programs common to one or more types may be approved if data link communications program elements are common to different aircraft types.
(3) Data Link Communications Authorization Procedures.
(a) Operational authorization to use data link communications is provided by an FAA POI. Operators should make early contact with their respective PI’s 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.
NOTE: Each operator is assigned three FAA PI’s; A POI, a PMI, and a PAI, that are typically located in the CHDO.
(b) Installations, training, maintenance programs, MELs, and other data link communications program elements are reviewed and approved by the FAA.
(c) Prior to issuance of Operations Specifications, or the addition of an area, route or procedure to an existing Operations Specification, 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). 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 sub-networks 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 of the SPR and INTEROP standards, which may be demonstrated in an operational flight check.
(d) 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 systems elements perform as intended (e.g., FMS ACARS interface, printers, CSP and air traffic facilities along the intended routes of flight). The PAI will review the test results for conformance with international standards and FAA policy and procedures.
8. PART 121 FLIGHTCREW QUALIFICATION FOR USE OF DATA LINK COMMUNICATIONS.
a. General.
(1) Data link Communications Qualification Issues and Objectives. Separate qualification issues and training should be addressed depending on the system being used by the Par 7 Page 9
air carrier, (digital or analog data link). Air carriers should address the following issues and objectives to ensure appropriate flightcrew data link communications qualification:
(a) Provide necessary flightcrew knowledge of data link communications concepts, systems, and procedures (Data link Communications Academic Training).
(b) Develop necessary flightcrew knowledge and skills to properly respond to data link communications clearances or advisories (Data link Communications Procedure Training).
(c) Assess each pilot's ability to properly use data link communications (Data link Communications Initial Evaluation).
(d) Identify Human Factors issues specific to flightcrew operation and interaction with the communication software, hardware, and operating environment (e.g., head-down time, situational awareness, and loss of party-line information).
(e) Maintain appropriate data link communications knowledge and skills which may include Data link Communications Recurrent Training.
(2) Data Link Communications Training. Flightcrew member training for first time use of data link services should be included in initial, transition, upgrade, recurrent, differences, or stand-alone qualification programs. Data link communications training could be included in specific aircraft qualification programs during transition, upgrade, or differences training (e.g., during DC-10 to B747-400 transition) or operators could conduct data link communications training in conjunction with general training (e.g., during initial “new hire” indoctrination, recurrent proficiency checks or proficiency tests, or line-oriented flight training. Data link communication training programs may also be developed as separate training programs (e.g., by completion of a standardized curriculum covering the general use of data link services at an operator’s training center or at designated crew bases).
(3) Credit for Use of Other Programs. Operators may receive credit for existing data link communications training programs that are already approved in a different application. For example, an operator may receive credit for programs based on previous use of data link services, such as on different routes or for a different type of operation, or training programs conducted by another operator, training center, or manufacturer. The POI will determine whether and how much credit an operator should receive, considering whether the training program is used in another FAA approved application and whether the operator has demonstrated that the training program is relevant to the new application. AFS-400, NSET, or the assigned AEG may assist the POI in determining the suitability of a proposed data link training program for a particular operator’s procedures and aircraft capability.
b. Data Link Communications Academic Training. The following subjects should be addressed in an approved program of data link communications academic training during the initial introduction of a crewmember to data link communication systems. For subsequent programs, only the new, revised, or emphasized items need be addressed.
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AC 120-70A
(1) General Concepts of Data Link Communications Operation. Academic training should cover, in general terms, data link communications systems 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 nonnormal use, and limitations.
(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.
(3) Data Link Communications Language, Terms and System Information.
Flightcrews should be familiar with data link message sets, abbreviations and conventions used, contractions, terms, message addressing, facility and capability depiction on charts or in manuals, and terminology associated with applications (e.g., CPDLC, FIS, TWDL, ADS, ADS reporting contracts).
(4) ATS Communication, Coordination and Credits for Use of Data Link Communications. Crews 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 data link exceptional event and ensuring 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.
(5) Data link Communications Equipment Components, Controls, Displays, Audio Alerts, and Annunciations. Procedural training should include discussion of terminology, symbology, operation, and optional controls and display features, including 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.
(6) Interfaces and Compatibility with other Aircraft Systems. Training should include the management of any applicable data link air/ground communications systems and applications, including; VHF data link, SATCOM data link, HF data link, and Mode S. This training should also address voice integration with other cockpit systems, FMS inputs to data link, and electronic flight instrument system interfaces, including any items particular to an air carrier's implementation or uniqueness of its system.
(7) Aircraft Flight Manual (AFM) Information. AFM provisions should be addressed including information on data link communications modes of operation, normal and non-normal flightcrew operating procedures, response to failure annunciations, and any AFM limitations.
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AC 120-70A
(8) MEL Operating Provisions. Flightcrews, dispatch, and maintenance personnel should be familiar with the MEL requirements.
(9) Flightcrew Response. Appropriate pilot response to data link, SATCOM voice and other such issues.
(10) Data Link Event Reports. The air carrier's data link non-normal event reporting policies for flightcrews.
(11) 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.
(12) Human Factors. Flightcrew Human Factors are issues specific to the operating environment and operation of the installed communication system.
C. Data Link Communications Operational Use Training. In addition to the academic training described in paragraph 8b, 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.
(1) 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, FGCS) Formulating and sending messages
• Loading message requests from the FMS (e.g., Flight plan WP’s into data link for transmission if applicable)
• Managing the communications systems
• Establishing and terminating system operation
• Switching use of RF media (if this is a crew-controllable feature)
• Re-establishing system operation after loss of network log-on
(2) In addition, training programs should cover the proper use of data link communication controls, procedures, and limitations. Correct assessment of displays, aural advisories, annunciations, timely and correct responses to data link communication failures and Page 12 Par 8
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 should be taught. Such training may be conducted using data link communicationequipped flight training devices or simulators, or by using suitable CBI. Criteria for programs intending to address proper data link communications use through the use of simulators or training devices are listed in paragraph 8c(1). Criteria for programs intending to address proper data link communications use through CBI, and not using approved simulators or training devices, are listed in paragraph 8c(2). Operators may apply provisions of either paragraph 8c(1) or 8c(2), or combinations of these provisions to address necessary initial and recurrent data link communications use training, as approved by the FAA for that operator's specific data link communication systems, training devices, and simulators.
(3) Programs Addressing Data link Communications that use approved simulators or training device programs based on use of FAA-approved training devices or simulators should realistically depict relevant aspects of data link communication procedures, clearances, and pilot responses. This may be accomplished using one or more of a combination of training methods described in paragraph 8a. Any simulator or training device used should have the characteristics described in paragraph 8m.
(4) Programs Addressing Data link Communications Procedures Through Use of Computer-Based Instruction (CBI). Data link communications programs may be approved which do not require using approved simulators or training devices 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 flight management systems. Such programs should include the issues identified in 8c(1), 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 (digital versus analog), 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 training subject should be made aware of the normal delivery delays to be expected
• Scenarios should demonstrate correct indications for messages, display annunciations, aural alerts, and require proper pilot responses
d. Training Center Approval. Training centers may conduct data link communication training for an operator if approved by the POI. The POI will consider the following factors:
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(1) Provisions of paragraphs 8b and 8c are shown to be met, or
(2) Equivalence to a previously approved 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 approved program.
e. 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:
(1) Evaluation by an authorized instructor or check airman using a simulator or training device capable of depicting data link communication exchanges.
(2) Evaluation by an authorized instructor or check airman during line operations, training flights, PC/PT events, operating experience (OE), route checks or line checks.
(3) Computer-based testing in which data link communication scenarios and advisories are depicted and records acceptable pilot performance.
(4) Other alternate methods acceptable to the Administrator. Alternate methods should demonstrate the equivalent effectiveness of methods (1) through (3).
NOTE: Instructors should evaluate initial data link crewmember communications for certificate holders that are authorized to use data link systems in their operations.
f. 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 8c and address any significant issues identified by line operating experience, system changes, procedural changes, or unique characteristics.
g. Data Link Communications Recurrent Evaluation. Recurrent data link communications checking should be incorporated as necessary, as an element of routine proficiency training or proficiency check programs.
h. Data Link Communications Currency (Recency of Experience). Unless otherwise required in an operational specification, once crews have completed initial data link communications training and as long as recurrent training is accomplished in accordance with paragraph 8f the certificate holder will not be obligated to develop additional currency requirements.
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i. 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.
j. Line-Oriented Flight Training (LOFT). LOFT programs using simulators equipped with data link communications should be enhanced by interaction with data link communications. In addition, LOFT programs should consider proper crew use of data link along with other communication methods (SATCOM voice, VHF voice, HF voice, etc.).
k. Crew Resource Management (CRM). CRM programs should address effective teamwork in responding to data link exchanges.
l. Data link communications Academic Training Methods. Appropriate methods may be suited to each air carrier's program. No special methods related to academic training for data link communications are identified. Typically, a combination of ground instruction, manual information, flightcrew bulletins, and other such means as appropriate to address academic topics specified by paragraph 8b, Data link communications Academic Training.
m. Characteristics of Simulated Data Link Communications Systems for Training (e.g., data link communications in simulators or training devices). Reference paragraph 8c.
(1) Acceptable Characteristics. Training devices and simulators 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, simulators or training devices used for data link communications training should have the following characteristics:
• The ability to functionally represent data link communication displays, controls, indications, and annunciations.
• Ability to depict selected message traffic exchange scenarios including data link communications displays and audio advisories.
• Ability to show proper data link communications reaction to depicted scenarios and advisories, crew or ATC response errors, etc.
• Ability to interactively respond to pilot inputs regarding data link communication advisories, including responses to failures or abnormal situations.
(2) Simulator and Data Link Communications System Fidelity. For a particular data link communication system, training may be accomplished in simulators or training devices that represent the specific aircraft, or an aircraft with similar characteristics. For the purposes of data link communications training, simulators or training devices 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.
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(3) Training Device or Simulator Approval. Training devices or simulators meeting FAA criteria are qualified by the NSET and approved for use by the POI. Any one or combination of the following devices or simulators that meet characteristics of paragraph 8m (1) above, Acceptable Characteristics, may be used:
• Level A through D simulators,
• Level 4 through 7 flight training devices, or
• Dedicated data link communications training devices acceptable to the FAA (including those devices described in FAA Order 8400.10, Air Transportation Operations Inspector's Handbook, volume 3, paragraph 443, "Aircraft Systems Integration Training" which are shown to be suitable for data link communications training).
NOTE: Training device and simulator levels are defined by AC 120-40B, Airplane Simulator Qualification; AC 120-54 Advanced Qualification Program; and FAA Order 8400.10.
9. OTHER OPERATIONAL ISSUES.
a. 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.
b. MMEL/MEL. Operators formulate necessary data link communications revisions to their MEL(s) for each particular fleet (e.g., B727, DC10). The Federal Aviation Regulations require 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 are provided in Appendix 2.
c. 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 an approved differences training program in accordance with part 121, or as otherwise specified in applicable FAA FSB reports concerning crew qualification pertaining to a particular airplane type.
d. 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:
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(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, time of day, season, or sunspot cycles).
(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 controller-pilot data link communication 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.
(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. For example, Boeing FMS “Load 11” software requires a workaround solution for incorporating the aircraft tail number in data link messages, whereas “Load 12” does not.
10. MAINTENANCE.
a. 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 their 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.
b. 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, use of test equipment, procedures, MEL relief, and "return-to-service" authorizations. The training procedures should address testing data link communications on the ground in such a way that correctly evaluates data link communications functions while not introducing hazards with respect to simulated message traffic with an air traffic facility.
c. Data Link Communications System Software Updates. Operators should assure that appropriate data link communication software updates are incorporated when necessary and that Par 9 Page 17
both air and ground system are able to identify and properly respond to the installed level of data link communication capability.
d. Data Link Communications "Return to Service" Policies. Data link communications "return to service" policies should be established to ensure proper data link communications functions when an aircraft is returned to service after a datalink communication failure or maintenance action.
11. DATA LINK COMMUNICATIONS OPERATIONAL USE.
a. General. Operationally, those skills addressed and the guidance provided in the data link communications training paragraph 8 should be followed and implemented by each operator electing to use data link communications.
b. Pilot Responsibilities. Data link communications are intended to serve as either a primary or supplementary communications 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:
(1) Prompt initiation of messages where needed.
(2) Prompt response to messages where appropriate.
(3) Appropriate crew coordination so that each crewmember receives pertinent information needed.
(4) Appropriate retention of messages (archive) requiring later action (printer copies of oceanic clearances etc.).
(5) Appropriate resolution of message uncertainty.
(6) Appropriate use of data link and voice, respectively, where circumstances or operations dictate (e.g., voice for backup or clarification of non-normal situations).
(7) If an ATC data link clearance contradicts a voice clearance, comply with the voice clearance.
c. Data Link Communications Good Operating Practices. The following data link communications "good operating practices" have been identified:
(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.
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(2) Free text data link messages should use standard aeronautical terminology, accepted abbreviations, and be written in English.
(3) When appropriate, verify data link communication functions prior to departure.
d. Operator Responsibilities. Operators have the following general responsibilities regarding data link communications:
(1) Verify data link communications functionality for each environment to be used and when new or modified components or software are introduced.
(2) Assure follow-up and evaluation of exceptional data link events.
(3) Periodically assess data link communications training, checking, and maintenance programs to ensure their correctness, pertinence, timeliness, and effectiveness.
e. ATC Responsibilities. The operator can expect ATC to adhere to the following procedures.
(1) Ensure that controllers do not knowingly issue data link instructions that are contrary to voice instructions when a data link is being used.
(2) Be aware of pertinent data link communication program changes.
(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.
(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 the situation so requires.
(5) Advise pertinent FAA offices via data link communications questionnaires about airspace or airports where data link communications problems occur. This facilitates initiation of corrective actions related to data link communications enhancements, procedures, and airspace adjustments.
(6) Advise FAA if aware of other hazardous conditions, situations, or events which may be related to data link communications.
12. DATA LINK EVENT REPORTING.
a. General. Operators and manufacturers are encouraged to develop procedures to ensure effective identification, tracking, and follow up of data link-related events, as appropriate. Such procedures should focus on providing useful information to:
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(1) Properly assess the importance of data link events,
(2) Follow up on information related to specific data link events as necessary.
(3) Keep the industry and FAA informed on the performance of data link in the NAS and international operations.
b. Pilot Reports.
(1) "Data Link-Specific" Reports. Pilots should make the following reports for unusual data link events, as necessary:
(a) 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 Airman's: Information Manual, Section 4, ATC Clearances, for guidance regarding recommended phraseology, and Appendix 5 of this AC for acronyms and abbreviations.
(b) 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., or
• Other record used by that operator (e.g., "Captain's Report"). An example of a typical reporting form for data link event information is shown in Appendix 1.
(2) Other Reports Incidental to Data Link.
(a) Near Mid-Air 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).
(b) Aviation Safety Reporting System (ASRS) Reports. ASRS reports may be filed at the discretion of the flightcrew.
(c) 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, and/or data link vendors to the PAI or PMI, as appropriate.
(d) FAA ATC. Report the following:
• Data link events to FSDOs as necessary Page 20 Par 12