Aircraft Communications Addressing and Reporting System

Aircraft Communications Addressing and Reporting System (ACARS) is a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite. The protocol, which was designed by ARINC to replace their VHF voice service and deployed in 1978, uses telex formats. SITA later augmented their worldwide ground data network by adding radio stations to provide ACARS service. Over the next 20 years, ACARS will be superseded by the Aeronautical Telecommunications Network (ATN) protocol for Air Traffic Control communications and by the Internet Protocol for airline communications.

History of ACARS

Prior to the introduction of datalink, all communication between the aircraft (i.e., the flight crew) and personnel on the ground was performed using voice communication. This communication used either VHF or HF voice radios, which was further augmented with SATCOM in the early 1990s. In many cases, the voice-relayed information involves dedicated radio operators and digital messages sent to an airline teletype system or its successor systems.

Introduction of ACARS systems

The Engineering Department at Aeronautical Radio, Inc (ARINC), in an effort to reduce crew workload and improve data integrity, introduced the ACARS system in July 1978. The first day operations saw about 4000 transactions. A few experimental ACARS systems were introduced earlier but ACARS did not start to get any widespread use by the major airlines until the 1980s.

The original ARINC development team was headed by Crawford Lane and included Betty Peck, a programmer, and Ralf Emory, an engineer. The terrestrial central site, a pair of Honeywell Level 6 minicomputers, (AFEPS) software was developed by subcontractor, Eno Compton of ECOM, Inc.

Although the term ACARS is often taken into context as the datalink avionics line-replaceable unit installed on the aircraft, the term actually refers to a complete air and ground system. The original meaning was Arinc Communications Addressing and Reporting System http://www.arinc.com/downloads/product_collateral/acars_first_datasheet.pdf . Later, the meaning was changed to Airline Communications, Addressing and Reporting System.

On the aircraft, the ACARS system was made up of an avionics computer called an ACARS Management Unit (MU) and a Control Display Unit (CDU). The MU was designed to send and receive digital messages from the ground using existing VHF radios.

On the ground, the ACARS system was made up of a network of radio transceivers, managed by a central site computer called AFEPS (Arinc Front End Processor System), which would receive (or transmit) the datalink messages, as well as route them to various airlines on the network.

The initial ACARS systems were designed to ARINC Characteristic 597. This was later upgraded in the late 1980s by the publication of ARINC Characteristic 724. ARINC 724 is intended for aircraft installed with avionics supporting digital data bus interfaces. ARINC 724 was updated to the current standard ARINC Characteristic 724B, which is the predominate standard for all digital aircraft. With the introduction of ARINC 724B, the ACARS MUs were also coupled with industry standard protocols for operation with flight management system MCDUs (ARINC 739), and printers (ARINC 740 and ARINC 744). The ACARS MU has been since expanded to server broader needs using a Communications Management Unit (CM) defined by ARINC Characteristic 758. Today new aircraft designs integrate CM functions in Integrated Modular Avionics (IMA). ARINC Standards are prepared by the Airlines Electronic Engineering Committee (AEEC).

OOOI events

One of the initial applications for ACARS was to automatically detect and report changes to the major flight phases (Out of the gate, Off the ground, On the ground, and Into the gate); referred to in the industry, as OOOI. These OOOI events were determined by algorithms in the ACARS MUs that used aircraft sensors (such as doors, parking brake and strut switch sensors) as inputs. At the start of each flight phase, the ACARS MU would transmit a digital message to the ground containing the flight phase, the time at which it occurred, and other related information such as fuel on board or origin and destination. These messages were primarily used to automate the payroll functions within an airline, where flight crews were paid different rates depending on the flight phase.

Flight management system Interface

In addition to detecting events on the aircraft and sending messages automatically to the ground, initial systems were expanded to support new interfaces with other on-board avionics. During the late 1980s and early 1990s, a datalink interface between the ACARS MUs and Flight management systems (FMS) was introduced. This interface enabled flight plans and weather information to be sent from the ground to the ACARS MU, which would then be forwarded to the FMS. This feature gave the airline the capability to update FMSs while in flight, and allowed the flight crew to evaluate new weather conditions, or alternative flight plans.

Maintenance Data Download

It was the introduction in the early 1990s of the interface between the FDAMS / ACMS systems and the ACARS MU that resulted in datalink gaining a wider acceptance by airlines. The FDAMS / ACMS systems which analyze engine, aircraft, and operational performance conditions, were now able to provide performance data to the airlines on the ground in real time using the ACARS network. This reduced the need for airline personnel to go to the aircraft to off-load the data from these systems. These systems were capable of identifying abnormal flight conditions and automatically sending real-time messages to an airline. Detailed engine reports could also be transmitted to the ground via ACARS. The airlines used these reports to automate engine trending activities. This capability enabled airlines to better monitor their engine performance and identify and plan repair and maintenance activities.

In addition to the FMS and FDAMS interfaces, the industry started to upgrade the on-board Maintenance Computers in the 1990s to support the transmission of maintenance related information real-time through ACARS. This enabled airline maintenance personnel to receive real-time data associated with maintenance faults on the aircraft. When coupled with the FDAMS data, airline maintenance personnel could now start planning repair and maintenance activities while the aircraft was still in flight.

Interactive Crew Interface

All of the processing described above is performed automatically by the ACARS MU and the associated other avionics systems, with no action performed by the flight crew. As part of the growth of the ACARS functionality, the ACARS MUs also interfaced directly with a control display unit (CDU), located in the cockpit. This CDU, often referred to as an MCDU or MIDU, provides the flight crew with the ability to send and receive messages similar to today’s email. To facilitate this communication, the airlines in partnership with their ACARS vendor, would define MCDU screens that could be presented to the flight crew and enable them to perform specific functions. This feature provided the flight crew flexibility in the types of information requested from the ground, and the types of reports sent to the ground.

As an example, the flight crew could pull up an MCDU screen that allowed them to send to the ground a request for various weather information. Upon entering in the desired locations for the weather information and the type of weather information desired, the ACARS would then transmit the message to the ground. In response to this request message, ground computers would send the requested weather information back to the ACARS MU, which would be displayed and/or printed.

Airlines began adding new messages to support new applications (Weather, Winds, Clearances, Connecting Flights, etc.) and ACARS systems became customized to support airline unique applications, and unique ground computer requirements. This results in each airline having their own unique ACARS application operating on their aircraft. Some airlines have more than 75 MCDU screens for their flight crews, where other airlines may have only a dozen different screens. In addition, since each airline’s ground computers were different, the contents and formats of the messages sent by an ACARS MU were different for each airline.

In the wake of the crash of Air France Flight 447, there has been discussion about making the ACARS into an "online-black-box." If such a system were in place, it would avoid the loss of data due to: (1) black-box destruction, and (2) inability to locate the black-box following loss of the aircraft. However the cost of this, due to the high bandwidth requirements, would be excessive and there have been very few incidents where the black boxes were not recoverable.

How it works

A person or a system on board may create a message and send it via ACARS to a system or user on the ground, and vice versa. Messages may be sent either automatically or manually.

VHF subnetwork

A network of VHF ground radio stations ensure that aircraft can communicate with ground end systems in real-time from practically anywhere in the world. VHF communication is line-of-sight, and provides communication with ground-based transceivers (often referred to as Remote Ground Stations or RGSs). The typical range is dependent on altitude, with a 200-mile transmission range common at high altitudes. Thus VHF communication is only applicable over landmasses which have a VHF ground network installed.

A typical ACARS VHF transmission.

Mode	A
Aircraft	B-18722
Ack	NAK
Block id	2
Flight	CI5118
Label	B9
Msg No.	L05A
Message	/KLAX.TI2/024KLAXA91A1

SATCOM and HF subnetworks

SATCOM provides worldwide coverage, with the exception of operation at the high latitudes (such as needed for flights over the poles). HF datalink is a relatively new network whose installation began in 1995 and was completed in 2001. HF datalink is responsible for new polar routes. Aircraft with HF datalink can fly polar routes and maintain communication with ground based systems (ATC centers and airline operation centers). ARINC is the only service provider for HF datalink.

Datalink message types

ACARS messages may be of three types:

• Air Traffic Control (ATC)
• Aeronautical Operational Control (AOC)
• Airline Administrative Control (AAC)

ATC messages are used to communicate between the aircraft and Air traffic control. These messages are defined in ARINC Standard 623. ATC messages are used by aircraft crew to request clearances, and by ground controllers to provide those clearances.

AOC and AAC messages are used to communicate between the aircraft and its base. These messages are either standardized according ARINC Standard 633 or defined by the users, but must then meet at least the guidelines of ARINC Standard 618. Various types of messages are possible, and these include fuel consumption, engine performance data, aircraft position, as well as free text data.

Example transmissions

Departure delay downlink

A pilot may want to inform his flight operations department that departure has been delayed by Air Traffic Control (ATC). The pilot would first bring up a CMU MCDU screen that allows him to enter the expected time of the delay and the reason for the delay. After entering the information on the MCDU, the pilot would then press a “SEND” key on the MCDU. The CMU would detect the SEND key being pushed, and would then generate a digital message containing the delay information. This message may include such information as aircraft registration number, the origination and destination airport codes, the current ETA before the delay and the current expected delay time. The CMU would then send the message to one of the existing radios (HF, SATCOM or VHF, with the selection of the radio based on special logic contained within the CMU). For a message to be sent over the VHF network, the radio would transmit the VHF signals containing the delay message. This message is then received by a VHF Remote Ground Station (RGS).

The majority of ACARS messages are typically only 100 to 200 characters in length. Such messages are made up of a one-block transmission from (or to) the aircraft. One ACARS block is constrained to be no more than 220 characters within the body of the message. For downlink messages which are longer than 220 characters, the ACARS unit will split the message into multiple blocks, transmitting each block to the RGS (there is a constraint that no message may be made up of more than 16 blocks). For these multi-block messages, the RGS collects each block until the complete message is received before processing and routing the message. The ACARS also contains protocols to support retry of failed messages or retransmission of messages when changing service providers.

Once the RGS receives the complete message, the RGS forwards the message to the datalink service provider's (DSP) main computer system. The DSP ground network uses landlines to link the RGS to the DSP. The DSP uses information contained in their routing table to forward the message to the airlines or other destinations. This table is maintained by the DSP and identifies each aircraft (by tail number), and the types of messages that it can process. (Each airline must tell its service provider(s) what messages and message labels their ACARS systems will send, and for each message, where they want the service provider to route the message. The service provider then updates their routing tables from this information.) Each type of message sent by the CMU has a specific message label, which is contained in the header information of the message. Using the label contained in the message, the DSP looks up the message and forwards to the airline’s computer system. The message is then processed by the airline’s computer system.

This processing performed by an airline may include reformatting the message, populating databases for later analysis, as well as forwarding the message to other departments, such as flight operations, maintenance, engineering, finance or other organizations within an airline. In the example of a delay message, the message may be routed via the airline’s network to both their operations department as well as to a facility at the aircraft’s destination notifying them of a potential late arrival.

The transmission time from when the flight crew presses the send key to send the message, to the time that it is processed within an airline’s computer system varies, but is generally on the order of 6 to 15 seconds. The messages that are sent to the ground from the CMU are referred to as a downlink message.

Weather report uplink

For a message to be transmitted to the aircraft (referred to as an uplink message), the process is nearly a mirror image of how a downlink is sent from the aircraft. For example, in response to an ACARS downlink message requesting weather information, a weather report is constructed by the airline’s computer system. The message contains the aircraft registration number in the header of the message, with the body of the message containing the actual weather information. This message is sent to the DSP's main computer system.

The DSP transmits the message over their ground network to a VHF remote ground station in the vicinity of the aircraft. The remote ground station broadcasts the message over the VHF. The on-board VHF radio receives the VHF signal and passes the message to the CMU (with the internal modem transforming the signal into a digital message). The CMU validates the aircraft registration number, and processes the message.

The processing performed on the uplink message by the CMU depends on the specific airline requirements. In general, an uplink is either forwarded to another avionics computer, such as an FMS or FDAMS, or is processed by the CMU. For messages (such as a weather report uplink) destined for the CMU, the flight crew can go to a specific MCDU screen which contains a list of all of the received uplink messages. The flight crew can then select the weather message, and have the message viewed on the MCDU. The ACARS unit may also print the message on the cockpit printer (either automatically upon receiving the message or upon flight crew pressing a PRINT prompt on the MCDU screen).

FDAMS message downlink

Messages are sent to the ground from other on-board systems in a similar manner as the delay message example discussed previously. As an example, an FDAMS system may have a series of algorithms active to monitor engine exceedance conditions during flight (such as checking engine vibration or oil temperature exceeding normal operating conditions). The FDAMS system, upon detecting such an event, automatically creates an engine exceedance condition message, with applicable data contained within the body of the message. The message is forwarded to the CMU, using what is referred to as ARINC 619 data protocols. The CMU would then transmit the message to the ground. In this case, the service provider routing table for an engine exceedance message is typically defined to have the message routed directly to an airline’s maintenance department. This enables airline maintenance personnel to be notified of a potential problem, in real time.

There are three major components to the ACARS datalink system:

• Aircraft equipment
• Service provider
• Ground processing system

Aircraft equipment

The heart of the datalink system on board the aircraft is the ACARS Management Unit (MU). The older version of MU is defined in ARINC Characteristic 724B. Newer versions are referred to as the Communications Management Unit (CMU) and are defined in ARINC Characteristic 758.

Aircraft equipment consists of airborne end systems and a router. End systems are the source of ACARS downlinks and the destination for uplinks. The MU/CMU is the router. Its function is to route a downlink by means of the most efficient air-ground subnetwork. In many cases, the MU/CMU also acts as an end system for AOC messages.

Typical airborne end systems are the Flight Management System (FMS), datalink printer, maintenance computer, and cabin terminal. Typical datalink functions are:

• FMS - sends flight plan change requests, position reports, etc. Receives clearances and controller instructions.
• Printer - as an end system, can be addressed from the ground to automatically print an uplink message.
• Maintenance Computer - downlinks diagnostic messages. In advanced systems, in-flight troubleshooting can be conducted by technicians on the ground by using datalink messages to command diagnostic routines in the maintenance computer and analyzing downlinked results.
• Cabin Terminal - Often used by flight attendants to communicate special needs of passengers, gate changes due to delays, catering, etc.

ACARS messages are transmitted over one of four air-ground subnetworks.

• VHF is the most commonly used and least expensive. Transmission is line-of-sight so VHF is not available over the oceans.
• SATCOM provides worldwide coverage (except in polar regions) by means of the Inmarsat satellite network. It is a fairly expensive service.
• HF is a more recently established subnetwork. Its purpose is to provide coverage in the polar regions where SATCOM coverage is unreliable.
• Iridium became usable for ACARS transport in 2007. Iridium is a constellation of 66 low Earth orbit satellites that provides excellent coverage in the polar regions.

The router function built into the MU/CMU determines which subnetwork to use when routing a message from the aircraft to the ground. The airline operator provides a routing table that the CMU uses to select the best subnetwork.

Datalink Service Provider

The role of the datalink service provider (DSP) is to deliver a message from the aircraft to the ground end system, and vice versa.

Because the ACARS network is modeled after the point-to-point telex network, all messages come to a central processing location. The DSP routes the message to the appropriate end system using its network of land lines and ground stations. Before the days of computers, messages would come in to the central processing location and be punched to paper tape. The tape would be physically carried to the machine connected to the intended destination. Today the routing function is done by computer, but the model remains the same.

There are currently two primary service providers of ground networks in the world (ARINC and SITA), although specific countries have implemented their own network, with the help of either ARINC or SITA. ARINC operates a worldwide network and has also assisted the CAAC in China, as well as Thailand and South America with the installation of VHF networks. SITA has operated the network in Europe, Middle East, South America and Asia for many years. They have also recently started a network in the US to compete with ARINC.

Until recently, each area of the world was supported by a single service provider. This is changing, and both ARINC and SITA are competing and installing networks that cover the same regions.

Ground End System

The ground end system is the destination for downlinks, and the source of uplinks. Generally, ground end systems are either government agencies such as CAA/FAA, an airline operations headquarters, or in the case of small airlines or general aviation consumers, a subscription based solution. CAA end systems provide air traffic services such as clearances. Airline and general aviation operations provide information necessary for operating the airline or flight department efficiently, such as gate assignments, maintenance, passenger needs, etc. In the early history of ACARS most airlines created their own host systems for managing their ACARS messages. Commercial off-the-shelf products are now widely available to manage the ground hosting.

ARINC Specifications

Much of the processing performed by the CMU as well as basic requirements of the hardware are defined by ARINC specifications. The following is a list of the major ARINC specifications that define standards that govern many aspects of ACARS systems:

ARINC documents and their specifications

ARINC 607	Design Guidance for Avionics Equipment. Includes definition of Aircraft Personality Module (APM), required for ARINC 758 CMU installation.
ARINC 429	Specification for receiving and broadcasting ARINC 429 broadcast data (data transfer between avionics LRUs). ARINC 429 is the one way communication data bus (one pair of data bus use for transmit data and another pair of data bus use for receive data)
ARINC 618	Defines the air / ground protocols for communicating between the ACARS / CMU and VHF ground systems. Also defines the format of the ACARS messages sent by the ACARS / CMU as well as received by the ACARS CMU. The format of this message is called a Type A message. This characteristic has been updated to define the future VDL Mode 2 AOA operation.
ARINC 619	Defines the protocols for the ACARS / CMU to use to transfer file data between other avionics in the aircraft. ARINC 619 covers file protocols that are used to interface with FMS, FDAMS, Cabin Terminal, Maintenance Computers, SATCOM systems and HF Voice Data Radios.
ARINC 620	Defines ground-to-ground communication protocols. This includes the message format of messages routed between a service provider and an airline or other ground system. This is referred to as a Type B message (the air/ground Type A message is reformatted to a Type B message for ground transmissions).
ARINC 622	Describes the processing associated with sending ATC application messages over today’s ACARS links (including ARINC 623 ATC messages).
ARINC 623	This characteristic identifies ATC related messages that can be generated or received by an ACARS MU / CMU system (does not include FANS-1 or FANS-A messages that are processed by the FMS)
ARINC 629	Specification for a bi-directional data bus for sending and receiving data between multiple avionics LRUs. The specification was initially developed for use on Boeing 777 commercial airplanes, but was published as an ARINC industry standard in 1999.
ARINC 631	Specification for VHF Data Link (VDL) Mode 2. This specification provides general and specific design guidance for the development and installation of the protocols needed to exchange bit-oriented data across an air-ground VHF Digital Link (VDL) in an Open System Interconnection (OSI) environment.
ARINC 724B	Specification for an ACARS MU for ARINC 724B wiring.
ARINC 739	Specification for interfacing with Multi-purpose Cockpit Display Units
ARINC 740	Specification for interfacing to cockpit Printers.
ARINC 744
ARINC 758	Specification for a CMU relative to ARINC 758 wiring. This specification actually identifies various levels of functionality, these defining future growth phases for the CMU. Initial CMU systems which perform today’s ACARS functions are classified as Level OA.
ARINC 823	Two-part specification that defines a security framework for protecting ACARS datalink messages exchanged between aircraft and ground systems. Security services include confidentiality, data integrity, and message authentication. Part 1, ACARS Message Security (AMS), specifies the security protocol, and Part 2, Key Management, specifies life-cycle management of the cryptographic keys necessary for secure and proper operation of AMS.

Acronyms and Glossary

It has been rumored that the introduction of datalink into the airline industry originated as part of a contest to see how many acronyms could be developed around a specific technology. Whether this is true or not, the industry is at the point where acronyms are now nested within acronyms. For example, AOA is an acronym for ACARS Over AVLC, where AVLC itself is an acronym for Aviation VHF Link Control and VHF is also an acronym for Very High Frequency.

ACARS 

Aircraft Communications Addressing and Reporting System

ACMS 

Aircraft Condition Monitoring System

AMS 

ACARS Message Security, as specified in ARINC 823

AOA 

ACARS Over AVLC. With the introduction of VDL Mode 2, the ACARS protocols were modified to take advantage of the higher data rate made possible by Mode 2. AOA is an interim step in replacing the ACARS protocols with ATN protocols.

ATN  

Aeronautical Telecommunications Network. As air traffic increases, ACARS will no longer have the capacity or flexibility to handle the large amount of datalink communications. ATN is planned to replace ACARS in the future and will provide services such as authentication, security, and a true internetworking architecture. Europe is leading the US in the implementation of ATN.

AVLC 

Aviation VHF Link Control. A particular protocol used for aeronautical datalink communications.

CDU 

Control Display Unit

CMF 

Communications Management Function. The software that runs in a CMU, and sometimes as a software partition in an integrated avionics computer.

CMU 

Communications Management Unit. Successor to the MU, the CMU performs similar datalink routing functions, but has additional capacity to support more functions. CMU standards are defined in ARINC Characteristic 758.

FDAMS 

Flight Data Acquisition and Management System

FMS 

Flight Management System. FMS standards are defined in ARINC Characteristic 702 and 702A.

HFDL 

High Frequency Data Link is an ACARS communications media used to exchange data such as Airline Operational Control (AOC) messages, Controller Pilot Data Link Communication (CPDLC) messages and Automatic Dependent Surveillance (ADS) messages between aircraft end-systems and corresponding ground-based HFDL ground stations.

HF 

High Frequency. A portion of the RF spectrum.

LRU 

Line Replaceable Unit. An avionics "black box" that can be replaced on the flight line, without downing the aircraft for maintenance.

MCDU 

Multifunction Control Display Unit. A text-only device that displays messages to the aircrew and accepts crew input on an integrated keyboard. MCDU standards are defined in ARINC Characteristic 739. MCDUs have seven input ports and can be used with seven different systems, such as CMU or FMS. Each system connected to an MCDU generates its own display pages and accepts keyboard input, when it is selected as the system controlling the MCDU.

MIDU 

Multi-Input Interactive Display Unit (often used as a third cockpit CDU).

MU 

Management Unit. Often referred to as the ACARS MU, this is an avionics LRU that routes datalink messages to and from the ground.

OOOI 

Shorthand for the basic flight phases—Out of the gate, Off the ground, On the ground, In the gate.

POA 

Plain Old ACARS. Refers to the set of ACARS communications protocols in effect before the introduction of VDL Mode 2. The term is derived from POTS (Plain old telephone service) that refers to the wired analog telephone network.

SATCOM 

Satellite Communications. Airborne SATCOM equipment includes a satellite data unit, high power amplifier, and an antenna with a steerable beam. A typical SATCOM installation can support a datalink channel as well as several voice channels.

VDL 

VHF Data Link

VHF 

Very High Frequency. A portion of the RF spectrum, defined as 30 MHz to 300 MHz.

GIS and Data Discovery

• In 2002, ACARS was added to the NOAA Observing System Architecture. NOSA provides near real time WMS maps and an ID search from the NOSA homepage.

See also

• Acronyms and abbreviations in avionics
• SELCAL

External links

• ARINC, inventors of ACARS
• acarsd, free ACARS decoder software for Linux/Windows
• ACARS on NOSA
• ARINC Standards Document List, list and describe the ARINC standards