Par 7 Page 9 also include criteria outlined in training, maintenance, MMEL, or other operationally related criteria formulated by AEGs. If criteria for training or checking are other than as specified in this AC, the criteria may be found in FSB reports applicable to a particular aircraft type. Provisions for dispatch with inoperative equipment are specified by the MMEL for each aircraft type. Maintenance requirements are identified by this AC, unless otherwise described by a MRB report for a specific aircraft type, or in FAA-approved maintenance instructions identified in conjunction with an STC or manufacturer’s Service Bulletin (SB).
7.3.2 Data Link Communications Authorization Methods. FAA AFS provides operational approval of data link communications training programs, checklists, operations manuals, training manuals, maintenance programs, MELs, and other pertinent documents or document revisions applicable to the particular operator. Operators’ data link communication programs are usually approved for each specific aircraft type. However, programs common to one or more types may be approved if data link communications program elements are common to different aircraft types.
7.3.3 Data Link Communications Authorization Procedures. Operational authorization to use data link communications is provided by an FAA inspector. Operators should make early contact with their respective principal operations inspectors (POI) to permit timely FAA response. Usually such contact is initiated at the time preparations are being made for data link communications system selection or purchase. An outline of roles and responsibilities during this process is shown in Appendix E.
7.3.3.1 Installations, training, maintenance programs, MELs, and other data link communications program elements are reviewed and approved by the FAA.
7.3.3.2 Prior to issuance of an LOA or OpSpec, or the addition of an area, route, or procedure to an existing OpSpec, the operator should demonstrate that the aircraft data link system is compatible with that of the systems being used by the ATC facility when communicating with the chosen service provider(s) and has been shown to meet any performance specifications for the intended airspace or route. The results of prior interoperability demonstrations performed as part of a design approval may suffice. Under international standards, the service provider(s) and air/ground data link communications subnetworks used in the performance demonstrations for design approval must be operationally equivalent to those in the proposed operating approval. Operational equivalence is determined by an assessment against the SPR and INTEROP standards, and/or RCP specifications, per Appendix E which may be demonstrated in an operational flight check. See Appendix E for the application checklist.
7.3.3.3 Following determination of aircraft eligibility to use data link services, the operator should conduct an interoperability test to demonstrate that the specific combination of data link communication system elements perform as intended
(e.g., flight management system (FMS) ACARS interface, CSP, and air traffic facilities along the intended route of flight). The principal avionics inspector
Par 7 Page 10 (PAI) will review the test results for conformance with international standards and FAA policy and procedures.
8 FLIGHTCREW QUALIFICATION FOR USE OF DATA LINK COMMUNICATIONS.
8.1 General. Parts 91, 91K, 121, 125, or 135.
8.1.1 Data Link Communications Qualification Issues and Objectives. Separate qualification issues and training should be addressed depending on the system being used by the operator. Operators should address the following issues and objectives to ensure appropriate flightcrew data link communications qualification:
• Provide necessary flightcrew knowledge of data link communication concepts, systems, RCP, and procedures (data link communications academic training).
• Develop necessary flightcrew knowledge and skills to properly respond to data link communications clearances or advisories (data link and RCP communication procedures training). Knowledge of applicable RCP types and their performance requirements should be part of the training curriculum.
• Assess each pilot's ability to properly use data link communications (data link communications initial evaluation).
• Identify human factor issues specific to flightcrew operation and interaction with the communication software, hardware, and operating environment (e.g., head-down time, situational awareness, or loss of party-line information and response time in the RCP specification).
• Maintain appropriate data link communication knowledge and skills, which may include data link communications recurrent training.
8.1.2 Data Link Communications Training. Flightcrew training for first-time use of data link services should be included in initial, transition, upgrade, recurrent, differences, or stand-alone qualification curriculums. Data link communications training could be included in specific aircraft qualification programs during initial, transition, upgrade, or differences training (e.g., during MD-11 to Boeing 747-400 transition); or operators could conduct data link communications training in conjunction with general training
(e.g., during “new hire” indoctrination or Line-Oriented Flight Training (LOFT)), or recurrent proficiency checks and tests. Data link communication training programs may also be developed as separate training curriculums (e.g., by completion of a standardized curriculum covering the general use of data link services at an operator’s training facility or at designated crew bases).
8.1.3 Credit for Use of Other Training. Operators may receive credit for existing data link communications trainings that are already approved in a different application. For example, an operator may receive credit for training based on previous use of data link services, such as on different routes, for a different type of operation, or (except for part 121 or 135) training conducted by another operator, training center, or manufacturer.
The POI will determine whether and how much credit an operator should receive,
Par 8 Page 11 considering whether the training is used in another FAA-approved application and whether the operator has demonstrated that the training is relevant to the new application.
AFS-400, the National Simulator Project (NSP), or the assigned AEG may assist the POI in determining the suitability of proposed data link training for a particular operator’s procedures and aircraft capability.
8.2 Data Link Communications Academic Training. The following subjects should be addressed in an approved curriculum of data link communications academic training during the initial introduction of a crewmember to data link communication systems. For subsequent training, only the new, revised, or emphasized items need be addressed.
8.2.1 General Concepts of Data Link Communications Operation. Academic training should cover, in general terms, data link communications system theory to the extent appropriate to ensure proper operational use. Flightcrews should understand basic concepts of operations involving data link services, nominal and unacceptable performance, normal and non-normal use, and other limitations.
8.2.2 Level of Capability Provided by Data Link Communications and Expected Flightcrew Response. Academic training should explain the normal expected pilot response to data link messages, including acknowledgment, acceptance, rejection, or cancellation of a data link message. Operating in the 30 nautical miles (NM) separation standard requires Global Navigation Satellite System (GNSS) with RNP-4 operational authorization.
30 NM lateral and longitudinal separations and 50 NM longitudinal separation requires Direct Controller Pilot Communications (DCPC), such as CPDLC and ADS-C. For operational implementation of reduced distance-based longitudinal separation, the airspace may require that the data communication system complies with RCP 240 and Required Surveillance Performance 180 (RSP 180) or other equivalent means. More information on the criteria for data link communication systems supporting reduced separations can be found in RTCA DO-306/ED-122, as well as the GOLD document.
8.2.3 Data Link Communications Language, Terms and System Information. Flightcrews should be familiar with data link message sets, abbreviations, conventions, contractions, terms, message addressing, facility, and capability depiction on charts or in manuals, and terminology associated with applications (e.g., CPDLC and ADS-C reporting contracts).
8.2.4 ATS Communication, Coordination, and Credits for Use of Data Link Communications.
Crews and dispatchers should be advised of proper flight plan classifications to use and any ATS separation criteria, procedures, or MEL credits that are based on data link communications use. Training should include procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behavior of the data link services. This would include any necessary coordination with ATC related to or following a special data link exceptional event.
Ensure an acceptable transition to a new type of operation, such as procedures related to the transition to a different separation standard when data link services fail.
8.2.5 Data Link Communications Equipment Components, Controls, Displays, Auto Alerts, and Annunciations. Procedural training should include discussion of operations,
Par 8 Page 12 terminology, symbology, optional controls, and display features. This training should also include any items particular to an air carrier’s implementation or the uniqueness of its aircraft capability and/or procedures. Applicable message sets, expected transmission times, failure annunciations, constraints, and limitations should be addressed.
8.2.6 Manual Information. Provisions should be addressed, including information on data link communication modes of operation, normal and non-normal flightcrew operating procedures, response to failure annunciations, and any AFM limitations. Aircraft that comply with the criteria in this AC, and have a statement of compliance in their AFM/RFM, AFM/RFM Supplement, Pilot Operating Handbook (POH), or the operating manual for the aircraft avionics, meet the performance and functional requirements of this AC. An example of preferred annotation is shown in Table C-3.
8.2.7 MMEL Provisions for Systems Related to CPDLC/ADS-C Operations. Flightcrews and dispatch and maintenance personnel must be familiar with the MEL requirements. For flights that intend to use data link, operators will adopt provisions for certain specific systems to be operational at dispatch, when required for the intended operation. The MEL/dispatch deviation guide (DDG) must be amended to highlight the effect that loss of each associated system/subsystem has on data link operational capability.
8.2.7.1 Equipment required in current FANS 1/A-capable models is as follows:
1. VHF, SATCOM, or HFDL radios, as appropriate;
2. ACARS management unit (MU)/communications management unit (CMU);
3. Flight management computer (FMC) integration; and
4. Printer (if company procedures require its use).
Note: Corruptions of the CPDLC message could occur when printed. Caution should be exercised when reviewing printed versions of CPDLC messages.
8.2.7.2 Equipment required in current LINK 2000+-capable models is as follows:
1. VDL Mode 2, and
2. Printer (if a specific implementation requires it to store data communications received or sent during flight).
Note: Corruptions of the CPDLC message could occur when printed. Caution should be exercised when reviewing printed versions of CPDLC messages.
8.2.7.3 Maintenance Training. Operators are reminded of basic provisions contained in ICAO Annex 6, Paragraph 8.3: “An operator shall ensure that all maintenance personnel are instructed regarding the maintenance methods to be employed, in particular when new or unfamiliar equipment is introduced into service.”
8.2.7.4 Maintenance Training Requirements. Operators unsure of required maintenance procedures for data link-related equipment should contact their aircraft manufacturer field service representatives.
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8.2.7.5 Configuration Control. Operators should maintain their aircraft in an avionics configuration which has been shown to provide acceptable data link performance. Data link service providers will provide operators with information on poor performance by individual aircraft. Operators are requested to provide the FANS Interoperability Team (FIT) with information on their current aircraft avionics configurations and provide updates when the configuration changes. The operator should identify the method of configuration control (parts manual, database, etc.).
8.2.8 Pilot and Dispatcher Training. Data communication operations have shown that system performance is extremely sensitive to the use of correct procedures. It is essential, therefore, that crews be properly trained prior to their using the CPDLC and/or ADS-C functions. Deterioration in system performance as a result of improper use of procedures can lead to noncompliance of RCP specifications and delay in realization of expected benefits of the functionality.
8.2.8.1 Pilot Training. An operator shall establish and maintain a ground and flight training program, approved by the FAA, which ensures that all flightcrew members are adequately trained to perform their assigned duties.
8.2.8.2 Dispatcher Training. A flight operations officer/flight dispatcher should not be assigned to duty unless the officer/dispatcher has demonstrated to the operator knowledge of the communication equipment used in the airplanes.
8.2.8.3 General Provision for ICAO Annex 6 Training. Operators are reminded of basic provisions contained in ICAO Annex 6.
8.2.8.4 Flightcrew Response. Appropriate pilot response to data link, RCP specification, and other such issues.
8.2.8.5 Special Data Link Event Reports. Operators should follow the GOLD problem reporting procedures, which include notifying the Central and/or Regional Monitoring Agency for the region where the problem occurred (e.g., Data Link Monitoring Agency (DLMA) for North Atlantic Tracks (NAT) operations). This information can be found in GOLD Appendix D.3 and GOLD Appendix E.
Operators should also send a data link non-normal event report to their International Field Office (IFO), CHDO, certificate management office (CMO), or FSDO as applicable. An example can be found in Appendix A.
8.2.8.6 Data Link Malfunction or Irregularity Reports. Data link malfunction or system irregularity reporting procedures as used by aircrews, if not otherwise addressed by routine maintenance procedures of that operator.
8.2.8.7 Human Factors. Flightcrew human factors are issues specific to the operating environment and operation of the installed communication system.
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8.3 Data Link Communications Operational Use Training. In addition to the academic training described in paragraph 8.2, appropriate operational use training (e.g., to ensure use of proper procedures and response to data link advisories) should also be given. Data link use training should expose the pilot to the typical messages expected.
8.3.1 Operational use training should include the following:
• Receiving and interpreting messages;
• Accepting, rejecting, or canceling messages;
• Storing and retrieving messages;
• Loading messages into appropriate controls/displays for use (e.g., FMS or Flightcrew Guidance System (FCGS)) formulating and sending messages;
• Loading message requests from the FMS (e.g., flight plan waypoints into data link for transmission if applicable);
• Managing the communications systems;
• Establishing and terminating system operation;
• Switching use of radio frequency (RF) media (if this is a crew-controllable feature);
and
• Reestablishing system operation after loss of network log-on.
8.3.2 Training programs should cover the proper use of data link communication controls, procedures, and limitations. Correct assessment must be done on displays, aural advisories, annunciations, timely and correct responses to data link communication failures, and appropriate interaction with ATC following data link messages that are not acceptable. Recognition of data link communications system failures and data link issues unique to that air carrier or operator should be part of the curriculum. Such training may be conducted using data link communication-equipped flight simulation training devices (FSTD) or by using suitable computer-based instruction (CBI). Criteria for programs intending to address proper data link communications through the use of FSTDs are listed in paragraph 8.3. Criteria for programs intending to address proper data link communications use through CBI (and not using approved FSTDs or programs addressing data link communications that use approved FSTD programs based on use of FAA-approved FSTDs) should realistically depict relevant aspects of data link communication procedures, clearances, and pilot responses. This may be accomplished using one or a combination of training methods described in paragraph 8.2.9. Any FSTD used should have the characteristics described in paragraph 8.13.
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8.3.3 Data link communications programs may be approved which do not require using approved FSTDs if the proposed program meets certain criteria as described below.
These programs are based on CBI adequately depicting data link communications procedures, clearances, desired pilot responses, and resulting crew interactions with aircraft FMSs and/or CMUs. Such programs should include the issues identified in paragraph 8.3, and be consistent with the following criteria:
• Accepted FAA and industry guidelines.
• There should be no significant adverse training experience related to the particular data link communications system(s).
• Differences from or compatibility with other data link communications systems that use different presentation methods, language, abbreviations, etc., should be considered in the design to ensure minimum adverse human factor difficulties.
• The program should realistically depict data link communications scenarios.
• The student should be made aware of the normal delivery delays to be expected.
• Scenarios should demonstrate correct indications for messages, display annunciations, and aural alerts, and require proper pilot responses.
8.4 Training Center Approval. Training centers may conduct data link communication training for an operator if accepted by the POI. The POI will consider the following factors:
• Provisions of paragraphs 8.2 and 8.3 are shown to be met, or
• Equivalence to a previously accepted program can be established. In this instance, circumstances, assumptions, and conditions for the program’s use should also be equivalent to those applicable to the previously accepted program.
8.5 Initial Evaluation of Data Link Communications Knowledge and Procedures.
Individual crewmember data link communications knowledge and procedures should be evaluated prior to data link communications use. Acceptable means of initial assessment include:
8.5.1 Evaluation by an authorized instructor or check airman using an FSTD capable of depicting data link communication exchanges.
8.5.2 Evaluation by an authorized instructor or check airman during line operations or training.
8.5.3 Computer-based testing in which data link communication scenarios and advisories are depicted and records acceptable pilot performance.
8.5.4 Other alternate methods acceptable to the Administrator. Alternate methods should demonstrate the equivalent effectiveness of the methods in paragraphs 8.5.1 through 8.5.3.
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8.6 Data Link Communications Recurrent Training. Data link communications training should be integrated as other established training programs and conducted on a recurrent basis. Recurrent training for data link communications should incorporate the recommendations of paragraph 8.3 and address any significant issues identified by line operations, system changes, procedural changes, or unique characteristics.
8.7 Data Link Communications Recurrent Evaluation. Recurrent data link communications checking should be incorporated as necessary, as an element of routine proficiency training (PT) or proficiency checks.
8.8 Data Link Communications Currency (Recency of Experience). Unless otherwise required in an OpSpec or LOA, once crews have completed initial data link communications training and as long as recurrent training is accomplished in accordance with paragraph 8.6 the certificate holder will not be obligated to develop additional currency requirements.
8.9 Line Checks and Route Checks. When data link communications-equipped aircraft are used during line or route checks, check airmen should routinely incorporate proper data link communications use as a discussion item.
8.10 Line-Oriented Flight Training (LOFT). LOFT using full-flight simulators (FFS) equipped with data link communications should be enhanced by interaction with data link communications. In addition, LOFT should consider proper crew use of data link along with other communication methods (e.g., SATCOM voice, VHF voice, or HF voice).
8.11 Crew Resource Management (CRM). CRM training should address effective teamwork in responding to data link exchanges.
8.12 Data Link Communications Academic Training Methods. Appropriate methods may be suited to each operator’s program. No special methods related to academic training for data link communications are identified. Typically, these are a combination of ground instruction, manual information, flightcrew bulletins, and other such means as appropriate to address academic topics specified by paragraph 8.2.
8.13 Characteristics of Simulated Data Link Communications Systems for Training.
Examples include data link communications in FSTDs.
8.13.1 Acceptable Characteristics. FSTDs should have certain characteristics to be effective.
This is due to the interactive nature of data link communications, the variety of exchange scenarios possible, the immediate and standardized pilot response required, and the correct display interpretation that is necessary. Thus, FSTDs used for data link communications training should have the following characteristics:
• The ability to functionally represent data link communication displays, controls, indications, and annunciations.
• The ability to depict selected message traffic exchange scenarios, including data link communications displays and audio advisories.
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• The ability to show proper data link communications reaction to depicted scenarios and advisories, crew or ATC response errors, or other incidents.
• The ability to interactively respond to pilot inputs regarding data link communication advisories, including responses to failures or abnormal situations.
8.13.2 FSTD and Data Link Communications System Fidelity. For a particular data link communication system, training may be accomplished in FSTDs that represent the specific aircraft, or an aircraft with similar characteristics. For the purposes of data link communications training, FSTDs may use simplified algorithms or abbreviated message set capability. Data link communication displays do not have to be identical, but should be functionally equivalent to the air carrier operator’s specific aircraft in use.
8.13.3 FSTD Approval. Level 5 and higher FSTDs are qualified by the NSP and approved for use by the POI or Training Center Program Manager (TCPM). Any one or combination of the following FSTDs that meet characteristics of paragraph 8.13.1 above, may be used:
• Level A through D FFS,
• Level 4 through 7 flight training devices (FTD), or
• Dedicated data link communications training devices acceptable to the FAA, suitable for data link communications training.
Note: FSTD levels are defined by 14 CFR part 60.
9 OTHER OPERATIONAL ISSUES.
9.1 Manuals and Other Publications. Airplane flight, operating, maintenance, general policy, or other manuals, publications, or written materials (e.g., operating bulletins) that may relate to data link communications use must be appropriately amended to describe data link communications equipment, procedures, and operational policies according to the appropriate guidance material in this AC.
9.2 MMEL/MEL. Operators formulate necessary data link communications revisions to their MEL(s) for each particular fleet (e.g., Boeing 777 or 747-400). Title 14 CFR requires MEL revisions to be consistent with the FAA’s MMEL established for each aircraft type. A summary of the process for addressing the necessary changes to MEL items, as well as examples of MMEL and acceptable MEL provisions for data link communications, is provided in Appendix B.
9.3 Aircraft with Data Link Communications System Differences. Operators having aircraft with data link communication systems differences in displays, controls, or procedures, or operators involved with interchange operations, must account for those data link communications systems differences. This is accomplished as part of approved differences training in accordance with part 121 or 135, or as otherwise specified in applicable FAA FSB reports concerning crew qualification pertaining to a particular airplane type.
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9.4 Issues Unique to a Particular Operator. Operators should address any data link communications issues that may be unique to their particular route environment, aircraft, procedures, or data link communication displays and control features. Examples include the following:
9.4.1 Examples of Route Environment Issues. Operators should describe any peculiarities associated with a particular route that may involve either end-user application issues or communications performance issues. For example, on North Atlantic routes, it is necessary for data link oceanic clearance message verification to include the track message serial number in the response. A particular route may be subject to propagation disturbances (e.g., with HF radio or HF data link at particular locations, times of day, seasons, or sunspot cycles).
9.4.2 Example of a Procedural Issue. Operators should describe any data link precautions that may be appropriate when operating in states where data link communications policies are uncertain. As an example, certain modes of direct CPDLC may not be supported in certain States. In those cases, carriers should conform to the laws and regulations that govern the airspace being used and use only authorized communications equipment and methods. This guidance should be reflected in company flight operations manuals.
9.4.3 Example of a Unique Data Link Communications System Issue. Operators should describe any differences in particular data link communications systems, or their versions, that may have operational impact.
10 MAINTENANCE.
10.1 General. Maintenance procedures for data link communications are approved or accepted as part of an operator’s initial maintenance manual approval or as a revision to that manual. To obtain FAA authorization, an operator must demonstrate that its data link communications maintenance procedures are consistent with the data link communications systems manufacturer’s maintenance procedures and/or aircraft manufacturer’s maintenance procedures for data link communications.
10.2 Maintenance Training. Operators should provide adequate data link communication maintenance training to ensure that their maintenance personnel or contract maintenance personnel at facilities not staffed by the operator are able to properly implement data link communications-related maintenance programs. This includes but is not limited to installation, modification, correction of reported system discrepancies, and use of test equipment, procedures, MEL relief, and return to service authorizations.
10.3 Data Link Communications System Software Updates. Operators should assure that appropriate data link communication software updates are incorporated when necessary and that both air and ground systems are able to identify and properly respond to the installed level of data link communication capability.
10.4 Data Link Communications Return to Service Policies. Data link communications return to service policies should be established to ensure proper data link communication
Par 11 Page 19 functions when an aircraft is returned to service after a data link communication failure or maintenance action.
11 DATA LINK COMMUNICATIONS OPERATIONAL USE.
11.1 General. Operationally, those skills addressed and the guidance provided in paragraph 8 should be followed and implemented by each operator electing to use data link communications.
11.2 Pilot Responsibilities. Data link communications are intended to serve as either a normal or supplementary communication means as designated for the operations being conducted. For data link communications to work as designed, prompt and correct initiation response to data link advisories is important. Flightcrews using data link communications should respond in accordance with the following guidelines:
• Prompt initiation of messages where needed.
• Prompt response to messages where appropriate (e.g., RCP 240 and 60-second Pilot Operational Response Time (PORT) allocation).
• Appropriate crew coordination so that each crewmember receives pertinent information needed.
• Appropriate retention of messages (archive) requiring later action (such as printer copies of oceanic clearances).
• Appropriate resolution of message uncertainty.
• Appropriate use of data link and voice, respectively, where circumstances or operations dictate (such as voice for backup or clarification of non-normal situations).
• If an ATC data link clearance contradicts a voice clearance, comply with the voice clearance and query the controller.
11.3 Data Link Communications Good Operating Practices. The following data link communications good operating practices have been identified:
11.3.1 To preclude unnecessary communication and possible interference with ground facilities, data link communications should be used only in conjunction with facilities specified for the route or procedure to be flown. An example would be as follows: data link communications with other than designated ground facilities should be accomplished only as necessary to support flight plan or flight operations requirements.
11.3.2 Free text data link messages should be avoided. If it is necessary to send a free text message, write it in English and use standard aeronautical terminology and accepted abbreviations.
11.3.3 When appropriate, verify data link communication functions prior to departure.
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11.4 Operator Responsibilities. Operators have the following general responsibilities regarding data link communications:
11.4.1 Verify data link communications functionality for each environment to be used and when new or modified components or software are introduced.
11.4.2 Assure followup and evaluation of exceptional data link events.
11.4.3 Periodically assess data link communications training, checking, and maintenance programs to ensure their correctness, pertinence, timeliness, and effectiveness.
11.5 ATC Responsibilities. The operator can expect ATC to adhere to the following procedures.
11.5.1 Ensure that controllers do not knowingly issue data link instructions that are contrary to voice instructions when data link is being used.
11.5.2 Be aware of pertinent data link communication program changes.
11.5.3 Train ATC specialists about data link expected flightcrew responses to data link advisories, and permit familiarization flights for specialists on data-link-equipped aircraft to the extent possible.
11.5.4 When requested by the flightcrew, provide clarification or confirmation of data link messages and assist in returning to the assigned clearance, if appropriate. Issue additional clearance instructions when necessary.
11.5.5 Advise pertinent FAA offices via data link communications questionnaires about airspace or airports where data link communication problems occur. This facilitates initiation of corrective actions related to data link communication enhancements, procedures, and airspace adjustments.
11.5.6 Advise FAA of other hazardous conditions, situations, or events which may be related to data link communications.
12 DATA LINK EVENT REPORTING.
12.1 General. Operators and manufacturers are encouraged to develop procedures to ensure effective identification, tracking, and followup of data-link-related events. Such procedures should focus on providing useful information to:
• Properly assess the importance of data link events.
• Follow up on information related to specific data link events as necessary.
• Keep the industry and FAA informed on data link performance in the National Airspace System (NAS) and international operations.