cpdlc data link

5/28/2018 Cpdlc Data Link

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Technical White Paper CPDLC Data Link

With global air traffic expected todouble in the next 20 years to over1 billion flights, upgrades to AirTraffic Control systems will become

necessary in order to preventreductions in airspace efficiencieswhilst maintaining acceptable levelsof safety. Additional requirementsfor data link on aircraft areanticipated over the next 5-10years to meet this need for newtraffic management systems.

Data link solutions provideairline operators with significantbenefits at reduced cost, includingenhanced flight operationsefficiency and lower airlinemaintenance, administrationand air traffic control costs.

With new statistics and headlines relating to

increased air traffic and the environmental

damage this causes being published on an

almost daily basis, it is evident that air traffic

management systems in Europe and theUnited States need to be modernised. The

response of the US and the European Union

to this situation is equally well documented,

with both EUROCONTROL and the FAA

taking the lead in the modernisation of the

ATM EcoSystem. The Single European Sky

ATM Research (SESAR) is currently in its

development phase (2009-2016) with initial

deployment in some technology areas already

progressing. Once complete, this should

facilitate a threefold increase in capacity and a50% reduction in air navigation costs, as well

as a reduction in an aircrafts environmental

impact by up to 10% per flight.

The Federal Aviation Administrations (FAA)

Next Generation Air Transportation System

(NextGen) is the US equivalent to SESAR. This

system will be implemented in stages between

2012 and 2025, and will save 1.4 billion gallonsof fuel and 14 million tonnes of CO2 by 2018.

The system is anticipated to reduce delays by

35%, adding up to $23 billion in benefits by

2018 compared with 2010, according to the

FAA. Data link solutions represent the key to

future global Air Traffic Management (ATM)

systems, and both SESAR and NextGen

are defining the standards and validating

the systems of tomorrow, today. The Single

European Sky - Data Link Services (Link 2000

/ SES-DLS) is being deployed now. The aircraftimprovements defined and validated during the

development phase of SESAR will start to be

deployed in the 2016-2018 timeframe.

Controller Pilot Data LinkCommunication (CPDLC) -

Data Link Mandate

Flight Operations Airline Maintenance Airline Administration Air Traffic Control

Data Communications

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Although complex in name, PM-CPDLC is

straightforward in practice: similar to text

messaging on cell phones, this system allows

pilots and Air Traffic Control to send canned

data messages between the ground and the

aircraft. CPDLC messages enable routine

tasks that can take up to 50% of a controllers

time to be automated. Messages include

standard ATC clearances ACL (e.g. Climb

to level 350) or AMC (e.g. microphone

check) and are intended to augment ATC

voice communications and provide additional

air traffic control capacity in high density ATC

environments.

CPDLC is not a new technology, and air traffic

controllers and pilots have been using these

text messages for many years in the existing

Future Air Navigation System 1/A (FANS1/A),

used in trans-oceanic flights.

There are various forms of data link in operation

today, including AOC, ATC, ADS as part of ATS,

FIS (D-ATIS) and A623 applications that include

D-ATIS. In addition, clearances such as Pre-

Departure Clearances are supported via A623

messages.

The European Commission mandated the

installation of Protected Mode Controller Pilot

Data Communication (PM-CPDLC) for forward

fit aircraft starting from January 1, 2011.

This mandate is the first of a number of

expected compulsory upgrades to the data link

systems on aircraft. The SES-DLS mandate is

expected to be followed by additional data link

requirements.

FAAs NextGen Air Traffic

Management Systemrequirements

are expected in 2014. Initial deployment

is expected to be centered on FANS

1/A+ with VDL Mode 2, followed by

harmonisation with Europe by 2025 as

reflected in NextGen Advisory Committee

(NAC), dated 02/2012.

SESARrequirements in work (SC-214),

project operational usage starting in the

2016-2018 time frame. The Airbus plan is to

have an ATSU capable of SC214 in 2016.

North Atlantic Trackswill have preferred

routings for FANS1/A equipped aircraft from

2013 on limited tracks, and from Feb.2015on two core NAT tracks above FL340

Today three versions of CPDLC are envisioned:

Future Air Navigation System (FANS1/A+)

Link 2000/SES-DLS

SC-214.

Data link solutions represent the key to future globalAir Traffic Management (ATM) systems, and bothSESAR and NextGen are defining the standardsand validating the systems of tomorrow, today.

Data Link Upgrade Mandate Timings

20092010

2011

2012

2013

20142015

2016

2017

2018

2019

2020+

Eurocontrol PM-CPDLCRetrofit DateFebruary 5, 2015

North Atlantic TracksFANS1/AMandated on limited tracksthen on two core NAT tracks

Eurocontrol PM-CPDLCForward FitJanuary 1, 2011

Eurocontrol PM-CPDLCEnd of FANS1/A ExemptionOn Forward FitJanuary 1, 2014

FAA / NextgenTentative Deployment2014 - 2020

European SESAR(the Single European Sky

ATM Research Programme)(Operational phase 2016-2018)

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Single European Sky Data Link Services (SES-DLS) Mandate - PM-CPDLC


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AOC Data Link Benefits

Honeywells data link solutions

support not only ATC applications,

but include an extensive AOC

capability.

1. Improved communicationwith the flight crew, in

terms of time and accuracy.

2. Improved communication

and information dissemination

within an airlines operation.

3. Increased information

for cost reduction.

4. Reduced pilot workload.

5. Reduced delay times.

6. Increased accuracy

for flight crew pay.

7. Reduced activity by

airline personnel.

8. Improved operational planning.

9. Reduced impact on fuel cost.

10. Improved maintenance

operation.

11. Improved passenger service.

12. Emergency/Hijack

awareness notification.

13. Voice communication

cost reduction.


Each of the three versions of CPDLC supports

the needs of Air Traffic Management (ATM) to

varying degrees, outlined as follows:

FANS 1/A+, developed in the 1990s by

Honeywell, Boeing and Airbus, is primarily

used for Trans-Oceanic flights. FANS utilises

Aircraft Communications Addressing and

Reporting System (ACARS) over VHF andsatellite communication for transmission of

messages. The use of ACARS restricts the

amount of air traffic on the system due to

bandwidth limitations of the technology.

Later upgrades included ACARS over HFDL.

The FAA is currently planning on utilising

FANS 1/A+ over U.S. continental airspace as

an initial ATC data link deployment phase; but

requiring operators to use VDL Mode 2 radios

for improved performance.

SES-DLS.The Data Link 2000+DLS

implementation mandate in Europe provides

the ground and airborne infrastructure

for future ATM.SES-DLS installs the

Aeronautical Telecommunications Network

(ATN) and requires VHF Data Link Mode 2

(VDL-M2) radios on aircraft to remove the

bandwidth limitations of the ACARS/Satellite

system.

When directly integrated into the Flight

Management system, FANS2/B+ is often

referred to as the SES-DLS/Link 2000

solution.

SC-214/WG78.To investigate future data

link requirements the FAA and EUROCAE

have established a joint committee SC214 /

WG78.

FANS utilises Aircraft Communications Addressingand Reporting System (ACARS) over VHF and satellitecommunication for transmission of messages.

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Data Link Service

ATC Comm. Management (ACM)ATC Clearance (ACL)

ATC Mic Check (AMC)

4D Trajectory Data (4DTRAD)2

Departure Clearances (DCL)

Taxi In/Out (D-Taxi)

Flight Pan Intent (FLIPINT)

In Trail Proceedure (ITP)

Operational Terminal Info Services (D-OTIS)

Hazardous Weather (D-HzWx)

Runway Visual Range (D-RVR)

Digital Automatic Terminal InformationServices (D-ATIS)3

Not Supported Partially Supported Supported

1 FANS 2 is Boeings name for highly integrated, seamless FANS 1+ and PM CPDLC/CM ATN systems. Airbus uses FANS B+to signify PM CPDLC/CM ATN system. 2Uses CPDLC and ADS-C. 3Is part of D-OTIS functionality.

FANS 1/A+ SES-DLS


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Departure En Route Approach LandingTake-OffTaxi Taxi

From Aircraft

Link Test/Clock

Update

Fuel/Crew

Information

Delay Reports

Out

To Aircraft

PDC

AGIS

Weight and Balance

Airport Analysis

Dispatch Release

Flight Plan

Load FMC

To Aircraft

ATIS

Weather Reports

To Aircraft

ATC Oceanic

Clearances

ATIS

Weather Reports

Reclearance

Ground Voice

Requests

(SELCAL)

To Aircraft

Gate Assignment

Connecting Gates for

Passengers and Crew

ATIS

Off Report Engine Data Position Reports

Weather Reports

ETA Updates

Engine Parrameters

Maintenance Reports

Provisioning

Gate Requests

Special Requests

Engine Information

Maintenance Reports

On In

Fuel Information

Crew Information

Fault Data (from Central

Maintenance Computer)

Closeout

From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft

Data link also allows users to save messages

for future reference and trend analysis.

Improved information delivery speed can

help eliminate delays, providing information

punctually and to multiple parties. Information

sharing is also easier, as electronic information

can easily be sent to multiple destinations,

which is difficult with voice communications.

Many global airlines now use data link as the

main channel of communication between

aircraft and ground crew. In addition, a

significant proportion of this communication

is automated. Using data link systems

avoids common communication problems

such as unclear radio communication or

misinterpretation due to language differences

or poor clarity.

Data link also helps to increase the speed of

information dissemination, both to and from

the aircraft. For example, an alert regarding a

maintenance or exceedance condition such

as engine overheating can be automatically

sent to Maintenance and Engineering, and a

delay message sent to Flight Operations and to

personnel on the ground at destination as soon

as the fault is detected by aircraft systems.

Using data link systems avoids common communicationproblems such as unclear radio communication ormisinterpretation due to language differences or poorclarity.

Typical ACARS Data Link Applications

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Honeywell is one of the worlds leading avionics

suppliers and is the only company selected to

contribute to both the SESAR and NextGen

programmes. Honeywell solutions are currently

validating tomorrows data link solutions and

incorporating tomorrows system requirements

into todays products.

Honeywell solutions are mapped through

upgrades, STC, TC and platform centric

solutions for all major aircraft platforms

including Boeing, Airbus and Embraer.


Honeywell continues to lead the way in ATMtechnologies, and is the only company globallythat has been selected to contribute to both theSESAR and NextGen programmes.

54Updates & Retrofit available from Honeywell

CPDLC Solutions by Aircraft TypeA/C Type FANS-1/A/A+ FANS-2/B+ Standalone

ATNUpgrades/Minimum Configuration Required

B717 Option4 N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade , VDL Mode2upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

B737 Classic N/A N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2upgrade of VHF Mode 0/A and MCDU (not HON on B737) orMIDU upgrade

B737 NG Option Future Option CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2upgrade of VHF Mode 0/A and MCDU (not HON on B737) orMIDU upgrade

B747 Classic N/A N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade CMU, VDLMode2 upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

B747-400 Option N/A CMU Solution4 VDL Module 2 upgrade of VHF Mode 0/A or upgrade FMS to NGFMS or provide a Federated Solution

B747-8 Option Option N/A NG FMS

B757/B767 Option (with Pegasus FMS)4 N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade , VDL Mode2upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

B777 Option Future Option(with AIMS-2)4

N/A VDL Mode 2 upgrade of VHF Mode 0/A and AIMS upgrade

B787 Standard Option N/A B787 CMF

MD-80 N/A N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

MD-90 Option (with Pegasus FMS)4 N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2

upgrade of VHF Mode 0/A and MCDU or MIDU upgradeMD-10/11 Option N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2

upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

Airbus WB N/A N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

Airbus SA Option (FANS-A+) Option (FANS-B+) CMU Solution(via STC fornon-ATSUequipped a/c)

For A320 with Airbus ATSU: VDL Mode 2 and non-HON upgrade(ATSU, MCDU). For aircraft not having an Airbus ATSU, CMUMark II option for standalone ATN solution.

Airbus LR Standard (FANS-A+) N/A N/A With Airbus ATSU: VDL Mode2 non-HON upgrade (ATSU, MCDU)

Airbus A380 Standard (FANS-A+) Future Option(FANS-A+B)

N/A

Airbus A350 Standard (FANS-A+B) Standard Option(FANS-A+B)

N/A

BAe-146/RJ N/A N/A CMU Solution4 Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

EMB-170/190 N/A Future Option(with NGFMS)4

EPIC CMF Either NG FMS with EPIC CMF upgrade or stand alone EPIC CMF/ATS upgrade (Requires Pentium M Configuration) - VDL Mode2upgrade of VHF Mode 0/A

Honeywell Solutions

Note : N/A = Not Applicable or Not Available (the OEM did NOT provide such a function for the aircraft). Standard means the a/c as delivered from the OEMwould have that capability, OPTION is that function is a current (or soon to be available OPTION), and Future Option means exactly that (a PLANNED futureoption from the OEM, but not under any current development and therefore there is some risk in that it will change or not ultimately be cer tified and offered).


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965-0758-006 supports ARINC 758

wiring (Retrofit and Forward-Fit)

PowerPC (MPC 8270) Processor BasedSystem, >750MIPS

32MB SDRAM, 64MB Flash

1MBit Non-Volatile Backup (24 Hours)

1GB (SD Card)

Increased AOC Capabilities (Logic Units)

and Programmability via ART (ACARS

Reconfiguration Tool)

Honeywells solution for VDRUpgrade to provide VDL M2

capability

With the implementation of the

EUROCONTROL mandate, any airline

operators flying within European Airspace

need to have VDL Mode 2 Data Link capability

installed on VHF #3. Mix-ability between

VDL Mode 0 and VDL Mode 2 units will vary

depending upon aircraft platform and OEM.

Honeywells VHF Data Radio (VDR) Model

RTA 44D and Integrated Primus EPIC Radios

are upgradable to provide VDL M2 capability

for all kinds of platforms supporting multi-

frequency capabilities as per the European

mandate A631-5/6 standards.

This conversion includes hardware and

software modification that vary according to

the serial number of the VHF. Honeywells plan

is for two service shops to perform the relevant

service bulletins (Seattle Area Service Center

(SASC) and Toulouse Service Centers (FSC)).

MKII CMU (965-0758-001 or -002) Upgrade Paths

Leading the

way in ATMtechnologies.

6

The available upgrade of current MKII CMUs

(-001 or -002) to the ARINC 758 Mk II+ (965-

0758-006) or the MKII CMU (-001) to ARINC

724B MKII+ (965-0758-005) with PM-CPDLC

Application Software provides the following:

DLS IR Compliant PM-CPDLC (VDL

Mode 2) Functionality

Data link Recording Capability (High-

Speed ARINC 429 Interface to CVR)

Provides the router services for the FMS

hosted FANS 1 and 2 applications

HF, VHF (VDL Mode 0/A and Mode 2),

and SATCOM support

965-0758-005 supports ARINC 724B

wiring (Retrofit ONLY)

Part No.Product

Reconfigurable Partitioned SW 622/623 ATC

Messages (PDC,OCX, ATIS etc)

Uses MCDU FANS Special RoutingSupport

SATCOM and HFDL ARINC 716 (Mode 0

or Mode A) Supports 724B

and 758 wiring

VDL Mode 2 AOA ARINC 758 and

724B wiringsupported

ATN and VDLMode 2

ATC communicationvia CPDLC(Link 2000+Message Set)

Level C Protected Mode

CPDLC AOC enhancements

Future Enhancements: Gatelink Secure ACARS Recording

InitialCMU MKII

VDLMode 2CMU

Link 2000+Pioneer PhaseATN CompliantCMU

Link 2000+ATN CompliantCMU MKII +

MKII+Communications

Manag

ementUnit

1996

2000

/1

2006

Current

ARINC 724B ARINC 758 FANS 1/A+5 SES-DLSLink 2000

5Support FANS as a router with special FANS routing logic and Data Link recording.Not SupportedSupported

965-0758-001

965-0758-002965-0758-005

965-0758-006

Honeywell continues to lead the way in

ATM technologies, developing MKII+ CMUs

for future compliance with the anticipated

changes to data link requirements including

data link encryption. The hardware of part

numbers 965-0758-005 (ARINC 724B version)

and 965-0758-006 (ARINC 758 version)

is designed to support the future data link

requirements with only software upgrades

necessary to achieve future functionality as

per the table to the left. These technology

roadmaps include three important upgrades

linked to the PM CPDLC software:

The AOC function has been enhanced to

supply greater customisation capabilities.

The ACARS Reconfiguration Tool (ART)

has been improved so that multiple

elements of the AOC database (e.g.

parameters, screens, downlinks) may be

viewed and edited simultaneously.

The Airsim tool has been upgraded to

enable the simulation of the CPDLC

function.

MKII+ Communications Management Unit

Increased Functionality


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CMC

ACMS

ATC

AOC

ACARS

CMU - A623

Router

FMS

Cockpit

Printer

Aural Alert

Visual Alert

AOC Datalink Movement Messages Weather Requests Delay/Diversion Reports Customised Reports

FMS Datalink Flight Plan Uplinks Wind Uplinks Performance Uplinks Position Reports

ACMS Datalink Engine Trend Reports Exceedance Reports FOQA Reports Customised Reports

CMC Datalink Real-time Faults

PilotInterface MCDUs

HFDL ANT

SATCOM

CVR

3rd VDR

Data Link Recording

Airline Data Lin k

PM-CPDLC/ATN

ANT

VDR

VDL-M2 ANT

The diagram above outlines Honeywells

comprehensive approach to delivering benefits

to airlines through the adoption of data link-

based upgrades. Honeywell has a multiple

tools suite that helps airlines to configure

their solutions to meet their operational,

maintenance, optimal flight planning and

administration functions. The architecture

provides a seamless interface to CMS, FMS,

ACMS and other LRUs to help transmit reliable

data in real-time for use in decision-makingmanaged through the CMU MKII+s seamless

power and interface capabilities with other

avionics systems in the aircraft.

ACMS/FDAMS - A/C Exceedance Reports

These are used to automatically inform ground

of abnormal conditions (engine or aircraft

performance outside acceptable thresholds),

for example, EGT over temperature, landing

gear dropped at excessive high speed, N1/

N2 over speed, oil temperature /oil pressure,

vibration and other potentially hazardous

conditions. Engine & aircraft performance

reports result in reduced maintenance and

warranty cost, and support various aircraft/engine analysis programmes (ADEPT, GEM,

and others)and offer the potential for full

automation of analysis.

CMC (Maintenance Computer) Reports

Used to automatically inform ground crew of

equipment failures. For example, on Airbus

aircraft, CMU can turn on and off CMC

reports to be sent to ground. This allows

data to be sent to maintenance in real-time,

and decreases the need for maintenance

visits to the aircraft. This system also deliversinformation more rapidly, which can reduce

delays.

FMS (Flight Management System)

This system allows for the update of wind data

to allow for adjustments in flight plans, as well

as enabling updates of flight plan changes and

down- linking of flight plan changes. And in

some aircraft, FANS Operation is also enabled

(Controller -Pilot Communication) - example

B747, 777, A340 etc. Not All FMCs, ACMS/

DMUs and CMCs support data link. FMS

support A702 AOC application. It may also

have FANS 1/A+ and FANS 2 and FANS B.In addition, airlines use this for any information

(paper) provided to the flight crew before flight,

reducing costs associated with personnel

bringing information to the aircraft. This is more

efficient compared to any information provided

to the flight crew via voice communications,

reduces delays (data can be sent in seconds)

and increases number of aircraft handled by

flight operations/ dispatch. Any information

usually manually written by flight crew for

provision to ground personnel transmitted

faster using this system, and it also removes

the need for manual data entry on the ground,

which in turn reduces the risk of mistakes due

to human error.

7

System Architecture to Address Compliance Using Honeywells CMU

Honeywells Data Link BasedACARS Comprehensive Solution

Data Link Messagesfrom Other LRU


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N61-1121-000-000

April 2012 2012 Honeywell International Inc.

Honeywell Aerospace1944 East Sky Harbor Circle

Phoenix, Arizona 85034

North America: +1 (800) 601 3099

Outside North America: +1 (602) 365 3099

www.honeywell.com

Find Out More

For general information on Honeywell data

link solutions with the MKII Communication

Management Unit, please contact your

Honeywell sales representative or call

+1 (800) 601 3099 or +1 602 365 3099.

For more technical information, please contact the appropriate Technical Sales Representatives:

Greg Francois, Air Transport Andy Hill, Air Transport

Honeywell Technical Sales Honeywell Technical Sales

Office: +1 (602) 436 3196 Office : +44 (0)1256 722 297

Mobile: +1 (425) 922 0708 Mobile : + 44 (0)7974 451 305

Email: [email protected] Email : [email protected]

Achieving Compliance

Adopting Honeywells data link solutions

ensures that your aircraft and fleet are

benefiting from the most up-to-date Honeywell

technology, delivering a superior user

experience and enhanced levels of safety,

efficiency and reliability, whilst maintaining

compliance with local and global mandates.

Furthermore, adopting this technology places

airline operators at the forefront of ATM

advances, ready to reap the benefits of a

modernised ATM environment.

Why Honeywell

Since the launch of FANS in 1990, Honeywell

has been committed to providing technical

tools to enable effortless migration by mapping

through upgrades, STC, TC and platform-

centric solutions for Boeing, Airbus and

Embraer platforms. Our performance-focused

approach meets mandates and ensures

seamless integration to existing HoneywellAvionics products.

For more than 100 years, Honeywell has been

a pioneer in aerospace innovation. Every day,

thousands of aircraft equipped with Honeywell

technology fly across our skies. In fact, our

products can be found on virtually every type

of commercial airliner, business and general

aviation jet, military aircraft and space vehicle

currently in operation. So, from takeoff tolanding, Honeywell helps make flying safer,

more reliable and more efficient, and it doesnt

stop there Honeywell technology is cost

effective too.

Abbreviations

ACMS Aircraft ConditionMonitoring System

ADL Airborne Data Loader

AIMS Airplane InformationManagement System

ANSP Air Navigation Service Provider

AOC Airline Operational Control/Communication

ART ACARS Reconfiguration Tool

ATC Air Traffic Control

ATN Aeronautical TelecommunicationNetwork

ATS Air Traffic Services

ATSU Air Traffic Services Unit

BITE Built In Test Equipment

CM Context Management

CMF CommunicationManagement Function

CMU CommunicationsManagement Unit

MFD Multi-Function Display

NGFMS Next Generation FlightManagement System

OMS Onboard Maintenance System

PDL Portable Data Loader

PM- Protected Mode ControllerCPDLC Pilot Data Link Communication

R/T Receiver/Transmitter

RIPS Recorder IndependentPower Supply

SESAR Single EuropeanSky ATM Research

SES-DLS Single EuropeanSky Data Link Services

SSCVR Solid State CockpitVoice Recorder

STC Supplemental Type Certificate

VDL VHF Data Link

VDL-M2 VHF Data Link Mode 2

VHF Very High Frequency

CPDLC Controller Pilot Data LinkCommunication

CVR Cockpit Voice Recorder

DCDU Data Link Communicationand Display Unit

DCMF Data CommunicationManagement Function

DLC Data Link Communications

DLS Data Link Services

DLS IR Data Link ServicesImplementing Rules

EASA European Aviation Safety Agency

ETA Expected Time of Arrival

FDAMS Flight Data Acquisition

and Management System

FANS Future Air Navigation System

FDCF Flight Deck CommunicationFunction

FMS Flight Management System

HFDL High Frequency Data Link

MCDU Multi-Function Control Display Unit

This document (and related information provided by Honeywell) expresses Honeywells current business views and opinions on certain current and anticipated rules and laws. It isintended as an informal guide only, designed to assist current and prospective Honeywell customers in their evaluation of whether our products and services can meet their businessneeds. This information should not be relied upon when making business decisions. None of the information contained in this document constitutes legal advice or legal opinion on how

any of the referenced rules or laws may apply to you or your organisation or to any other matters. We encourage you to seek your own legal counsel and conduct your own independentanalysis of the matters raised if you feel they are important to you or your business. Although we believe the factual information provided here to be accurate, it is disclosed (along withrelated information) without any representation or warranties of any kind (such as those relating to accuracy, currency, completeness or suitability to your business).

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