Controller–pilot data link communications

I don't know about this one

... about the safety and security of ACARS and CPDLC.

Yeah.

Tell me more.

Anyone with a radio scanner can listen.

Anyone with the proper equipment can transmit, and transmit in the place of actual air traffic control.

CPDLC and ACARS are a whole other thing, but the problem here is this is not just US airline bad, slow, FAA bad, slow.

This is a global thing with virtually, I'd imagine, every single commercial aircraft, short of military aircraft.

Um, position alerts, like say position or map shift could get strange wind information.

GNSS time disagreeing with that independent time source that we've got a spurious terrain alert, CPDLC issues, maybe things not delivering.

Again, that's caused by the time code and the timestamp on a message.

It can sometimes cause an error.

CPDLC will stop working.

And maybe the nav aids are tuning into auto tuning something that you weren't expecting it to auto tune.

Once we've left the area and we don't have active spoofing happening to us, The interesting thing is we can actually get what's called lingering effects of spoofing.

Brief the potential for false terrain warnings and understand where you are and be able to identify whether that terrain warning is indeed false or whether it is correct and real.

You'd still have to do it the same way.

Now it's changing more where you have the computer data length, CPDLC.

So they're pushing this stuff.

But actually, Shanwick, I think, still does voice.

Yeah, I- I'm like-

Well, now in CPDLC you can send an aircraft-to-aircraft message, so you just, you know-

Yeah, this airplane I was flying didn't have CPDLC, and I know your airplane doesn't have Wi-Fi.

So I was, I was like, I, that was the, my last idea, but it, that's just completely uncool now, right?

I would say that's a bit of a faux pas, yes.

It was before they-

Yeah

... you know, had CPDLC and stuff where they can always see where you're at, but-

En Route Automation Modernization, or ERAM, replaced the host computer system that had run en route centers since the nineteen seventies.

Performance-based navigation, Automatic Dependent Surveillance Broadcast, or ADS-B, and data communications, sometimes called CPDLC for Controller Pilot Data Link Communications, have all been deployed to varying degrees across the National Airspace.

The voice switching infrastructure largely did not come along for that ride.

It was retrofitted at the margins, integrated where necessary, and left in place where replacement was too expensive or too complex to justify in a given budget cycle.