Pilot's Guide to Avionics 2015-16 Edition - 71
takes the message to travel between the cockpit and
the controller. When in range, it communicates by VHF
because it delivers messages more quickly than the
signal relayed through a satellite or the land-based HF
radio operators that feed position reports to ATC.
Most routine data communications involve the
" Request" and " Accept" buttons. Most of today's CPDLC
systems require pilots to enter the message's clearance
into the FMS, according to Miller. For NextGen,
engineers are now defining a CPDLC system that will
allow pilots to accept the ATC instructions and then
press another button to load them directly into the FMS.
In addition to the UniLink CMU, a FANS installation
needs a cockpit voice recorder that captures all of
the CPDLC conversations as well as all those uttered
aloud. Depending on the displays already in the
aircraft, the system may require an annunciater cube
and an aural alert to let the crew know when it has a
new message from ATC. Finally, Miller noted, there is
the FMS with S-BAS - satellite-based augmentation
system - the ICAO term for GPS's wide-area
augmentation system, or WAAS.
One benefit of the new avionics mandates and the
systems that meet them is that operators can install
them in stages based on the mission needs, Harpster
added. The anchor is WAAS/GPS, which drives both
ADS-B and FANS, which would be the next stage for
any operator looking at international destinations.
And its CPDLC also opens the door to step-down
free optimized profile descents, which save time
and fuel, available at a growing number of airports.
Regardless of where operators are in their decisionmaking process, he recommends that they step-up to
WAAS/S-BAS because regardless of the decisions that
follow, it " adds value to the aircraft and increases its
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