Pilot's Guide to Avionics 2015-16 Edition - 70

Advertisers Index
Accord Technology. . . . . . . . . . . . . . . . . . . 23
Appareo Systems. . . . . . . . . . . . . . . . . . . . 49
Applied Avionics. . . . . . . . . . . . . . . . . . 34-35
Aspen Avionics. . . . . . . . . . . . . . . . . . . . . . 17
Astronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Autopilots Central Inc. . . . . . . . . . . . . . . . . 50
Avidyne. . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Avionics Shop . . . . . . . . . . . . . . . . . . . . . . 55
BendixKing . . . . . . . . . . . . . . . . . . . . . . . . . 63
Bose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
CE Avionics . . . . . . . . . . . . . . . . . . . . . . . . 44
Cincinnati Avionics . . . . . . . . . . . . . . . . . . . 62
Cobham . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Corporate Angel Network . . . . . . . . . . . . . 71
Corvallis Aero Service . . . . . . . . . . . . . . . . 58
DAC International. . . . . . . . . . . . . . . . . . . . . 9
Duncan Aviation . . . . . . . . . . . . . Back Cover
Ellison Avionics Services . . . . . . . . . . . . . . 62
Executive AutoPilots . . . . . . . . . . . . . . . . . 64
Flight Display Systems . . . . . . . . . . . . . . . 19
FLYING Magazine. . . . . . . . . . . . . . . . . . . 65
FreeFlight Systems . . . . . . . . . . . . . . . . . . 38
Garmin . . . . . . . . . . . . . . . Inside Front Cover
GlobalParts.aero . . . . . . . Inside Back Cover
ICG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Kelly Manufacturing . . . . . . . . . . . . . . . . . . 45
L-3 Aviation Products. . . . . . . . . . . . . . . . . . 1
MarketLift . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Mid-Continent Instruments and Avionics. . 25
Pacific Southwest Instruments . . . . . . . . . . 5
Port City Air . . . . . . . . . . . . . . . . . . . . . . . . 50
PS Engineering . . . . . . . . . . . . . . . . . . . . . 33
Rotorcraft Support Inc.. . . . . . . . . . . . . . . . 44
Sandel Avionics . . . . . . . . . . . . . . . . . . . . . 55
Sporty's Pilot Shop. . . . . . . . . . . . . . . . . . . 43
TGH Aviation . . . . . . . . . . . . . . . . . . . . . . . 80
Trig Avionics . . . . . . . . . . . . . . . . . . . . . . . . 59
True Blue Power . . . . . . . . . . . . . . . . . . . . . 3

NEXTGEN'S NEXT TECHNOLOGY
Continued from page 69

day. Reliable datalink position reports allowed ATC to shrink the
protective airspace bubble, making room for 500 or so flights
each day.
CPDLC is on the NextGen to-do list, but the FAA hasn't yet
published its timeline, said Harpster, but the European Aviation
Safety Agency and ICAO have a number of them. In Europe, the
VHF datalink system is called Datalink 2000+. It is the primary
link in the Single European Sky rule adopted in 2009. There has
been a datalink exemption for some aircraft, he explained, but
operators still need CPDLC to get across the North Atlantic.
As of February 2015, aircraft will need FANS, with 4 nautical
mile RNP, to access any North Atlantic OTS route, and the two
center routes, the most desirable, will have half-tracks. Aircraft
not equipped to FANS standards can still fly outside the OTS
routes - until 2017, when it will be required for all aircraft in
the North Atlantic between FL350 and FL390. In 2020, when
the FAA's ADS-B mandate arrives, all aircraft flying the North
Atlantic at or above FL290 must be FANS equipped.
With the increasingly global reach of business jets, FANS is a
growing consideration for operators who cross any ocean. If the
aircraft does not have a satcom system, operators much choose
between Inmarsat and Iridium, according to Harpster. The
former employs geosynchronous satellites whose reach reliably
extends to the 70th parallel, the latter provides global coverage
with a constellation of low-Earth orbit satellites. Like Iridium's
satellite phones, the aviation system is lightweight and small.
Some FANS solutions use a single WAAS/GPS source. " But
it is in the operator's best interest to understand the downfall
of such systems," Harpster said. If the nav goes in-op over the
Atlantic, the aircraft is no longer FANS capable. " It must get out of
the OTS airspace" and fly a parallel path 10 nautical miles away.
Pilots whose single-source nav failed would report their
predicament and need to move over with a " free text" CPDLC
message. For nearly all of their routine ATC communications,
the pilots would select the one needed from the menu,
according to Carey Miller, manager of business development for
Universal Avionics Systems Corp. This delivers clear, concise
communication that eliminates one message stepping on
another and the ambiguity that can arise from language barriers
or competing accents.
The communication management unit, such as Universal's
UniLink, interfaces with the flight management system and
multifunction displays to route data to the appropriate display
or transmissions system, satcom, VDL or HF datalink. Which
one the system uses depends on signals latency, how long it

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Table of Contents for the Digital Edition of Pilot's Guide to Avionics 2015-16 Edition

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