Par 7 Page 11 Machine Interaction (HMI). Technical performance comprises the installed elements of communication performance operating together and is used to demonstrate that the technical part of the operational communication system meets the intended function. ACP is assessed in the same terms and parameters as an RCP type, its allocations and other relevant operational criteria provided by an RCP specification.
(2) Initially, for aircraft type design approval and ATS provider approval, the expected communication performance is determined based on validating any assumptions and demonstrating with representative elements of the complete system that the aircraft’s or ATS unit’s actual performance complies with appropriate allocations provided in the RCP specification.
(3) The results of these activities are provided as evidence of compliance, which is used to qualify for the different types of approvals.
8. AUTHORIZATION TO USE DATA LINK COMMUNICATIONS IN FLIGHT OPERATIONS.
a. General.
(1) Installation of a data link communication system requires FAA design approval of changes to the aircraft's type design by amending the TC or issuing an STC. However, approval to install a TC’d or STC’d data link communications system does not constitute authorization to use the system. Prior to using the system, the operator must request a revision to their OpSpec or a LOA to ensure that the system is used in accordance with international standards and requirements and in a manner that is acceptable to the FAA. A revision to the OpSpec includes specific authorizations, training and maintenance programs, manuals, operational procedures, MELs, and other such areas necessary for safe and effective use of data link communications. In addition, the service must be capable of meeting international standards for a specific route.
Some RCP specifications are now in place and may be implemented regionally for specific airspaces and routes. Operators intending to operate in these airspaces or routes must ensure their aircraft and operations, procedures, training and maintenance; comply with the applicable RCP specification(s) to obtain operational authorization to use the data link communication system.
(2) Responsibilities of various FAA offices regarding data link communications. FAA ACOs approve changes to a type design or issuance of STCs. FAA AEGs formulate operational criteria for specific aircraft types related to training, checking, maintenance, MMELs or other operational issues, as necessary. The FAA uses information developed by AEGs to review a particular operator's programs. CHDOs or FSDOs approve particular OpSpecs, LOAs, operator's training, maintenance programs, operational procedures, and MELs, if they are consistent with criteria specified in this AC, AIM, MMELs, FSB reports, MRB reports, and policy guidance from AFS-200, AFS-300, AFS-400, and AFS-800.
b. Design Approval of Aircraft Data Communications Systems. Guidelines of design approval of aircraft data link communications and applications primarily used for ATS are provided in FAA AC 20-140 (current edition) or equivalent. Evidence should be submitted that the aircraft equipment has a type design approval per AC 20-140 (current edition). The evidence
should include the rotorcraft/aircraft flight manual (R/AFM) wording to indicate the aircraft and sub-network designators that define a specific data link capability and intended use for that aircraft type, per Table 1, Appendix 6. This evidence is used to determine the operator’s eligibility for their specific operation.
c. Operational Authorization. Criteria for data link operational authorization are determined by the communication requirements specified for the intended operation per Table 1, Appendix 6. Operations that are not defined in Table 1 may require special criteria. When the operator establishes their contracts with the Communication Service Providers (CSP) it is imperative that they include the required criteria for the different operations such as RCP-240 and RCP-400. When the operator configures its aircraft equipage that affects performance or capability, maintenance procedures should also be in place to ensure the configuration change does not affect the intended operations.
(1) Data Link Communications Authorization Criteria. Operational authorizations are based on criteria in this AC or by reference to industry standards as per Table 1 in Appendix 6, and may 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.
(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.
(3) Data link Communications Authorization Procedures.
(a) Operational authorization to use data link communications is provided by an FAA Inspector. Operators should make early contact with their respective POI’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.
(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 a 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 Page 12 Par 7
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 against the SPR and INTEROP standards, and/or RCP specifications, per Table 1 in Appendix 6 which may be demonstrated in an operational flight check. See Appendix 5 for application checklist.
(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 system elements perform as intended (e.g., FMS ACARS interface, printers, CSP and air traffic facilities along the intended route of flight). The PAI will review the test results for conformance with international standards and FAA policy and procedures.
9. FLIGHTCREW QUALIFICATION FOR USE OF DATA LINK COMMUNICATIONS.
a. General. Parts 91, 91K, 121, 125, 125M or 135.
(1) Data Link Communications Qualification Issues and Objectives. Separate qualification issues and training should be addressed depending on the system being used by the air carrier, and/or other compliance 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 communication concepts, systems, RCP 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 and RCP communication procedures training). Knowledge of applicable RCP types and their performance requirements should be part of the training curriculum. Knowledge of applicable RCP types and their performance requirements should be part of the training curriculum.
(c) Assess each pilot's ability to properly use data link communications (data link communications initial evaluation).
(d) 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, loss of party-line information and response time in the RCP specification).
(e) Maintain appropriate data link communication knowledge and skills which may include data link communications recurrent training.
(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 programs. Data link communications training could be included in specific aircraft qualification programs during transition, upgrade, or differences training
(e.g., during MD-11 to B747-400 transition) or operators could conduct data link Par 8 Page 13
communications training in conjunction with general training (e.g., during initial “new hire” indoctrination, recurrent proficiency checks 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. The Flight Technology and Procedures Divison (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.
(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.
(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 require 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 surveillance performance criteria, 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.
(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).
Page 14 Par 8
(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.
(5) Data Link Communications Equipment Components, Controls, Displays, Auto Alerts, and Annunciations. Procedural training should include discussion of operations, 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.
(6) Interfaces and Compatibility with other Aircraft Systems. Training should include the management of any applicable data link air/ground, including; VHF data link, satellite communications (SATCOM) data link and HF data link. This training should also address voice integration with other cockpit systems, FMS inputs to data link, and electronic flight instrument system (EFIS) interfaces, including any items particular to an air carrier's implementation or uniqueness of its system. The priority selection of the media software by the operator needs to be addressed and trained so that the proper selection is made by maintenance, and crews report any related performance degradation resulting from media selection. The priority for ATS data link is VHF (Mode 0/A or Mode 2), SATCOM data link (Inmarsat or Iridium) and HF data link. Flightcrew procedures should be established for crews to report to ATC when media switching causes system performance to degrade below that which is required for the intended operation. For example, excessive VHF/SATCOM switching and SATCOM/HFDL switching can lead to unacceptable performance, (e.g., RCP 240, required for the airspace or route). The priority for ATS data link is VHF, SATCOM data link and last HF data link.
(7) Aircraft Flight Manual (AFM) Information. AFM 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.
(8) MMEL Provisions for Systems Related to CPDLC/ADS-C Operations.
Flightcrews, 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. 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.
(a) Equipment required in current FANS-1/A-capable models is as follows:
Par 9 Page 15
1. VHF, SATCOM, HFDL radios, as appropriate,
2. ACARS MU/CMU,
3. Flight Management Computer (FMC) integration, and
4. Printer (if company procedures require its use).
(b) 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.”
(c) Maintenance Training Requirements. Operators unsure of required maintenance procedures for data link-related equipment should contact their aircraft manufacturer field service representatives.
(d) 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.
(9) Pilot & Dispatcher Training. FANS 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.
(a) Pilot Training. An operator shall establish and maintain a ground and flight training program, approved by the State of the Operator, which ensures that all flight crewmembers are adequately trained to perform their assigned duties
(b) 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.
(c) General Provision for ICAO Annex 6 Training. Operators are reminded of basic provisions contained in ICAO Annex 6.
(d) Flightcrew Response. Appropriate pilot response to data link, RCP specification, and other such issues.
(e) Special Data Link Event Reports. The air carrier's reporting policies for flightcrews regarding data link non-normal events should be as follows. The operator will send the reports to the IFO, CHDO, CMO or FSDO, which will be forwarded to AFS-470. These Page 16 Par 9
reports from the operators will then be forwarded by AFS-470 to the coordinator for the FIT and the FANS Interoperability Group (FIG).
(f) 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.
(g) 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 9b, 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) Operational use training should include the following:
(a) Receiving and interpreting messages;
(b) Accepting, rejecting or canceling messages;
(c) Storing and retrieving messages;
(d) Loading messages into appropriate controls/displays for use (e.g., FMS, FGCS) formulating and sending messages;
(e) Loading message requests from the FMS (e.g., flight plan waypoints into data link for transmission if applicable);
(f) Managing the communications systems;
(g) Establishing and terminating system operation;
(h) Switching use of radio frequency (RF) media (if this is a crew-controllable feature); and
(i) Re-establishing system operation after loss of network log-on.
(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 training devices or simulators, or by using suitable CBI.
Criteria for programs intending to address proper data link communications through the use of simulators or training devices are listed in paragraph 9c(1). Criteria for programs intending to address proper data link communications use through CBI, and not using approved simulators or Par 9 Page 17
training devices, are listed in paragraph 9c(4). Operators may apply provisions of either paragraph 9c(1) or 9c(4), 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 9a. Any simulator or training device used should have the characteristics described in paragraph 9m.
(4) 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 FMSs. Such programs should include the issues identified in 9c(1), and be consistent with the following criteria:
(a) Accepted FAA and industry guidelines.
(b) There should be no significant adverse training experience related to the particular data link communications system(s).
(c) 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.
(d) The program should realistically depict data link communications scenarios.
(e) The training subject should be made aware of the normal delivery delays to be expected.
(f) 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 accepted by the POI. The POI will consider the following factors:
(1) Provisions of paragraphs 9b and 9c are shown to be met, or
(2) 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.
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:
Page 18 Par 9
Par 9 Page 19
(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.
(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 9c and address any significant issues identified by line Operating Experience (OE), 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 (PT) or proficiency check programs.
h. 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 9f the certificate holder will not be obligated to develop additional currency requirements.
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 operator’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 9b, Data Link Communications Academic Training.
m. Characteristics of Simulated Data Link Communications Systems for Training.
Examples include data link communications in simulators or training devices.
(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:
(a) The ability to functionally represent data link communication displays, controls, indications, and annunciations.
(b) Ability to depict selected message traffic exchange scenarios including data link communications displays and audio advisories.
(c) Ability to show proper data link communications reaction to depicted scenarios and advisories, crew or ATC response errors, etc.
(d) 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.
(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 or Training Center Program Manager (TCPM). Any one or combination of the following devices or simulators that meet characteristics of paragraph 8m(1) above, acceptable characteristics may be used:
(a) Level A through D simulators,
(b) Level 4 through 7 flight training devices, or
(c) Dedicated data link communications training devices acceptable to the FAA (Including those devices described in FAA Order 8900.1, Volume 3, Chapter 19, Section 5, Flightcrew Training Programs: Flightcrew Aircraft Ground Training Curriculum Segments, 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 8900.1.
Page 20 Par 9
Par 9 Page 21
10. 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., B777, 747-400). Title 14 CFR 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:
(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.
11. 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, and 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 both air and ground systems 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 communication functions when an aircraft is returned to service after a data link communication failure or maintenance action.
12. DATA LINK COMMUNICATIONS OPERATIONAL USE.
a. General. Operationally, those skills addressed and the guidance provided in the data link communications training paragraph 9 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 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:
(1) Prompt initiation of messages where needed.
(2) Prompt response to messages where appropriate (e.g., RCP-240).
(3) Appropriate crew coordination so that each crewmember receives pertinent information needed.
Page 22 Par 10