Collins in November 2018 and merged it with its UTC Aerospace Systems to form Collins Aerospace.

Activities and services

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Though known for publishing "ARINC Standards", this role is independent of ARINC commercial activities.

Standardization and ARINC Industry Activities

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ARINC Industry Activities involve three aviation committees:[4][5]

  • AEEC (Airlines Electronic Engineering Committee): Develop the ARINC Standards,
  • AMC (Avionics Maintenance Conference): Organize the annual Avionics Maintenance Conference,
  • FSEMC (Flight Simulator Engineering & Maintenance Conference): Organize the annual FSEMC conference.

ARINC services

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ARINC services include:

  • ACARS – a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite
  • AviNet Global Data Network - formerly known as the ARINC Data Network Service (ADNS)
  • Air/Ground Domestic Voice Service
  • Air/Ground International Voice Service
  • Airport Remote Radio Access System (ARRAS)
  • vMUSE – Multi-User Systems Environment for shared passenger check-in at airports
    • Complies with the Common-Use Terminal Equipment (CUTE) and Common Use Passenger Processing System (CUPPS) standards
  • SelfServ – common use self-service passenger check-in kiosks for Airports
  • OnVoy – Internet-based passenger check-in system for use at off-airport locations such as hotels, cruise ships and convention centers
  • AirVue – Flight Information Display System (FIDS) for airports
    • Also called Electronic Visual Information Display System (EVIDS)
  • AirDB – Airport Operational Database Base (AODB)
  • AirPlan by ARINC - Resource Management System (RMS)
  • VeriPax – Passenger Reconciliation System (PRS) validates passengers at security checkpoints
  • Centralized Flight Management Computer Waypoint Reporting System (CFRS)
  • Satellite Navigation and Air Traffic Control and Landing Systems (SATNAV and ATCALS)
  • ARINC Wireless Interoperable Network Solutions (AWINS) – connects all types of radio and telephone systems including standard UHF and VHF analog radios, mobile digital, voice over IP systems, ship-to-shore, air-ground, standard phones, and push-to-talk cellular.
  • ARINC Border Management Solutions (ABMS) – delivering a full stay management capability, screening all travellers before travel, and managing visitors throughout their stay.[6]
  • In Flight Broadband – offering in-flight connectivity to passengers and crew in conjunction with SwiftBroadband.
  • AviSec – passenger data transfer and Advance Passenger Information System.
  • Advanced Information Management (AIM) User Interface[7]
  • Cybersecurity for Critical Infrastructure[8]

Standards

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The ARINC Standards are prepared by the Airlines Electronic Engineering Committee (AEEC) where aviation suppliers such as Collins Aerospace, GE Aerospace, and Universal Avionics serve as contributors in support of their airline customer base. An abbreviated list follows.

400 Series

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The 400 Series describes guidelines for installation, wiring, data buses, and databases.

  • ARINC 404 defines Air Transport Rack (ATR) form factors for avionics equipment installed in many types of aircraft. It defines air transport equipment cases and racking.[9]
  • ARINC 407 is a manual for Synchro uses in aerospace systems
  • ARINC 424 is an international standard file format for aircraft navigation data.
  • ARINC 429 is the most widely used data bus standard for aviation. Electrical and data format characteristics are defined for a two-wire serial bus with one transmitter and up to 20 receivers. The bus is capable of operating at a speed of 100 kbit/s.

500 Series

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The 500 Series describes older analog avionics equipment used on early jet aircraft such as the Boeing 727, Douglas DC-9, DC-10, Boeing 737 and 747, and Airbus A300.

600 Series

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The 600 Series are reference standards for avionics equipment specified by the ARINC 700 Series

ARINC 628 compliant wireless access point by Lufthansa Technik
  • ARINC 600 is the predominant avionics packaging standard introducing the avionics Modular Concept Unit (MCU)
  • ARINC 604 is a standard and guidance for the purpose of designing and implementing Built-In Test Equipment. The standard also describes the Centralized Fault Display System.[10]
  • ARINC 610B provides guidance for use of avionics equipment and software in simulators.
  • ARINC 608 Design Guidance for Avionics Test Equipment: describes a standard avionics test system concept that will reduce the cost of test and repair of avionic systems.
  • ARINC 615 is a family of standards covering "data loading", commonly used for transferring software and data to or from avionics devices. The ARINC 615 standard covers "data loading" over ARINC 429.
  • ARINC 615A is a standard that covers a "data loading" protocol which can be used over various bus types such as Ethernet, CAN, and ARINC 664.
  • ARINC 618 is a standard that covers a data transmission protocol called "Character Oriented Protocol".
  • ARINC 619 is a standard that covers a data transmission protocol over ARINC 429 called "Bit Oriented Protocol".
  • ARINC 620 is a standard that covers a data transmission protocol called "Datalink Ground System".
  • ARINC 624 is a standard for aircraft onboard maintenance system (OMS). It uses ARINC 429 for data transmission between embedded equipments.
  • ARINC 625 is an Industry Guide For Component Test Development and Management. It provides a standard approach for quality management of Test Procedure Generation within the commercial air transport industry.
  • ARINC 628 is a standard for Cabin Equipment Interfaces
  • ARINC 629 is a multi-transmitter data bus protocol where up to 120 terminals can share the same bus. It is installed on aircraft such as the Boeing 777, Airbus A330 and Airbus A340.[11]
  • ARINC 633 is the air-ground protocol for ACARS and IP networks used for AOC data exchanges between aircraft and the ground.
  • ARINC 635 defines the protocols for the HFDL network of radios used for communication and messaging between aircraft and HF Ground Stations.
  • ARINC 653 is a standard Real Time Operating System (RTOS) interface for partitioning of computer resources in the time and space domains. The standard also specifies Application Program Interfaces (APIs) for abstraction of the application from the underlying hardware and software.
  • ARINC 660 defines avionics functional allocation and recommended architectures for CNS/ATM avionics.
  • ARINC 661 defines the data structures used in an interactive cockpit display system (CDS), and the communication between the CDS and User Applications. The GUI definition is completely defined in binary definition files. The CDS software consists of a kernel capable of creating a hierarchical GUI specified in the definition files. The concepts used by ARINC 661 are similar to those used in user interface markup languages.
  • ARINC 664, known for its implementation as AFDX (Avionics Full-Duplex Switched Ethernet), defines the use of a deterministic Ethernet network as an avionic databus in modern aircraft like the Airbus A380, the Airbus A350, the Sukhoi Superjet 100, the Bombardier CSeries, and the Boeing 787 Dreamliner.
  • ARINC 665 This standard defines standards for loadable software parts and software transport media.
  • ARINC 667 is a Guidance for the Management of Field Loadable Software.
  • ARINC 668 Guidance For Tool and Test Equipment (TTE) Equivalency.

700 Series

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The 700 Series describes the form, fit, and function of avionics equipment installed predominately on transport category aircraft.[12]

  • ARINC 702A defines the Flight Management Systems (FMS)
  • ARINC 704 defines the Inertial Reference System (IRS)
  • ARINC 705 defines the Attitude and Heading Reference System (AHRS)
  • ARINC 707 defines the Radio Altimeter (RALT)
  • ARINC 708 is the standard for airborne weather radar. It defines the airborne weather radar characteristics for civil and military aircraft
  • ARINC 709 defines Distance Measuring Equipment (DME)
  • ARINC 717 defines the acquisition of flight data for recording
  • ARINC 718 describes an Air Traffic Control Transponder (ATCRBS/MODE S)
  • ARINC 724B defines the Aircraft Communications Addressing and Reporting System (ACARS)
  • ARINC 735B defines the Traffic Computer with Traffic Alert and Collision Avoidance System (TCAS)
  • ARINC 738 defines an integrated Air Data Inertial Reference Unit (ADIRU)
  • ARINC 739 is the standard for a Multi-Purpose Control and Display Unit (MCDU) and interfaces.
  • ARINC 740 defines airborne printers
  • ARINC 741 is the standard for a first-generation L-band satellite data unit
  • ARINC 743A defines a GNSS sensor receiver
  • ARINC 744A defines a full-format airborne printer
  • ARINC 746 is the standard for a cabin telecommunications unit, based on Q.931 and CEPT-E1
  • ARINC 747 defines a Flight Data Recorder (FDR)
  • ARINC 750 defines a VHF Digital Radio
  • ARINC 755 defines a Multi-Mode Receiver (MMR) for approach and landing
  • ARINC 756 defines a GNSS Navigation and Landing Unit
  • ARINC 757 defines a Cockpit Voice Recorder (CVR)
  • ARINC 759 defines an Aircraft Interface Device (AID)
  • ARINC 760 defines a GNSS Navigator
  • ARINC 761 is the standard for a second-generation L-band satellite data unit, also called Swift64 by operator Inmarsat
  • ARINC 763 is the standard for a generic avionics file server and wireless access points
  • ARINC 767 defines a combined recorder unit capable of data and voice
  • ARINC 771 is the standard for the second-generation L-Band satellite data unit, also called Certus Broadband for the low Earth orbit (LEO) Iridium NEXT by operator Iridium
  • ARINC 781 is the standard for a third-generation L-band satellite data unit, also called SwiftBroadband (SBB) by operator Inmarsat
  • ARINC 791 defines a first generation of Ku and Ka band satellite data airborne terminal equipment.
  • ARINC 792 defines a second generation of Ku and Ka band satellite data airborne terminal equipment.

800 Series

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The 800 Series comprises a set of aviation standards for aircraft, including fiber optics used in high-speed data buses.[13]

  • ARINC 800 is the first industry standard intended for characterization of aviation-grade high-speed (Gbps) Ethernet links. CABIN CONNECTORS AND CABLES Part 1 to Part 4
  • ARINC 801 through 807 define the application of fiber optics on the aircraft.
  • ARINC 810 is a standard for the integration of aircraft galley inserts and associated interfaces Title: Definition of Standard Interfaces for Galley Insert (GAIN) Equipment, Physical Interfaces.
  • ARINC 811 provides a common understanding of information security concepts as they relate to airborne networks, and provides a framework for evaluating the security of airborne networked systems.
  • ARINC 812 is a standard for the integration of aircraft galley inserts and associated interfaces
  • ARINC 816 defines a database for airport moving maps
  • ARINC 817 defines a low-speed digital video interface
  • ARINC 818 defines a high-speed digital video interface standard developed for high bandwidth, low latency, uncompressed digital video transmission.
  • ARINC 821 is a top-level networking definition describing aircraft domains, file servers and other infrastructure.
  • ARINC 822 is the standard for Gatelink.
  • ARINC 823 is a standard for end-to-end datalink encryption.
  • ARINC 825 is a standard for Controller Area Network bus protocol for airborne use.
  • ARINC 826 is a protocol for avionic data loading over a Controller Area Network bus.
  • ARINC 827 specifies a crate format for electronic distribution of software parts for aircraft.
  • ARINC 828 defines aircraft wiring provisions and electrical interface standards for electronic flight bag (EFB)
  • ARINC 834 defines an aircraft data interface that sources data to Electronic Flight Bags, airborne file servers, etc.
  • ARINC 836 describes modular rack-style aircraft cabin standard enclosures.
  • ARINC 838 provides a standardized XML description for loadable software parts.
  • ARINC 839 is a function definition of airborne manager of air-ground interface communications (MAGIC)
  • ARINC 840 defines the Application Control Interface (ACI) used with an Electronic Flight Bag (EFB)
  • ARINC 841 defines Media Independent Aircraft Messaging
  • ARINC 842 provides guidance for usage of digital certificates on airplane avionics and cabin equipment.

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

ARINC

View on Grokipedia
from Grokipedia
ARINC (Aeronautical Radio, Incorporated) is a historic aviation company founded in 1929 as a licensed coordinator of radio communications services for the burgeoning airline industry, initially owned jointly by major U.S. carriers to ensure reliable air-ground and air-to-air voice and data links. Over its nearly century-long evolution, ARINC expanded beyond communications to become a leading provider of integrated information technology solutions, including airport operations systems, flight management applications, and global networks; its standards are used by more than 10,000 commercial and business aircraft worldwide as of the early 2000s, with estimates reaching 15,000 aircraft by 2022. The company played a pivotal role in standardizing avionics and cabin systems through collaborative industry committees, developing influential specifications that define protocols, interfaces, and equipment characteristics for interoperability and safety in air transport. Key among ARINC's contributions are its technical standards, such as , the most widely adopted data bus protocol for , which enables unidirectional serial communication at 100 kbit/s between systems like , , and displays using a shielded twisted-pair cable. Other notable standards include ARINC 653 for partitioned real-time operating systems in safety-critical applications and ARINC 664 (AFDX) for deterministic Ethernet networking in modern aircraft, ensuring robust data exchange amid the increasing complexity of (IMA). These specifications, formulated by bodies like the Airlines Electronic Engineering Committee (AEEC), have reduced development costs, enhanced reliability, and facilitated global adoption by airlines, manufacturers, and regulators. In 2013, ARINC was acquired by for $1.4 billion, integrating its expertise into broader aerospace portfolios; following ' merger with in 2018, ARINC's legacy operations now form part of under , continuing to deliver services like VHF radio networks and cybersecurity for IT. Today, ongoing ARINC standards development is overseen by the SAE Industry Technologies Consortia (ITC) through its ARINC Industry Activities division, perpetuating the company's influence on sustainable, in amid emerging challenges like connectivity for and electric propulsion systems.

History

Founding and Early Years

Aeronautical Radio, Incorporated (ARINC) was established on December 23, 1929, as a not-for-profit corporation in by four major U.S. airlines—Pacific Air Transport, National Air Transport, Transcontinental Air Transport, and Western Air Express—to coordinate and manage aeronautical radio communications. These founding airlines, precursors to modern carriers like and , pooled resources to create a shared infrastructure that would eliminate the need for each to build and operate individual communication networks, thereby reducing costs and improving efficiency in the burgeoning sector, with initial capitalization of $100,000 from up to 15 air carriers. The initiative was spurred by recommendations from the following public hearings on aviation radio needs, aiming to standardize frequencies and services for reliable air-ground contact. In its early years, ARINC focused on developing ground-to-air radio stations, teletype networks for message relay between airports and dispatch centers, and rudimentary telephony systems to facilitate real-time coordination for flight operations. A key achievement came in with the deployment of the first commercial aeronautical , which spanned major U.S. routes from coast to coast and enabled pilots to communicate directly with ground stations and dispatchers via phone patches—for instance, allowing crews on flights between and Portland to connect to Chicago-based operations. This network supplemented federal facilities and marked a significant step in making safer and more dependable by providing consistent voice and data links across the expanding domestic airway system. During , ARINC expanded its operations under U.S. government contracts to support communications, installing and maintaining radio facilities at numerous global locations, including bases in and . The organization collaborated with the military to enhance VHF radio systems and navigational aids, contributing to the Air Transport Command's efforts and ensuring uninterrupted service for both wartime troop movements and essential civilian flights. By 1945, these expansions positioned ARINC as a vital backbone for recovery.

Growth and Key Milestones

Following , ARINC shifted its focus from radio ground services to engineering and standardization, marking a pivotal expansion into airborne electronics. In 1949, the company facilitated the formation of the Airlines Electronic Engineering Committee (AEEC), a collaborative body comprising airlines and manufacturers dedicated to developing consensus-based standards for electronic systems to ensure and efficiency across the growing commercial fleet. This initiative addressed the increasing complexity of technologies, enabling ARINC to evolve from a communications coordinator into a key player in . The and saw ARINC deepen its involvement in the , contributing to the creation of foundational protocols that supported digital information exchange between aircraft subsystems and ground facilities. The company's engineering efforts aligned closely with major aircraft programs, including integration for the 707, the first commercially successful , where ARINC standards influenced data bus architectures and communication interfaces to meet the demands of transatlantic and long-haul operations. These advancements helped standardize amid rapid technological growth, reducing development costs for airlines and manufacturers while enhancing flight reliability. From the 1970s through the 1990s, ARINC pursued aggressive international growth by establishing subsidiaries to extend its services beyond , including operations in and to support global airline networks. A significant expansion occurred in satellite communications, with ARINC securing contracts in 1990 to equip major U.S. carriers like , , and with aeronautical satellite systems through its Reynolds International subsidiary, enabling voice and data links over oceanic routes. Concurrently, ARINC played a central role in U.S. enhancements by developing the Aircraft Communications Addressing and Reporting System () in 1978, a digital datalink that automated messaging for flight plans, weather updates, and clearances, thereby improving ATC efficiency and reducing voice radio congestion nationwide. Entering the 2000s, ARINC emphasized digital avionics and the buildup of robust global data networks to accommodate surging air traffic and advanced applications like controller-pilot data link communications. By 2010, the company operated more than 100 ground stations worldwide, including VHF and satellite-enabled facilities, forming a comprehensive infrastructure that supported real-time data exchange for thousands of aircraft and facilitated the transition to VHF digital link (VDL) Mode 2 for enhanced enroute coverage. This network expansion underscored ARINC's transformation into a worldwide leader in integrated aviation communications, serving over 11,000 aircraft daily.

Acquisition and Current Ownership

In August 2013, Rockwell Collins announced its agreement to acquire ARINC Incorporated from for $1.39 billion in cash, a move driven by anticipated synergies in , cabin connectivity, and communications services. The transaction was completed on December 23, 2013, at an approximate value of $1.4 billion, marking Rockwell Collins' largest acquisition to date and expanding its portfolio in global information management. Post-acquisition, ARINC's operations were merged into , integrating its engineering, standardization, and communication services to strengthen offerings in aircraft data networks and ground-based solutions. In November 2018, was acquired by Corporation for $30 billion, resulting in the formation of as a unified entity combining with . This was followed by ' merger with Company on April 3, 2020, creating Technologies Corporation (rebranded RTX in 2023), with operating as one of its primary business units focused on aerospace innovations. As of 2025, the ARINC brand endures for legacy services and standards, including ARINC AviNet for global network connectivity and ARINCDirect for flight operations, while its core functions are embedded within Collins Aerospace's broader and digital divisions. The development and publication of ARINC standards continue through SAE International's ARINC Industry Activities, ensuring ongoing industry consensus on protocols. The integration has bolstered research and development efforts in integrated and connectivity, enabling advancements in data-driven systems and enhanced service reliability for airlines and worldwide.

Organization and Activities

Corporate Structure

Following its acquisition by in 2013 and subsequent integration into —a business unit of —ARINC operates under the oversight of 's executive leadership team, including President Troy Brunk, who directs strategic operations across communications and related domains. This hierarchical structure aligns ARINC's activities with RTX's broader portfolio, ensuring coordinated governance and resource allocation while maintaining focus on -specific expertise. ARINC's key divisions include specialized units within Collins Aerospace's Communications, Navigation, and Surveillance (CNS) portfolio, such as engineering services groups dedicated to systems integration and global network operations. The standards secretariat function, previously internal, was transferred to the SAE Industry Technologies Consortia (ITC) as ARINC Industry Activities, supporting collaborative technical oversight without direct operational control. Global operations are centered at legacy facilities in , with international hubs in regions like (e.g., ) and Asia (e.g., ) to facilitate worldwide support. Collins Aerospace, encompassing ARINC's contributions, employs over 80,000 aviation and aerospace specialists worldwide as of 2023, with ARINC's integrated teams focusing on communications and connectivity roles across more than 250 global sites. These professionals collaborate with major original equipment manufacturers (OEMs) such as and on platform integrations, as well as international bodies like the (ICAO) for aligned operational frameworks. Governance for ARINC falls under RTX's corporate policies, including the RTX , which emphasizes ethical practices, risk management, and regulatory compliance enforced by the RTX . This structure ensures adherence to standards from authorities like the (FAA) and (EASA), with ARINC's operations reviewed through Collins Aerospace's leadership and RTX's oversight committees.

Standardization Efforts

ARINC's standardization efforts are primarily driven by industry committees that collaborate to address and needs in . The Airlines Electronic Engineering Committee (AEEC), formed in 1949, serves as the core body for developing technical standards for airborne electronics, meeting biannually to identify airline requirements and coordinate with manufacturers and suppliers. Complementing the AEEC, the Avionics Maintenance Conference (AMC), established in 1950, focuses on maintenance standards by fostering collaboration between airlines and suppliers to resolve operational challenges and improve reliability. For emerging technologies, the Fiber Optics Subcommittee (FOS) develops guidelines and specifications for fiber optic interfaces, components, and testing procedures to support advanced integration. The development process involves submitting non-binding proposals through ARINC Project Initiation/Modification (APIM) documents, which undergo committee review and require a two-thirds approval vote to proceed. These proposals evolve into ARINC Supplements—preliminary, consensus-based documents—that, upon further refinement, become binding ARINC Standards, published by the SAE Industry Technologies Consortia (ITC) since 2014 following the transfer of ARINC Industry Activities assets. By 2025, these efforts have resulted in the maintenance of over 300 ARINC Standards and technical documents that underpin interoperability for more than 10,000 commercial worldwide. Current initiatives emphasize cybersecurity enhancements through the Network Infrastructure, Cybersecurity, and Security Subcommittee, alongside standards supporting sustainable aviation technologies such as energy-efficient systems and reduced emissions via optimized .

Engineering and Communication Services

ARINC provides a range of and communication services tailored to the industry, focusing on operational support rather than standard development. These services encompass global aeronautical networks, ground infrastructure management, and specialized solutions to ensure seamless connectivity and for aircraft operators and manufacturers. At the core of ARINC's offerings are its aeronautical communication networks, including the Aircraft Communications Addressing and Reporting System (), a digital datalink protocol that enables short message transmission between aircraft and using VHF, HF radio, or satellite links. This system supports airline operational communications (AOC) such as flight plans, weather updates, and maintenance reports, with ARINC operating one of the largest private networks worldwide to facilitate these exchanges. Ground station operations are managed through dedicated facilities that handle VHF air-ground radio services for voice and data, ensuring coverage across major airports and enroute areas. Additionally, satellite-based connectivity is provided via solutions like ARINC GLOBALink, which delivers end-to-end datalink management for oceanic and remote flights, integrating with global satellite constellations for reliable coverage. ARINC's engineering services include integration consulting, where experts assist in designing and implementing communication systems compatible with existing architectures, often using platforms like ARINC Integrator to merge legacy and modern data environments. System testing services verify functionality through simulated environments, while certification support involves providing engineering data and documentation for Supplemental Type Certificates (STCs) to meet regulatory requirements from bodies like the FAA. These offerings help manufacturers and operators achieve efficient integration of communication technologies without disrupting flight operations. Key projects highlight ARINC's role in maintaining legacy systems and advancing future capabilities, such as the ongoing support for Type B messaging services, which enable IP-based applications like baggage tracking and real-time operational data exchange over networks. As of 2025, ARINC is developing next-generation IP-based aviation networks through initiatives like over IP (AoIP), which offloads increasing data volumes from traditional VHF/HF channels to IP infrastructure, enhancing efficiency for modern aircraft generating up to 75% more data than predecessors. In September 2025, a ransomware attack on systems disrupted ARINC-related ground operations, including check-in processes at several European airports, highlighting ongoing cybersecurity challenges in IT. These services serve a vast client base, supporting over 15,000 globally across commercial and business sectors, with a strong emphasis on reliability—achieving 99.999% network uptime to minimize disruptions in critical flight operations.

ARINC Standards

Development Process

The development of ARINC standards follows a structured, consensus-based overseen by the Airlines (AEEC) and Airlines (AMC), ensuring broad industry input from airlines, manufacturers, and regulators. The process initiates with problem identification, where an ARINC Proposal to Initiate and/or Modify (APIM) is submitted to address challenges, such as or needs; this proposal is reviewed and approved by committee leadership during open meetings to confirm its relevance to the community. Once approved, working groups—composed of industry experts—draft the standard or supplement through iterative in subcommittees, with drafts circulated at least 30 days in advance of meetings for comment and refinement. Review cycles involve multiple rounds of technical scrutiny, including testing to verify compatibility across systems from different vendors, culminating in a final draft that requires a two-thirds majority vote for adoption by the full committee. A 30-day public comment period follows adoption, allowing stakeholders to provide feedback that may result in minor revisions or supplements; unresolved issues can be appealed via a formal board . The entire process typically spans 2 to 5 years from APIM approval to final , reflecting the need for thorough consensus and testing, though interim supplements can be issued more quickly to address urgent updates while maintaining . Standards are reviewed at least every five years to ensure ongoing relevance. Following ARINC's acquisition by in December 2013, the publication of standards was transferred to the SAE Industry Technologies Consortia (ITC) under the ARINC Industry Activities (IA) program, promoting to documents while preserving ARINC branding and governance. is embedded throughout, with validation achieved via industry consensus, technical reviews, and practical demonstrations such as airline trials for real-world ; for software-related standards, alignment with international regulations like RTCA DO-178 ensures certification compliance.

400 Series

The ARINC 400 Series standards establish foundational guidelines for the physical design, installation, and interfacing of airborne electronic equipment, with a particular emphasis on supporting aeronautical communications hardware such as VHF and HF radio transceivers and associated ground-based infrastructure. These standards ensure , reliability, and ease of integration in by defining form, fit, and function requirements that prevent proprietary designs from hindering industry-wide adoption. Developed through collaborative efforts by airlines and manufacturers under the Airlines Electronic Engineering Committee (AEEC), the series addresses the need for uniform specifications in an era when communications relied heavily on analog radio technologies. Key standards within the 400 Series include ARINC 400, originally issued in the 1950s, which outlines basic specifications for radio equipment packaging and environmental resilience to withstand the rigors of flight operations. Complementing this, ARINC 423 specifies interfaces for teletype systems, enabling reliable text-based data exchange over radio links for operational messaging between and ground stations. These early documents focused on handling, integration, and mechanical mounting to standardize VHF/HF transceivers used for voice communications and initial data transmission. The evolution of the 400 Series reflects advancements in aviation technology, with supplements and revisions incorporating digital modulation techniques to enhance signal efficiency and noise resistance in VHF/HF bands. Later updates facilitated integration with modern Aircraft Communications Addressing and Reporting System (), allowing seamless air-ground data links for flight management and maintenance reporting without overhauling existing radio infrastructure. This progression maintained while adapting to denser air traffic and global operational demands. In practice, the 400 Series standards are applied in the deployment of air-ground voice and data links on commercial , underpinning VHF transceivers for en-route and terminal communications as well as HF systems for oceanic and remote coverage. For instance, they guide the installation of radio units in airframes like the and A320 families, ensuring consistent performance across fleets operated by major airlines. Ground-based communication infrastructure, including radio towers and stations, also adheres to these specs for synchronized interfacing, reducing latency and errors in critical transmissions.

500 Series

The ARINC 500 Series standards provide detailed specifications for analog equipment used in and guidance systems, primarily for older commercial such as the , DC-9, and DC-10. These standards ensure , environmental resilience, and performance consistency for sensors and displays essential to safe flight operations. By defining electrical interfaces, mechanical dimensions, and signal characteristics, the series supports the integration of components from multiple vendors without custom adaptations. Central to the series are specifications for , / receivers, and attitude indicators. ARINC 561 defines the form, fit, and function characteristics for the Air Transport , providing outputs for position, velocity, and attitude data to other systems via dedicated interfaces, enabling dead-reckoning independent of external signals, critical for en-route travel over oceanic or remote areas. ARINC 500 sets requirements for receivers, specifying frequency coverage from 108.00 to 117.95 MHz for VOR and 329.15 to 335.00 MHz for glideslope, with performance metrics for signal sensitivity and selectivity to support accurate course deviation indications. ARINC 540 defines standards for flight displays, including attitude indicators and ground-speed/drift-angle instruments, ensuring reliable visual presentation of data in the . Over time, the 500 Series evolved through supplements in the and beyond to accommodate emerging technologies, notably incorporating interfaces for (GPS) integration. These updates allowed analog systems to interface with digital GPS receivers via protocols like , improving positional accuracy for both en-route navigation and precision approaches without full system replacement. Such enhancements extended the utility of 500 Series equipment in legacy fleets transitioning to satellite-based navigation. In practice, these standards underpin core functions like approaches and VOR-based en-route guidance, remaining relevant for maintenance and retrofits in aircraft not yet upgraded to digital 700 Series equivalents. Their analog focus prioritizes robustness in electromagnetic interference-prone environments, contributing to the of thousands of annual flights on equipped airliners.

600 Series

The 600 Series standards define data buses designed for reliable, low-speed digital data transfer between line-replaceable units (LRUs) in aircraft systems. These standards ensure consistent communication protocols for equipment, enabling efficient exchange of sensor and control data while minimizing and supporting deterministic performance in harsh environments. A key standard within the 600 Series is , first published in 1978, which specifies bipolar return-to-zero (BRZ) encoding, 32-bit word structures, and transmission rates ranging from 12.5 to 100 kbps. The BRZ encoding uses differential signaling over a twisted-pair wire, where a logic '1' is represented by a positive voltage pulse for the first half of the bit period followed by a return to null, and a logic '0' by a negative pulse, enhancing noise immunity. Word transmission occurs asynchronously, with at least four null bits separating consecutive words to allow receiver synchronization. ARINC 429 employs label-based addressing, where the first eight bits of each 32-bit word form a identifying the data type or source, followed by a two-bit source/destination identifier (SDI) for specifying the transmitting or receiving LRU. The remaining bits include 19 data bits (in binary or format), a two-bit /status matrix (SSM) for data validity or units indication, and a single for odd parity error detection. This structure supports unidirectional broadcast from a single transmitter to up to 20 receivers per bus, with no built-in due to its nature. ARINC 429 remains ubiquitous in both legacy and modern commercial for sharing sensor data, such as air data, parameters, and performance metrics, and is integrated into virtually all current production models for core functions. Its simplicity and reliability have made it a foundational protocol, often interfaced with higher-level systems for tasks like flight management and display updates.

700 Series

The ARINC 700 Series standards provide specifications for digital systems, including flight management computers (FMCs), interfaces, and high-speed data links essential for modern operations. These standards define the form, fit, function, and interfaces for installed in current-generation production , enabling integrated , performance optimization, and communication between subsystems. Unlike earlier analog-focused specifications, the 700 Series emphasizes digital processing to support advanced flight automation and data exchange. Key standards within the series include ARINC 702, which outlines the functions of the Flight Management Computer System (FMCS) for commercial . ARINC 702 specifies that the FMCS delivers performance data, computations for and , and database information directly to and flight director systems, facilitating automated flight path management. Complementing this, ARINC 664 Part 7 defines (AFDX), a deterministic Ethernet network protocol that ensures reliable, low-latency data transmission for applications, replacing slower legacy data buses like those in the 600 Series. The evolution of the 700 Series in the incorporated supplements for IP-based networking and optic integration to accommodate increasing data demands in networked . ARINC 664, developed in the early , introduced Ethernet-based architectures with virtual links for bandwidth allocation and , supporting IP protocols over deterministic links to enable scalable, high-speed communications. This shift addressed the limitations of prior copper-based systems by leveraging optics for longer-distance, interference-resistant transmission in complex environments. These standards are critical for systems in advanced aircraft, such as the and 787, where ARINC 664 AFDX serves as the primary avionics backbone for integrating FMC outputs with and sensors. In the A380, AFDX ensures sharing across redundant networks, enhancing safety and efficiency in fully digital flight management. Similarly, the 787 employs ARINC 664 for its System, linking FMCs to interfaces for optimized routing and reduced pilot workload.

800 Series

The 800 Series ARINC standards establish guidelines for displays, cabin management, and passenger (IFE) systems by defining enabling technologies for high-speed networked environments. These specifications focus on interconnectivity, data transmission, and interface protocols to support non-critical systems, emphasizing reliability in harsh conditions. Unlike flight-critical covered in other series, the 800 Series prioritizes scalable networking for passenger comfort and operational efficiency in cabin settings. Key standards within the series include ARINC 801, which specifies fiber optic connectors and termini for high-speed data buses in cabin networks, enabling robust transmission of multimedia content across aircraft interiors. ARINC 818 defines the Avionics Digital Video Bus (ADVB) protocol for low-latency, uncompressed digital video interfaces, facilitating high-bandwidth video distribution to displays in both cockpit and cabin applications. Additionally, ARINC 810 outlines standard interfaces for galley insert equipment, supporting cabin management functions such as power and signal distribution for integrated systems. These standards ensure interoperability among components from various manufacturers, reducing integration costs for airlines. In the , the series evolved to incorporate advancements like touchscreens and wireless connectivity, with ARINC 818-2 (released in 2013) introducing support for link rates up to 32 times fiber channel speeds and enhanced features for high-resolution sensors and displays. This update addressed growing demands for interactive IFE, allowing seamless integration of wireless access points backed by Ethernet cabling defined in ARINC 800. Such developments have enabled more dynamic cabin experiences, including real-time content streaming without compromising system performance. Applications of the 800 Series are prominent in premium cabins, where ARINC 801 fiber optics and ARINC 818 video interfaces support seat electronics for personalized distribution, such as video-on-demand and interactive controls. For instance, these standards facilitate high-definition content delivery to passenger screens while integrating with cabin management units for , , and entertainment control, enhancing overall passenger satisfaction on long-haul flights.

Post-800 Series Developments

The post-800 series developments in ARINC standards represent an extension to address modern challenges, particularly in (IMA) architectures and data security, enabling more efficient, secure, and scalable systems beyond the hardware-focused interfaces of earlier series. These advancements support the shift toward software-defined , where partitioning and facilitate the integration of diverse applications on shared platforms while maintaining levels for safety-critical operations. By prioritizing interoperability and robustness against emerging threats, these standards bridge gaps in legacy protocols, accommodating the in design and operations. A cornerstone of these developments is , which specifies the avionics application software standard interface for real-time operating systems (RTOS), emphasizing time and to isolate faults and ensure deterministic behavior in safety-critical environments. This partitioning mechanism divides the processor into independent modules (partitions) that execute concurrently without interference, allowing multiple applications of varying criticality to share hardware resources while meeting aviation certification requirements like . Widely adopted in IMA systems, ARINC 653's APEX (APplication/EXecutive) interface provides essential services such as process management, inter-partition communication, and health monitoring, with supplements extending capabilities for multicore processors and enhanced . Complementing this, standardizes cockpit display systems through a platform-independent using XML-based widget libraries and markup language (UIML), decoupling display logic from underlying hardware to reduce development costs and accelerate upgrades. It defines reusable graphical elements (e.g., buttons, gauges, and maps) and their behaviors, enabling user applications to interact with displays via a common protocol while supporting scalability for high-resolution, touch-enabled interfaces in modern s. This approach minimizes and facilitates , with Part 2 specifying the UIML for defining structure, style, and content. ARINC 633 further advances flight operations by defining standardized message exchange formats for aeronautical operational control (AOC) communications, including air-ground for monitoring and optimization in operations. It provides for messages covering , maintenance reporting, and performance , ensuring across diverse systems and ground infrastructure to improve efficiency and . This standard supports the transmission of operational metrics, such as fuel usage and dispatch reliability, over networks like or IP-based links. In the 2020s, ARINC standards have increasingly emphasized cybersecurity, with ARINC 852 providing guidance for event logging in IP-based avionics environments to detect and respond to threats like unauthorized access or data tampering. This involves standardized logging of events, timestamps, and trails compliant with broader frameworks like RTCA DO-326A, enabling forensic and compliance with evolving regulations. Updates to related standards, such as ARINC 822A-1 for on-ground wireless communications, incorporate enhanced protocols like and to protect aircraft networks during ground operations. As of 2024, ARINC 653 Part 2 was updated in December to specify extensions for evolving needs, and the AEEC initiated projects including updates to ARINC 702A for increased AOC capacity, along with new APIMs for standards like ARINC 679 defining aircraft-installed server units. These standards have found application in next-generation aircraft, including the , where enables IMA partitioning for integrated flight controls and , addressing limitations in legacy series by supporting software reusability and reduced wiring complexity for . Adoption in such platforms demonstrates their role in enhancing system reliability and adaptability to future operational needs.

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