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Continuing airworthiness
Published in David Wyatt, Mike Tooley, Aircraft Electrical and Electronic Systems, 2018
Some aircraft are installed with a system called ACARS (aircraft communication addressing and reporting system). This is a digital data link system transmitted in the VHF range (118MHz to 136MHz). ACARS provides a means by which aircraft operators can exchange maintenance and operational data directly without human intervention. This makes it possible for airline staff to communicate directly with the aircraft in their fleet in much the same way as it is possible to exchange data using a land-based digital network. ACARS uses an aircraft's unique identifier and the system has some features that are similar to those currently used for electronic mail. Typical ACARS messages are used to convey routine information such as: fuel dataengine performance dataaircraft fault datapassenger loadsdeparture reportsarrival reports.
The Design of the Air Traffic Control System
Published in Steven J. Landry, Handbook of Human Factors in Air Transportation Systems, 2017
An intra-airline data-communications system known as the aircraft communications addressing and reporting system (ACARS) has been utilized by the airlines for years to send information to and from properly equipped aircraft. ACARS essentially consists of a keyboard and printer located on the aircraft and corresponding equipment in the airline’s flight operations center. ACARS is currently used by the airlines to transmit flight planning and load information. A few ATC facilities are now equipped to transmit initial ATC clearances to aircraft using ACARS. This limited service will probably be expanded until Mode-S becomes widespread.
VHF communications
Published in Mike Tooley, David Wyatt, Aircraft Communications and Navigation Systems, 2017
ACARS (Aircraft Communications Addressing and Reporting System) is a digital datalink system transmitted in the VHF range (118 MHz to 136 MHz). ACARS provides a means by which aircraft operators can exchange data with an aircraft without human intervention. This makes it possible for an airline to communicate with the aircraft in their fleet in much the same way as it is possible to exchange data using a land-based digital network. ACARS uses an aircraft’s unique identifier, and the system has some features that are similar to those currently used for electronic mail.
Volunteered remote sensing data generation with air passengers as sensors
Published in International Journal of Digital Earth, 2021
Chisheng Wang, Yongquan Wang, Leyang Wang, Zhongwen Hu, Shaobiao Zhang, Shuanglong Wang, Wenqun Xiu, Hongxing Cui, Dan Wang, Qingquan Li
Approximate camera positions are necessary for rapid conjugate point detection and georeferencing of the sparse point cloud. Unlike professional surveying systems, most handheld cameras do not contain positioning and orientation information. Nowadays some cameras have a GPS module (e.g. smartphone camera), the GPS signal is normally required to be shut down for flight security. Fortunately, the modern radiocommunication systems of aircrafts such as the Aircraft Communication Addressing and Reporting System (ACARS) and Automatic Dependent Surveillance Broadcast (ADS-B) allow GPS positioning information to be sent publicly from most passenger aircrafts. This information has been collected by commercial companies to offer flight tracking services, and we can normally obtain the GPS positions of a flight with a certain sampling frequency (e.g. ∼1/30 Hz in FlightAware) from this information. The time information from image files can, therefore, be used to synchronize the position information. As passenger aircrafts are relatively stable, we can apply piecewise linear interpolation to calculate the initial camera positions (Figure 6). Please note that the interpolation values are set as initial values for camera positions, and the positioning error will be reduced in the further step with the ground control points (GCPs).