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12.2 Pilot Reports.
12.2.1 Data-Link-Specific Reports. Pilots should make the following reports for unusual data link events, as necessary:
12.2.1.1 Upon query from ATC, or after an inadvertent deviation from an ATC clearance, make radio communications as appropriate to report the event. Refer to the AIM, Section 4, ATC Clearances, for guidance regarding recommended phraseology, and Appendix G of this AC for acronyms and abbreviations.
12.2.1.2 Reports, as specified by the operator, concerning data link anomalies, procedural difficulties, or system failures typically are made by pilots through one or more of the following methods:
• Pilot/observer questionnaire.
• Logbook entry.
• ACARS, etc.
• Other record(s) used by that operator (such as a “Captain’s Report”).
An example of a typical reporting form for data link event information is shown in Appendix A.
12.2.1.3 Operators should follow the GOLD problem reporting procedures, which include notifying the CMA or Regional Monitoring Agency for the region where the problem occurred (e.g., DLMA for NAT operations). This information can be found in GOLD Appendix D.3 and Appendix E. Operators should also send a data link non-normal event report to their IFO, CHDO, CMO, FSDO, and/or Regional NextGen/Special Area of Operation (SAO) specialist as applicable.
The Regional NextGen/SAO specialist should be notified by the respective FAA office when there is a data link event reported. An example can be found in Appendix A.
12.2.2 Other Reports Incidental to Data Link.
12.2.2.1 Near Midair Collision (NMAC) Reports. Flightcrews should continue to submit NMAC reports in accordance with existing policies and procedures.
(Crews should be aware that there is no requirement to submit an NMAC report solely due to a data link event).
12.2.2.2 Aviation Safety Reporting System (ASRS) Reports. ASRS reports may be filed at the discretion of the flightcrew.
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12.2.2.3 Operator/Maintenance Department Reports. Operator maintenance department personnel should make data link-related reports as necessary. Submit reports of frequent or systematic data link problems that may relate to system performance, manufacturers, or data link vendors to the PAI or principal maintenance inspector (PMI), as appropriate.
12.2.2.4 Data Link Manufacturer Reports. Generic problems, such as those that may relate to the definition of ARINC 622 or 745 characteristics or of documents listed in paragraph 4.5 should be reported to the Aircraft Engineering Division, AIR-200 (Production/Airworthiness).
13 FOREIGN AIR CARRIERS.
13.1 General. Foreign air carriers may use data link communications when operating in U.S. airspace. Foreign air carriers are not required to install and use data link communications for any aircraft or operations even though air traffic services may be provided by a U.S. ATC facility (e.g., in oceanic airspace), unless separation standards or a desired flight plan equipment code are based on its use.
13.2 Data Link Communications Approval for Foreign Air Carriers. FAA does not approve data link communications installations, training programs, MELs, or maintenance programs for foreign operators operating non-U.S. registered aircraft. Such authorizations are addressed as specified by the State of the operator. However, since compatibility of data link communications within U.S. airspace is essential, part 129 operations guidelines for data link communications are issued by this AC. Compliance with these data link communications provisions ensures both data link communication system and procedural compatibility. The issuance of OpSpecs or an amendment to existing OpSpecs for data link communications must take place prior to a foreign air carrier operating a data link communication-equipped aircraft in domestic U.S. airspace, or with U.S. domestic facilities. Standard provisions for foreign air carriers for data link communications are shown in Appendix F.
13.3 Application and Approval. Foreign air carriers should contact their FAA POI to obtain application information for part 129 data link communications OpSpecs in U.S. airspace.
When a foreign air carrier submits the necessary information to the respective principal inspector (PI), showing that its aircraft comply, the PI approves those OpSpecs or an amendment. Standard OpSpec provisions regarding data link communications for foreign air carriers are shown in Appendix F. Although not mandatory, foreign operators should comply with the provisions of this AC, or equivalent provisions specified by the State of the Operator or by ICAO.
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A-1 APPENDIX A. SAMPLE DATA LINK EVENT REPORT
Date: Time:
Operator/Flight #: Origination: Destination:
Submitted to: Air Traffic Control (ATC) Inquiry:
Other:
Phase of Flight Position: Altitude:
(Optional for Aircrew) Name: Phone (W): Phone (H):
Describe Event:
8/3/15 APPENDIX B. DATA LINK COMMUNICATIONS MEL AND MMEL PROVISIONS Each operator intending to have authority to dispatch an aircraft with a data link communication system or component temporarily inoperative must do so in accordance with provisions of a minimum equipment list (MEL). MEL's are approved for each operator and type aircraft, within provisions of the Federal Aviation Administration (FAA) Master Minimum Equipment List (MMEL) for that type. When proposed MEL provisions are consistent with the FAA MMEL, principal operations inspectors (POI) may approve the MEL. If less restrictive MEL or different MEL provisions are requested, a proposal for consideration of an FAA MMEL change must be forwarded to the Aircraft Evaluation Group (AEG) assigned for that aircraft type.
TABLE B-1. EXAMPLE OF A MINIMUM EQUIPMENT LIST Equipment Code Condition Data link system C-O (M) May be inoperative provided the system is deactivated and secured.
Dual data link or C-21 (O) May be inoperative on the flying, ilot side provided that:
data link controls or (a) Appropriate data link, lements nd functions are displays operative on t eno fly, ng pilot, de, and
(b) Display c ta lit indicat, ns are visible to the flying (O May behopera ve on the nonflying pilot side, provided that:
(a) "he required minimum voice communications are operative and that voice procedures are approved for the route or procedures to be flown, and
(b) The required minimum voice command communications audio functions are operative, and voice procedures may be used for the route or procedures to be flown.
B-1
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B-2 TABLE B-2. EXAMPLE OF A DATA LINK MMEL PROVISION
Note 1: The provisos and repair category intervals are intended to grant the operator sufficient relief during the initial stages of the data link implementation.
This is intended to promote the installation process, as well as support the use of a partial system. Both equipment reliability and operational experience will dictate, what, if any, revision to this MMEL relief should be considered after the installation phase is completed.
Note 2: Operators are responsible for entering the number in the “Number Installed” column of the MEL.
Note 3: Operators are responsible for entering alternate procedures in the MEL comment section or referencing the location of such procedures in their manual system.
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C-1 APPENDIX C. DATA LINK SYSTEMS AND OPERATING ENVIRONMENT Table C-1 provides the criteria for different types of data link systems and operations based on standards. For each type of data link system, a row is provided to assign a label to a particular aircraft capability and correlate it to the applicable operating environment. The applicable operating environment is characterized by the type of airspace, the capability of the Air Traffic Service (ATS) unit, and the use for which that aircraft capability is intended. The aircraft label is used in the Rotorcraft/Airplane Flight Manual (R/AFM) to convey the functional and interoperability aspects of the aircraft data link system needed to support operations.
Use Table C-1 to identify the applicable operating environment(s) and intended uses for your specific aircraft data link system. An aircraft data link system may support any combination of aircraft labels in the table.
Refer to the International Civil Aviation Organization (ICAO) Global Operational Data Link Document (GOLD) for the latest description of the intended data link operations. Special attention must be given to Chapter 2 of the GOLD document.
Appendix C C-2 TABLE C-1. DEFINITION FOR DIFFERENT TYPES OF DATA LINK SYSTEMS AND OPERATIONS Row # Aircraft Data Link System Operating Environment Applicable Standards Type of Airspace ATS Unit System Capability and Uses 1 ATN B1 Continental (Domestic) ATN B1 Supplemental Air Traffic Control (ATC) communications:
Communications Management (CM) application supports Data Link Clearance (DLIC) data link service.
Controller-Pilot Data Link Communication (CPDLC) application supports Air Traffic Control Communication Management (ACM), Air Traffic Control Clearance (ACL), and Air Traffic Control Microphone Check (AMC) data link services.
Note 1: Departure Clearance (DCL), Downstream Clearance (DSC), Digital Automatic Terminal Information Service (D-ATIS), and Flight Plan Consistency (FLIPCY) data link services are not supported.
DO-290/ED-120, Chg 1 and Chg 2, Continental Safety and Performance Standard (SPR).
DO-280B/ED-110B, ATN B1 Interoperability (INTEROP) Standard.
Subnetwork standards for Very High Frequency Data Link (VDL) M2 (see Table C-2).
2 FANS 1/A+ Continental (Domestic) ATN B1- FANS 1/A Same as Row 1, except:
Uses AFN application for DLIC data link service.
For CPDLC application, UM 215, turn [direction] [degrees] is not supported.
Note 2: FANS 1/A aircraft will require use of DM67 [free text] to mimic certain message elements per DO-290/ED-120 Chg 1 and 2. See DO-305A/ED-154A, paragraph 4.2.13.2.
Same as for Row 1, plus:
DO-305/ED-154, FANS 1/A – ATN INTEROP Standard (Applies only to ATS Unit, except see Note 2).
DO-258A/ED-100A, FANS 1/A INTEROP Standard.
(Applies only to aircraft.)
Subnetwork standards for VDL M2 (see Table C-2).
Appendix C C-3 Row # Aircraft Data Link System Operating Environment Applicable Standards Type of Airspace ATS Unit System Capability and Uses 3 FANS 1/A+ or FANS 1/A Oceanic and Remote Domestic FANS 1/A Normal means of ATC communication uses Air Traffic Services Facilities Notification (AFN) and CPDLC applications for Direct Controller Pilot Communications (DCPC).
Eligible for:
Required Communication Performance (RCP) 240 operations via any subnetwork listed in Table C-2 except for High Frequency Data Link (HFDL).
RCP 400 operations via any subnetwork listed in Table C-2.
No RCP operations via any subnetwork listed in Table C-2.
Note: Aircraft capability that supports multiple RCP type operations needs to include appropriate indications and/or alerts to enable the flightcrew to notify ATC when aircraft equipment failures result in the aircraft’s ability to no longer meet its criteria for any of the RCP types, per DO-306/ED-122, paragraph 5.2.6.a) and 5.2.6.b).
Uses Automatic Dependent Surveillance-Contract (ADS-C) application for automatic position reporting. See required performance for ADS-C application per DO-306/ED-122. ADS-C application over HFDL (see Table C-2) not eligible for reduced longitudinal separation.
DO-306 Change 1/ED-122 Change 1, Oceanic SPR Standard.
DO-258A/ED-100A (or earlier versions), FANS 1/A INTEROP Standard.
Subnetwork standards for selected subnetworks (see Table C-2).
Note: Allows use of one or more subnetworks. See Capability and Uses column for indications, alerts and subnetworks that are eligible for intended operations.
4 FANS 1/A+ or FANS 1/A Oceanic and Remote Domestic Centralized ADS-C System (CADS) No CPDLC application.
Uses ADS-C application for automatic position reporting. See required performance for ADS-C application per DO-306/ED-122.
DO-306 Change 1/ED-122 Change 1, Oceanic SPR Standard.
DO-258A/ED-100A (or earlier version), FANS 1/A INTEROP Standard (Applies only to aircraft).
CADS Common Specification,
Appendix C C-4 Row # Aircraft Data Link System Operating Environment Applicable Standards Type of Airspace ATS Unit System Capability and Uses Version 2.0, approved ICAO NAT FIG/10, Paris, March 29-April 2, 2004 (Applies only to ATS unit).
Subnetwork standards same as row 3.
5 FANS 1/A ADS-C Oceanic and remote FANS 1/A or CADS Same as row 4. DO-306 Change 1/ED-122 Change 1, Oceanic SPR Standard.
DO-258A/ED-100A (or earlier version) FANS 1/A INTEROP Standard (If ATS unit is CADS, applies only to aircraft).
CADS Common Specification, Version 2.0, approved ICAO NAT FIG/10, Paris, March 29-April 2, 2004 (Applies only to ATS unit when ATS unit is CADS).
Subnetwork standards same as row 3.
6 Aircraft Communicatio ns Addressing and Reporting System (ACARS) Continental/Oceanic and remote ACARS Departure clearance (DCL) or pre-departure clearance (PDC).
Data link – automated terminal information service (ATIS).
Oceanic clearance.
EUROCAE ED-85A EUROCAE ED-89A EUROCAE ED-106A A623 Subnetwork standards same as row 3.
Appendix C C-5 TABLE C-2. DEFINITIONS FOR SUBNETWORKS Subnetwork Designator Applicable Subnetwork Standards VDL M0/A A618-6 for air/ground protocol VDL M2 a) ICAO Annex 10, Vol. 3
b) ICAO Doc 9776, Manual on VDL Mode 2
c) RTCA DO-224 C (Minimum Aviation System Performance Standard (MASP))
d) ARINC 631-6 (Interoperability requirements standards (INTEROP)) HFDL a) RTCA DO-265 MASPS
b) A753-3 Satellite Communication (SATCOM) (Inmarsat)
a) RTCA DO-270 Change 1 (MASPS)
b) A741P2-7 SATCOM (Iridium) a) RTCA DO-270 Change 1 (MASPS)
b) A741P2-7
c) A761-2 Note: As of publishing date, ASM(R)S Minimum Operational Performance Standard (MOPS) and DO-343 (MASPS) are under revision.
TABLE C-3. PREFERRED ORIGINAL EQUIPMENT MANUFACTURER
ANNOTATION “The FAA has approved the aircraft data link system to the criteria contained in AC 20-140B for the following data link capabilities:
Data Link Type Aircraft-Allocated Performance Subnetworks ATN B1 CPDLC at Initial Continental Performance using VDL M2 FANS 1/A (+) CPDLC at RCP 240 using ADS-C at RSP 180 using VDL M0/A/2, SATCOM (Inmarsat), SATCOM (Iridium) FANS 1/A (+) CPDLC at RCP 400 using ADS-C at RSP 400 using HFDL ACARS ATS None, using VDL M0/A/2, SATCOM (Inmarsat), SATCOM (Iridium) This design approval does not constitute operational authorization.”
Note: In actual use, the listed subnetworks should only reflect those that are included in a given aircraft installation.