Voice communication and CPDLC co-exist as means of ATS communication. CPDLC is considered a supplement to voice communication - even if that may change in the future.
CPDLC is only used for non-time-critical communications. This aspect is very important in the context of your question. A response to a message sent via CPDLC can be up to several minutes, ...
Yes, it varies
In the US, the ramps where airliners park at major airports typically fall under the airline's control (called non-FAA ramp control). Elsewhere in the world that is not the case, and gate assignment falls under regular ATC (e.g. ground frequency) in coordination with the airport management.
As an example, in such US airport the ATC ground ...
TL;DR : according to the most usual meanings of these acronyms :
ACARS and CPDLC are applications
VDL is a point-to-point communication technology
To give an everyday-world analogy, the relationship between VDL and CPDLC/ACARS is the same as the relationship between 3G/4G and the web browser/facewhatstime app of your smartphone.
More detailed answer
The European Commission has published the Commission Implementing Decision of 9.12.2011
on exemptions under Article 14 of Commission Regulation (EC) N° 29/2009 (the CPDLC rule)
It contains the following table of aircraft that are permanently exempted from the CPDLC implementing rule.
Using CPDLC makes life easier for pilots so we typically use it whenever it is available and logon shortly after takeoff.
When departing Frankfurt there is no rush as CPDLC is not available until crossing into Maastricht Radar. Continental USA does not have it so you lose CPDLC after Moncton Center.
ATC will often remind you, or ask you to logon if you ...
It's not fixed. I checked ICAO Annex 10 Vol II that lists the SARPs for communication. It will be down to the FIR the flight is being conducted in. For the NATS (UK) side of the Atlantic, I found this document (may not be current).
The basic intervals are whichever comes first:
Waypoint on the flight plan
One hour had passed
ETA has changed for the next ...
Some additional information (and corrections)...
The slide is not totally correct (sorry for Airbus) as the same VDL-2 ground stations are used to transport both FANS-1/A CPDLC (A623) and ATN CPDLC over the AVLC protocol (VDL-M2). The two networks are interconnected... But depending on the media access scheme (Plain Old ACARS (POA - refered as VDL-A on the ...
This varies between airlines. In my company (large European Carrier) SIGMETs are uplinked to us via ACARS and then automatically printed on the cockpit printer.
The differences in regions is the format of the SIGMET. In the USA the points of a polygon are mostly described as list of DIR/DIST of VORs (eg 15NM NE STL). Very hard to read if you are unfamiliar ...
Each of those terms refers to a few things, so they depend on the context.
Getting CPDLC-DCL (departure clearance) in USA?
That's FANS over ACARS
Automatically reporting position over the Atlantic?
ADS-C using FANS over ACARS
Requesting climb over the Pacific?
CPDLC using FANS over ACARS
Receiving reroute over Europe?
PM-CPDLC over ATN B1
While @ymb1 has provided a comprehensive answer, I’ll offer a simpler one:
CPDLC is an application, which can run over multiple networks (including ACARS).
ACARS is a network, which supports multiple applications (including CPDLC) and runs over multiple data links.
Applications tend to be screen- and keyboard-oriented, but terminals have the ability to print ...
The adoption of CPDLC is more or less voluntary, because they have created "exceptions" for practically every single aircraft that does not have it built in. Flying below 28K is not practical except for short flights, but it does not matter because it unlikely they will start banning aircraft that do not have the equipment. Note that there are international ...
There will be no exemptions for the CPDLC rule in the North Atlantic Track area.
The Datalink Mandate will be implemented:
starting 5 February 2015: FL350 to FL390 (inclusive) on all tracks within
the NAT Organized Track System (OTS)
starting 7 December 2017: FL350 to FL390 (inclusive) throughout the ICAO
starting 30 January 2020: FL290 and ...
Regarding the confusion, if this is for your thesis like your previous question, ICAO Doc 10037, which supercedes Doc 9694, should clarify many things. But there could be more applicable references based on your research topic (you can ask your advisor to make recommendations).
Regarding your questions:
Does FANS 1/A have ADS-C?
"FANS 1/A" and &...
With most airlines, the PM(pilot monitoring) handles datalink communication, with confirmation from the PF(pilot flying) before executing any instructions, clearances, or changes.
As with everything, there might be some exceptions at some airlines.
You would ask the maker of your MCDU whether it's FANS-1 capable using just a VHF datalink. Satcom isn't necessarily a requirement, but you would only be able to use it where VDL is provided, for instance in Europe but not on oceanic routes.
according to eurocontrol, http://www.eurocontrol.int/services/link-2000-programme:
The LINK 2000+ Programme started in 2001 and is now in the full scale
implementation phase governed by the DLS IR which requires:
• All newly delivered aircraft operating above FL285 to be equipped as
• Core European ANSPs to be operational by 7 ...