U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Operational Authorization Process for Use of Data Link Communication System Date: 8/3/15 Initiated by: AFS-400 AC No: 120-70C Change:
This advisory circular (AC) applies to all operators conducting data link operations and presents various methods for all air operators using data link systems to meet Federal Aviation Administration (FAA) and International Civil Aviation Organization (ICAO) Standards, to include as well-recommended practices. The AC introduces U.S. domestic Controller-Pilot Data Link Communication Departure Clearances (CPDLC-DCL) and the European LINK 2000+ CPDLC program. This revision also incorporates an expanded description of event reporting and defines the roles and responsibilities during the authorization process. It provides operational approval information for operators conducting operations under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 91 subpart K (part 91K), 121, 125, 129, 133, and 135.
For complete airworthiness guidance for new aircraft and systems, refer to the current edition of AC 20-140, Guidelines for Design Approval of Aircraft Data Communications Systems Supporting Air Traffic Services (ATS). Authorizations to conduct data link operations approved under previous versions of AC 120-70 do not require further evaluation.
ORIGINAL SIGNED by John Barbagallo Deputy Director, Flight Standards Service
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CONTENTS Paragraph Page
1. Purpose1
2. Applicability1
3. Cancellation2
4. Related Documents (current editions)2
5. Background4
6. RCP Concept6
7. Authorization to Use Data Link Communications in Flight Operations7
8. Flightcrew Qualification for Use of Data Link Communications10
9. Other Operational Issues17
10. Maintenance18
11. Data Link Communications Operational Use19
12. Data Link Event Reporting20
13. Foreign Air Carriers22
APPENDIX A. SAMPLE DATA LINK EVENT REPORT (2 pages)A-1
APPENDIX B. DATA LINK COMMUNICATIONS MEL AND MMEL PROVISIONS
(2 pages)B-1
APPENDIX C. DATA LINK SYSTEMS AND OPERATING ENVIRONMENT (6 pages)C-1
APPENDIX D. ADMINISTRATIVE INFORMATION (4 pages)D-1
APPENDIX E. ROLES AND RESPONSIBILITIES IN THE AUTHORIZATION
PROCESS (2 pages)E-1
APPENDIX F. PART 129 PROVISIONS FOR USE OF DATA LINK IN U.S. AIRSPACE
(2 pages)F-1
APPENDIX G. ACRONYMS (4 pages)G-1
LIST OF TABLES
Table B-1. Example of a Minimum Equipment ListB-1
Table B-2. Example of a Data Link MMEL ProvisionB-2
Table C-1. Definition for Different Types of Data Link Systems and OperationsC-2
Table C-2. Definitions for SubnetworksC-5
Table C-3. Preferred Original Equipment Manufacturer AnnotationC-5
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1.1 PURPOSE. This advisory circular (AC) applies to all operators conducting data link operations and presents various methodology to all operators conducting data link operations and presents various methodologies for operators to meet Federal Aviation Administration (FAA) and International Civil Aviation Organization (ICAO) standards.
The AC introduces U.S. domestic Controller-Pilot Data Link Communication Departure Clearances (CPDLC-DCL) and the European LINK 2000+ CPDLC program. This revision also incorporates an expanded description of data link event reporting and defines the roles and responsibilities during the authorization process. It provides operational approval information for operators conducting operations under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 91 subpart K (part 91K), 121, 125, 129, 133, and 135. For complete airworthiness guidance for new aircraft and systems, refer to the current edition of AC 20-140, Guidelines for Design Approval of Aircraft Data Communications Systems Supporting Air Traffic Services (ATS). Authorizations to conduct data link operations approved under previous versions of AC 120-70 do not require further evaluation.
1.2 Scope. AC 120-70C only incorporates FAA domestic data communications clearances (CPDLC-DCL), the European LINK 2000+ CPDLC program, updated data link event reporting, the FAA operational authorization process, and editorial corrections.
A complete revision of AC 120-70C into a 90-series AC will begin shortly after this AC is published.
2 APPLICABILITY. This AC applies to aircraft and operators operating under parts 91, 91K, 121, 125, 129, and 135. This AC provides an acceptable means of compliance for operators obtaining operational authorization for data link communication systems, acceptable methods for training airworthiness, and operational policies for use where data link communications are to be operated. In addition, it describes appropriate actions in the event of an air traffic control (ATC) data link communications event.
Note: Part 91 operators do not require operational authorization for CPDLC-DCL See paragraph 5.4.3 for additional guidance.
2.1 Exceptions. This AC does not address the use of data link communications for Aeronautical Operational Control (AOC) and certain specific ATS applications, such as the following:
• Pre-Departure Clearance (PDC),
• Digital Automatic Terminal Information Service (D-ATIS),
• Terminal Weather Information for Pilots (TWIP),
• Oceanic Clearance Delivery (OCD),
• Graphics/Text Weather Server (G/TWS), and
• Digital Delivery of Expected Taxi Clearance (DDTC).
Par 2 Page 2 Note: This AC is not applicable to Automatic Dependent Surveillance-Broadcast (ADS-B), which is not a data link system. It is a transponder-based 1090 megahertz (MHz) squitter which transmits position information for surveillance only. The communication is line of sight on frequency 1090 MHz.
2.2 Compliance. The data link system should align with the following (the listed documents are guidance materials and are not required for showing compliance):
• Applicable international Standards and Recommended Practices (SARP);
• Procedures for Air Navigation Service (PANS);
• ICAO Regional Supplementary Procedures Amendment (Doc 7030);
• ICAO Annex 10, Aeronautical Telecommunications, Volume II to the Convention on International Civil Aviation; and
• RTCA DO-306, DO-306 Change 1 ED-122, Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (Oceanic SPR Standard).
Note: In addition, this AC is consistent with ICAO, Volume III, Part I, Digital Communication Systems, Chapter 3, Aeronautical Telecommunication Network (ATN).
3 CANCELLATION. AC 120-70B, Operational Authorization Process for Use of Data Link Communication System, dated August 24, 2010, is cancelled.
4 RELATED DOCUMENTS (current editions).
4.1 Title 14 CFR. The following 14 CFR parts are applicable to the communications systems and applications covered in this document:
• Parts 21, 23, 25, 27, 29, 43, 91, 91K, 121, 125, 129, and 135.
4.2 ACs. You can find ACs on the MyFAA employee Web site at https://employees.faa.gov.
Operators and the public may find this information at http://www.faa.gov/regulations_policies/advisory_circulars.
• AC 20-140, Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS).
• AC 20-160, Onboard Recording of Controller Pilot Data Link Communication in Crash Survivable Memory.
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4.3 ICAO Documents. Operators and the public may find this information at the ICAO Publications and Resources Web site, http://www.icao.int/anb/safetymanagement/Documents.html.
• Global Operational Data Link Document (GOLD). ICAO Global Guidelines for data link operations.
• Document 4444 (PANS/Air Traffic Management (ATM)), Procedures for Air Navigation Services - Rules of the Air and Air Traffic Services.
• Annex 6, Operation of Aircraft.
• Annex 10 (SARPs), Volume III, Part 1, Data link Communications Systems.
• Annex 11, Air Traffic Services.
• Document 7030, Regional Supplementary Procedures Amendment.
• Document 9869, Manual on Required Communication Performance (RCP) First Edition, 2008.
• North Atlantic Document 007, North Atlantic Operations and Airspace Manual. This document is published on behalf of the North Atlantic Systems Planning Group by the European and North Atlantic Office of ICAO and includes data link material.
• North Atlantic Oceanic Errors Safety Bulletin (OESB).
4.4 RTCA. The following RTCA Documents (RTCA/DO) and European Organization for Civil Aviation Equipment (EUROCAE) documents are available from RTCA Inc., 1150 18th St., NW. Suite 910, Washington, DC 20036; and http://rtca.org/index.asp.
• DO-258A/ED-100A, Interoperability Requirements for ATS Applications Using ARINC 622 Data Communications, dated April 7, 2005.
• DO-264/ED-78A, Guidelines for Approval of the Provision and Use of Air Traffic Services Supported by Data Communications, dated December 14, 2000.
• DO-280B Change 1/ED-110B Change 1, Volume 1 & 2 Interoperability Requirements Standard for ATN Baseline 1 (INTEROP ATN B1), dated March 18, 2014.
• DO-290, Changes 1 and 2/ED-120 Changes 1 and 2, Safety and Performance Requirements Standard for Air Traffic Data Link Services in Continental Airspace (Continental SPR Standard), dated April 29, 2004.
• DO-305A/ED-154A, Future Air Navigation System 1/A Aeronautical Telecommunications Network Interoperability Standard, dated March 21, 2012.
• DO-306 Change 1/ED-122 Change 1, Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (Oceanic SPR Standard), dated March 17, 2011.
• EUROCAE ED-93, Minimum Aviation System Performance Standard for CNS/ATM Message Recording Systems-Amendment 1, dated November 23, 1998.
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4.5 Other Sources.
• FAA Oceanic Notices to Airmen (NOTAM) and State Aeronautical Information Publications (AIP). Specific policy and procedures related to CPDLC and ADS operations in individual flight information regions (FIR) are published in International NOTAMs and in individual state AIPs.
• FAA Pacific/Alaska Chart Supplements and North Atlantic Doc 001. These publications currently contain policy and procedures for use of Satellite Voice (SATVOICE) and will be updated as needed.
• FAA Asia Pacific Operational Authorization Information Package. Shows area specific information and summarizes “lessons learned” in the Asia Pacific region.
5 BACKGROUND.
5.1 History. The original AC 120-70 was developed to address ATN, a very high frequency (VHF) data link (VDL) Mode 2 communication system. AC 120-70A was developed to include the addition of the Future Air Navigation System 1/A (FANS 1/A), a system communicating over the Aircraft Communications Addressing and Reporting Systems (ACARS) using a variety of subnetworks such as satellite, VDL Mode 0/A, VDL Mode 2, and High Frequency Data Link (HFDL). AC 120-70B was developed to provide updated guidance for both systems.
5.2 Data Link Implementation. Data link applications are being implemented in flight operations utilizing FANS 1/A(+) (which includes CPDLC and Automatic Dependent Surveillance-Contract (ADS-C)) and ATN (which includes CPDLC). Data link communication frequency applications function on a primary basis and do not normally require any specific input from the crewmember as to whether a satellite, VHF (VDL M0/A or VDL M2), or HFDL subnetwork service is in use. However, these applications may be limited by the level of end-to-end data link service implementation in use (e.g., ACARS, FANS 1/A, or ARINC 622). This AC provides information for U.S. operators, aircraft and data link manufacturers, various inspectors, foreign air carriers operating in U.S. airspace, and other aviation organizations regarding a means acceptable to the FAA for the use of data link systems in ATS communications. This information is intended to facilitate the operational authorization of data link systems, promote timely and comprehensive program implementation, encourage development of standard practices for the application of data link techniques, and provide an appropriate response to special data link events.
5.3 LINK 2000+ CPDLC.
5.3.1 The LINK 2000+ program is the European Implementation of CPDLC using the ATN infrastructure and is the key element of the Single European Sky Concept. It was regulated implemented in 2009 by Data Link Services Implementing Rule EC Reg. 29/2009, which, in turn, has been amended by the Commission Implementing Regulation EU 2015/310.
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5.3.2 Minimum equipage: LINK 2000+ (a specific subset of ATN Baseline 1 (B1)) specifications and VDL Mode 2 radios.
5.3.3 CPDLC has been operational in European continental airspace since 2003, and LINK 2000+ implements and enhances three basic ATS services by automating routine tasks that currently take up to 50 percent of controllers’ time:
• ATC Communications Management – handles repetitive frequency changes (transfer of communications).
• ATC Clearances – provides standard clearances (e.g., climb to flight level (FL) 350).
• ATC Microphone Check – enables communication in the case of blocked voice frequencies.
Note 1: LINK 2000+ is only operational in continental Europe and not in the U.S. National Airspace System.
Note 2: EC Reg. 29/2009 also requires the implementation of the DLIC (Data Link Communications Initiation Capability), which is a general service that is executed prior to any other data link service and that enables the exchange of the necessary information for the establishment of data link communications between ground and aircraft data link systems.”
5.4 Departure Clearance (CPDLC-DCL).
5.4.1 Departure Clearance (CPDLC-DCL) is the initial phase of U.S. domestic airspace implementation of data communication and is limited to tower services. CPDLC-DCL provides automated assistance for requesting and delivering initial and revised departure clearances using CPDLC. The supported information includes flight plan route, climb via and/or initial/requested altitude, beacon code assignment, and departure frequency.
An unlimited number of clearances can be sent and, if aircraft systems are capable, can be “push-to-load” directly into the flight management system. The information is exchanged using CPDLC messages from those already used in FANS 1/A-equipped aircraft. The CPDLC-DCL service, when available, is designed for use in surface operations and replaces PDC for properly-equipped aircraft.
Note: CPDLC-DCL is different than current European and Asian DCL operations. European and Asian DCL use communication via ARINC 623 ACARS/EUROCAE ED-85A, not FANS/CPDLC.
5.4.2 Minimum equipage: FANS 1/A and VDL Mode 0/A.
5.4.3 All 14 CFR parts (except part 91) require authorization to use this service. Part 91 operators do not require a letter of authorization (LOA) to use this service but must have received acceptable training on the CPDLC-DCL ground system and how it interacts with their specific avionics equipment, and have the preferred Original Equipment Manufacturer (OEM) annotation in their Airplane Flight Manual (AFM). An example of preferred annotation is shown in Table C-3.
Par 6 Page 6 6 RCP CONCEPT.
6.1 The RCP Concept. The concept of RCP relates to the communications component of the communication, navigation, and surveillance/air traffic management (CNS/ATM) framework and complements Required Navigation Performance (RNP) and Required Surveillance Performance (RSP). In general, the requirements for operation in a defined airspace or performance of a defined procedure include elements of CNS functionality and performance, as well as ATM functionality and performance. The guidance provided in this AC regarding RCP is consistent with ICAO Doc 9869, Manual on RCP. RCP is a statement of the performance requirements for operational communication in support of specific ATM functions. The RCP is determined by cognizant authorities in consideration of air traffic operations, target levels of safety, separation assurance, Flight Standards Service (AFS), and functional hazard analysis associated with the airspace, operation, or procedure. Thus, RCP is operationally derived and not based on any specific technology, or combination of technologies, that may be utilized for communications. The performance of a communications is generally accepted as comprising communication transaction time, integrity, continuity, and availability.
6.2 RCP Type. An RCP type is a label (e.g., RCP 240) that represents the values assigned to RCP parameters for communication transaction time, continuity, availability, and integrity.
6.2.1 Communication Transaction Time. The maximum time for the completion of the operational communication transaction, after which the initiator should revert to an alternative procedure.
6.2.2 Continuity. The probability that an operational communication transaction can be completed within the communication transaction time.
6.2.3 Availability. The probability that an operational communication transaction can be initiated when needed.
6.2.4 Integrity. The probability of one or more undetected errors in a completed communication transaction.
6.3 RCP Type Allocation. RCP type allocation is the process of apportioning the various RCP type values to the various parts of the system. The results of this process are RCP type allocations that are used to:
• Assess the viability of different technologies to meeting operational requirements;
• Approve the provision of ATS supported by communication systems;
• Determine when to initiate contingency procedures;
• Design, implement, and qualify communication services;
• Design, implement, qualify, and approve aircraft type designs;
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• Approve aircraft operators for RCP operations when required; and
• Operationally monitor, detect, and resolve noncompliant performance.
6.4 Performance-Based Communications. Performance-based communications is based on one or more RCP type(s) and their allocations, and any other functional and performance criteria for the intended operation, such as:
• Specific message set or phraseology and transaction types;
• Interactive capability of voice communication;
• Air-ground integration capability of data communication;
• Interoperability criteria for a data link system, including its subnetworks; and
• Procedures for noncompliant performance and contingency.
6.5 RCP Specifications. An RCP specification provides the criteria for a particular RCP type, its allocations, and any other specific criteria. RCP specifications can be found in international standards and guidance material, such as RTCA DO-306/ED-122 as augmented by regional documentation.
6.6 Actual Communications Performance (ACP). ACP is the dynamic assessment of the actual operational performance of a communication system, with human performance and technical performance included in the assessment. Human performance considers such factors as training, procedures, and Human Machine Interface (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.
6.6.1 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.
6.6.2 The results of these activities are provided as evidence of compliance, which is used to qualify for the different types of approvals.
7 AUTHORIZATION TO USE DATA LINK COMMUNICATIONS IN FLIGHT OPERATIONS.
7.1 General. Installation of a data link communication system requires FAA design approval of changes to the aircraft’s type design by amending the type certificate (TC) or issuing a Supplemental Type Certificate (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 (except Part 91 operators using CPDLC-DCL), the operator
Par 7 Page 8 must request a revision to its operations specifications (OpSpecs) or an 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 OpSpecs includes specific authorizations, training and maintenance programs, manuals, operational procedures, minimum equipment lists (MEL), 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.
7.1.1 Responsibilities of Various FAA Offices Regarding Data Link Communications.
FAA Aircraft Certification Offices (ACO) approve changes to a type design or issuance of STCs. FAA Aircraft Evaluation Groups (AEG) formulate operational criteria for specific aircraft types related to training, checking, maintenance, Master Minimum Equipment Lists (MMEL), or other operational issues, as necessary. The FAA uses information developed by AEGs to review a particular operator’s programs.
Certificate-holding district offices (CHDO) or Flight Standards District Offices (FSDO) approve particular OpSpecs, LOAs, operators’ training, maintenance programs, operational procedures, and MELs, if they are consistent with criteria specified in this AC, Aeronautical Information Manuals (AIM), MMELs, Flight Standardization Board (FSB) reports, Maintenance Review Board (MRB) reports, and policy guidance from the Air Transportation Division (AFS-200), Aircraft Maintenance Division (AFS-300), Flight Technologies and Procedures Division (AFS-400), and General Aviation and Commercial Division (AFS-800).
7.2 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 or equivalent. Evidence should be submitted that the aircraft equipment has a type design approval per AC 20-140. The evidence should include the rotorcraft/airplane flight manual (R/AFM) wording to indicate the aircraft and subnetwork designators that define a specific data link capability and intended use for that aircraft type, per Appendix E. This evidence is used to determine the operator’s eligibility for their specific operation.
7.3 Operational Authorization. Criteria for data link operational authorization are determined by the communication requirements specified for the intended operation per Appendix E. Operations that are not defined in Appendix E may require special criteria. When the operator establishes its 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.
7.3.1 Data Link Communications Authorization Criteria. Operational authorizations are based on criteria in this AC or by reference to industry standards as per Appendix E, and may