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mechanical information for each flight, speeding fault reporting, and ensuring compliance with crew duty limitations.
ELB marks a logical and crucial first step towards a truly paperless cockpit; however, its usefulness depends on its ability to
communicate with ground systems. And although the amount of information an ELB exchanges with the ground pales in
comparison with other aircraft applications (like engine trending and other EFB applications), the volume of data is still too
large to be cost-efficiently handled by the existing ACARS service. With the timeliness of performance data becoming
increasingly critical to flight and aircraft operation, these applications highlight the need for always-on broadband
connectivity.
4 POSITIONING PAPER
The advent of new cockpit IT systems and
applications
© SITA 2009
NEW GENERATION COCKPIT IT INTEGRATION 5
Today airlines exchange data between aircraft and ground networks via the Aircraft Communications Addressing and
Reporting System (ACARS).
Developed over 20 years ago to replace voice radio reporting of basic aircraft movements (push-back, take-off, landing,
parking, etc.), ACARS has reduced pilot use of voice radio for airline operations by a factor of ten. But because ACARS can
only transport short messages, the system has not enabled airlines to phase out paper-based flight briefing and logbook
reporting processes.
While it has served the industry well, more tightly integrated aircraft systems, growing data volumes and the increasing
criticality of applications have stretched the ACARS service to its limits. New generation cockpit IT systems will take aircraft
communications to a whole new level, using higher capacity aircraft-ground links to upload data such as graphical weather
maps and download complex information on aircraft and flight performance.
While the many advantages of new generation systems might suggest a strong and steady migration away from ACARS
and towards IP, in reality these two environments will coexist for many years to come (see inset).
But even if the underlying objectives of ACARS and IP-based communications are similar, the way in which these services
are provided is vastly different. That’s why it’s important that airlines are able to manage ACARS and IP links to their aircraft
using a single platform.
When will ACARS be phased out?
Aircraft manufacturers will take time to migrate ACARS functions to new IP platforms, and it will be costly to retrofit existing
fleets. As a result, many new aircraft types – for example, current designs for the Airbus A350 – will still include an ACARS
communication module. Airbus and Boeing are expected to continue to deliver new aircraft types which use the ACARS
service until at least 2020, while existing aircraft models will continue to be delivered with ACARS applications until their end
of their production life but the data will move to IP links.
Migrating towards advanced cockpit data
communications
© SITA 2009
Traditional aircraft cockpit communications
Classic
Satcom
Classic
Satcom
Broadband
Satcom
Airport
Wireless
ACARS ACARS IP
VHF
VHF
New generation cockpit communications
The extent to which airlines benefit from new cockpit IT systems will depend on
how each of them implements and exploits new applications, and how
successfully they integrate new systems with existing infrastructure.
 Integrating cockpit IT into airline IT environments
As with airport IT domains, airlines need to tightly integrate cockpit IT systems with their central IT networks. However,
unlike airport IT systems, cockpit systems pose unique constraints that complicate the integration of the Internet
technologies incorporated in onboard systems. Some are the direct result of strict regulations governing all aspects
aircraft maintenance and flight operations. Others are the product of assumptions made by airframers in the design of
new generation aircraft, which envisioned an environment of ubiquitous connectivity over readily available infrastructure –
a situation which is not the case today.
 Using generic commercial technologies
As in other industries, the trend towards using commercial-off-the-shelf (COTS) technologies whenever possible is
pervading the airline sector. Airlines expect new generation cockpit IT systems to take advantage of proven COTS
technologies (like IP, Wi-Fi, satellite broadband, PCs, etc) – with an evolutionary path to future technologies as these
become available. But because generic technologies were not designed with airline operations in mind, adapting them
to cockpit IT systems while compensating for the unique complexities that characterize the air transport industry is far
　
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