CHAPTER 6. PERFORMANCE MONITORING
6.1 Performance Monitoring. With the implementation of performance based systems, monitoring of those systems ensures compliance. Monitoring provides a higher level of confidence the operational system will continue to meet the Required Communication Performance (RCP)/Required Surveillance Performance (RSP) specification. Operators should incorporate a performance monitoring process and must participate in performance monitoring which includes reporting and addressing problems. The goal of monitoring data link communication performance is to:
• Maintain safe and efficient operations;
• Determine continued compliance and interoperability;
• Investigate problems; and
• Share lessons learned.
Note: There are no established RCP/RSP standards in U.S. domestic airspace as of the publication date of this AC. As Controller-Pilot Data Link Communication (CPDLC) is introduced into en route operations for U.S. domestic airspace, RCP standards will be published.
6.2 Oceanic and Remote Continental Airspace.
6.2.1 FAA Data Collection. The FAA, along with other Air Traffic Service Units (ATSU), has been monitoring CPDLC and Automatic Dependent Surveillance-Contract (ADS-C) transactions since 2009. Analysis of Actual Communications Performance (ACP) for the CPDLC transactions and Actual Surveillance Performance (ASP) for the ADS-C downlink messages (DM) are accomplished on a semi-annual basis with an emphasis on the nominal continuity (95 percent) requirements associated with safety.
6.2.2 RCP Performance Analysis. Data analysis of ACP, including the Actual Communication Technical Performance (ACTP), is compared against RCP standards (see Tables 2-4 through 2-9) to determine whether the CPDLC performance is adequate.
6.2.3 RSP Performance Analysis. ASP is compared against RSP standards (see Tables 2-10 through 2-15) to determine whether surveillance performance is adequate. ASP analysis is based on the calculation of delivery time of the ADS-C periodic and event reports between the aircraft and the ATSU ground system.
6.2.4 Evaluating Operational and Nominal Transaction Times. ACP and ASP are evaluated using operational (99.9 percent) and nominal (95 percent) continuity criteria. Observed ACP and ASP must meet or exceed the nominal 95 percent continuity requirements.
Note 1: If ACP/ASP does not meet the nominal continuity, the operator will be notified and should not continue data link operations at the associated performance level until the issue is resolved (see paragraphs 6.4 and 6.5).
6-1
Note 2: If ACP/ASP does not meet the operational continuity 99.9 percent, the operator is notified to investigate and initiate corrective action. The nominal performance 95 percent is still sufficient for data link communication performance.
6.3 Performance Website. Operators may obtain a Pass/Fail/insufficient data monitoring performance report for their aircraft from the FAA Performance-based Communication and Surveillance (PBCS) Monitoring website.
6.4 Substandard Performance. Operators must address substandard performance whether the source of that report is from the operator’s own monitoring process, Communication Service Provider (CSP), FAA, or a foreign authority. Operators can view aggregate performance observed within FAA oceanic airspace from the PBCS monitoring website in the above paragraph. If the result of the report is “Fail,” the operator should follow the directions on the website to request further details and a corrective action plan. With a “Fail” report, operators may continue to operate at a less stringent performance level
(i.e., RCP 240 to RCP 400) provided they file the appropriate performance flight plan designator.
6.5 Corrective Aircraft Action. The operator may return to the performance stated in their statement of compliance (SOC) provided the corrective action plan is completed.
6.6 Data Link Performance Eligibility. As stated in paragraph 3.3.5, RCP and RSP performance monitoring data should be included to quantify data link eligibility.
If performance monitoring data is insufficient, then the SOC will be the initial basis for compliance with continued monitoring.
6.7 Procedures to Report Problems. The operator should establish procedures to report problems to the regional PBCS monitoring entities identified in Aeronautical Information Publications (AIP) (or equivalent publications) associated with the route of flight on which the problem occurred (see Chapter 8, Reports).
6.8 Performance Monitoring in U.S. Domestic Airspace. Reserved.
6-2
CHAPTER 7. TRAINING
7.1 Training Documentation.
7.1.1 Part 91 Operator Training. Part 91 operators must be proficient with the procedures and operations associated with the use of data link communication systems in accordance with their Airplane Flight Manual (AFM) and AFM Supplement if applicable. Part 91 operators should be knowledgeable with the procedures and operations as shown in paragraphs 7.4 and 7.5.
7.1.2 Parts 91 Subpart K (Part 91K), 121, 125, and 135 Operator Training. Part 91K, 121, 125, and 135 operators should have a training program addressing the operational practices, procedures, and training items related to data link communication operations (e.g., initial, upgrade, or recurrent training for pilots, operational control personnel, and maintenance personnel). If criteria for training or checking are other than as specified in this AC, the criteria may be found in Flight Standardization Board (FSB) reports applicable to a particular aircraft type.
Note: A separate training program is not required if data link communication training is integrated in the current training program. However, the applicant must identify the training elements from this AC within the existing training program.
7.2 Objectives. Operators should include the following objectives to ensure appropriate pilot data link communications qualification:
• Provide necessary pilot knowledge of data link performance-based communication and surveillance concepts, systems, procedures, and skills to properly respond to data link communication clearances and advisories; and
• Identify human factor issues specific to pilot operation and interaction with the communication software, hardware, and operating environment (e.g., head-down time, situational awareness, or loss of pilot response time in the Required Communication Performance (RCP) specification).
7.3 Ground and Flight Training.
7.3.1 Pilot Knowledge/Training. Parts 91K, 121, 125, and 135 operators should maintain training syllabi (e.g., initial, upgrade, or recurrent) and other appropriate materials including operational practices and procedures. Training for other personnel must be included where appropriate (e.g., operational control personnel or maintenance).
7.3.2 Pilot Training. Parts 91K, 121, 125, and 135 operators should ensure their process contains training for pilots on equipment requirements, normal and non-normal operations and procedures, and limits of their data link communication capability.
Pilots must receive data communications training specific to the avionics suite they will be operating. A common type rating does not guarantee the pilot has received training on the data communications equipment installed on a particular aircraft.
7-1
7.3.3 Regulatory Basis. All training must be in accordance with the following where applicable:
1. Part 91K:
• § 91.1073, Training Program: General.
• § 91.1081, Crewmember Training Requirements.
• § 91.1111, Maintenance Training.
2. Part 121:
• § 121.375, Maintenance and Preventive Maintenance Training Program.
• § 121.401, Training Program: General.
3. Part 135:
• § 135.323, Training Program: General.
• § 135.329, Crewmember Training Requirements.
• § 135.433, Maintenance and Preventive Maintenance Training Program.
7.4 Pilot Knowledge Subject Areas. The minimum following subjects should be addressed in an approved curriculum of data link communications academic training during the initial introduction of data link communication systems:
1. Normal pilot response to data link communication messages to include:
ROGER (downlink message (DM) 3)/WILCO (DM0), UNABLE (DM1), or STANDBY (DM2) of a data link communication message;
2. Message elements in the message set used in each environment (e.g., ground, oceanic, en route) including terms, abbreviations, and conventions;
3. RCP/Required Surveillance Performance (RSP) specifications and their performance requirements;
4. Data link communication terminology (e.g., Controller-Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) reporting contracts);
5. Chart depictions of data link communication services;
6. Implementation of reduced separation with associated data communication system requirements to comply with RCP 240 and RSP 180 or other possible performance requirements associated with their routes;
7. Data link communications system theory (relevant to operational use);
8. Operations involving data link communication services;
9. Nominal and unacceptable performance;
10. Normal and non-normal use;
11. Data link communication events and reporting (see Chapter 8, Reports);
7-2
12. AFM and AFM Supplement limitations;
13. Crew Resource Management (CRM) of independent message verification, discussion, and action (see paragraph 5.2.1);
14. Minimum equipment list (MEL), deferrable items, and procedures;
15. Human factors specific to the operating environment and operation of installed communication equipment; and
16. Proper use of flight plan designators for data link operations in U.S. domestic airspace and, if applicable, in oceanic and remote continental airspace.
Note: For subsequent ground training, only the new, revised, or emphasized items need be addressed.
7.5 Pilot Procedural Training Items. As a minimum, procedural training should include:
1. Proper use of data link communication controls, procedures, and limitations.
2. Logon/notification procedures and reestablishing system operation after loss of network logon/notification.
3. Display features.
4. Weather deviations, offsets, and waypoint sequencing.
5. Advisories and annunciation.
6. Timely and correct responses to data link communication failures.
7. Recognition of data link communications system failures and data link communication issues unique to the air carrier or operator.
8. Appropriate interaction with the Air Traffic Service Unit (ATSU) following data link communication messages that are not acceptable.
9. CRM. Independent message verification, discussion, and action (see paragraph 5.2.1).
10. Understanding, accepting, receiving, rejecting, or canceling messages.
11. Storing and retrieving messages.
12. Loading messages into appropriate controls/displays for use (e.g., flight management system (FMS)) formulating and sending messages.
13. Departures and departure transitions are not included in the loadable route uplink and must be manually entered by the pilot into the FMS when provided in the Departure Clearance (DCL). Refer to the NAS Data Communications Guide.
14. Loading message requests from the FMS (e.g., flight plan waypoints into data link communication for transmission, if applicable).
15. Managing the communications systems.
16. Establishing and terminating system operation.
7-3
17. Switching use of Radio Frequency (RF) media (if this is a pilot-controllable feature).
18. Items particular to an air carrier’s implementation or the uniqueness of its aircraft capability and/or procedures.
19. Applicable message sets, expected transmission times, failure annunciations, constraints, and limitations.
20. CRM in responding to data link communication exchanges.
21. Data link communication modes of operation.
22. Normal and non-normal pilot operating procedures.
23. Conditional clearances and the adherence to certain conditions or restrictions such as changing a flight level based on a time or place.
7.5.1 Credit for Training. Operators may receive credit for existing data link communications training already approved in a different application. For example, an operator may receive credit for training based on previous use of data link communication services, such as on different routes, for a different type of operation, or training conducted by another operator (except for part 121 or 135), training center, or manufacturer.
The principal operations inspector (POI) will determine whether and how much credit an operator should receive, considering whether the training is used in another FAA-approved application and whether the operator has demonstrated the training is relevant to the new application.
7.5.2 Pilot Currency. Once pilots have completed initial data link communication training, pilot currency programs/training should include data link communication elements.
7.6 Dispatcher Training. An aircraft dispatcher, flight follower, or other operational control personnel should not be assigned to duty unless he/she has demonstrated satisfactory data link communication knowledge to the operator. Training should include:
• Proper use of flight plan designators (see Appendix D, Flight Planning);
• ATSU separation criteria and procedures;
• MEL remarks or exceptions based on data link communications;
• Procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behavior of the data link communication services;
• Coordination with the ATSU related to or following a special data link communication exceptional event; and
• Contingency procedures to transition to a different separation standard when data link communication services fail.
7-4
7.7 Maintenance Training. Operators should ensure all maintenance personnel receive training on their airplane’s data link communication equipment. Operators unsure of required maintenance procedures for data link communication-related equipment should contact their aircraft manufacturer field service representatives.
7-5
CHAPTER 8. REPORTS
8.1 Introduction. Operators and manufacturers must develop reporting procedures to ensure effective identification, tracking, and followup of data link-related events. Procedures should provide the following to the Regional Monitoring Agency (RMA).
• Proper assessment of data link communication events; and
• Specific data link communication events as necessary.
8.2 Common Reasons to Report. Common reasons for submitting a problem report are:
1. Failure to log on/notify,
2. Logoff/disconnect,
3. Corrupted messages, and
4. Excessive delay.
8.3 Oceanic and Remote Continental Problem Reporting. For Future Air Navigation Systems (FANS) 1/A(+) problem reporting in oceanic and remote continental airspace, notify the FANS Central Reporting Agency (CRA) at http://www.fans-cra.com/. This site is maintained by Airways New Zealand as a service to the global FANS community and includes the:
• International Civil Aviation Organization (ICAO) North Atlantic (NAT) Data Link Monitoring Agency (DLMA),
• Informal South Pacific ATS Coordinating Group (ISPACG) CRA,
• Informal Pacific ATC Coordinating Group (IPACG) CRA, and
• FANS Interoperability Team (FIT) Asia CRA.
8.4 U.S. Domestic Airspace Problem Reporting. For data link communication problems in U.S. domestic airspace, an Operational Problem Report (OPR) should be filed with the FAA by downloading the Data Comm Operational Problem Report Ticket.
The completed information should be faxed or emailed as shown on the form. Harris Corporation is contracted by the FAA to process problem reports.
8.5 Problem Reporting Process. The following is the problem reporting process:
1. Operator submits problem report.
2. RMA:
• Gathers information as necessary,
• Performs an analysis, 8-1
• Collaborates with subject matter experts (i.e., Original Equipment Manufacturers (OEM)), and
• Determines appropriate solutions.
3. Operator is notified of the results.
8-2
Appendix A AP PENDIX A. FOREIGN OPERATORS A.
1 General. Foreign operators may use data link communications when operating in U.S. airspace. In order to take advantage of Air Traffic Service Unit (ATSU) data communication services, foreign operators must be properly equipped and file the appropriate flight plan designator codes (see Chapter 3, Aircraft Eligibility, and Appendix D, Flight Planning).
A.2 Title 14 CFR Part 129. The FAA does not approve data link communications installations, training programs, minimum equipment lists (MEL), or maintenance programs for foreign operators operating non-U.S.-registered aircraft. Such authorizations are addressed as specified by the State of the Operator or State of Registry, as appropriate. However, since compatibility of data link communications within U.S. airspace is essential, part 129 operations guidelines for data link communications are provided by this AC. Compliance with these data link communications provisions ensures both data link communication system and procedural compatibility. The FAA issues authorization to foreign operators for data communications operations in U.S. airspace via operations specification (OpSpec) A003. Outside the United States, in international waters wherein U.S. air traffic (i.e., New York and Oakland air route traffic control centers (ARTCC)) is tasked by the International Civil Aviation Organization (ICAO) with traffic separation for all aircraft, the foreign operator needs to have their Civil Aviation Authority’s (CAA) approval for data communications.
The FAA does not issue an OpSpec for operations outside the United States.
See Appendix B, Data Link Communications Minimum Equipment List (MEL) and Master Minimum Equipment List (MMEL) Provisions, for further details on MELs and MMELs when the FAA is the State of Registry of a foreign operator’s aircraft.
More details will be provided in future revisions of the AC as they become available.
A.3 Application Process. Foreign operators should contact their FAA principal operations inspector (POI) to obtain application information for part 129 data link communications authorization in U.S. airspace. When a foreign operator submits the necessary information to the responsible principal inspector (PI), showing its aircraft are in compliance, the PI approves data communications via OpSpec A003 or an amendment.
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.
A.4 Unique Address. An appropriate data link communication system must be installed and operated on suitable frequencies specified by the ATSU during flight in U.S. airspace if procedures are predicated on its use. A unique and specific address, the ICAO 24-bit aircraft identification, must be assigned to the airplane and the data link communication must recognize this address. When properly set, the unique address may not be altered, set to a duplicated address, or set to an address that potentially interferes with the ATSU or data link communication safety functions.
A.5 U.S. Interoperability Requirements. The operator must confirm the interoperability of their aircraft data link system (interoperability requirements standards (INTEROP) designators are described in Table 2-2, Interoperability Designators and Descriptions).
A-1
Appendix A The data link communication system must be operated in accordance with the U.S. airspace interoperability requirements, except as provided for by the MEL provisions acceptable to the State of the Operator.
A.6 Training. Training and procedures for use of data link communication as specified by ICAO, this AC, or other equivalent criteria acceptable to the FAA should be used when operating in U.S. airspace.
A.7 Unsafe Performance or Conditions. Unsafe performance or conditions related to data link communication operations which potentially could affect continued safe operations in U.S. airspace (a data link communication event) should be reported to their International Field Office (IFO) (refer to the FAA’s IFO website). Operators should also follow the problem reporting procedures in Chapter 8, Reports.
A.8 U.S. Domestic Airspace. For a summary of U.S. domestic (Controller-Pilot Data Link Communication–Departure Clearance (CPDLC-DCL) service and U.S. en route data communication service) airspace requirements, see Appendix C, Summary of Airspace Requirements.
A-2
Appendix B APPENDIX B. DATA LINK COMMUNICATIONS MINIMUM EQUIPMENT LIST (MEL) AND MASTER MINIMUM EQUIPMENT LIST (MMEL) PROVISIONS B.1 Inoperative Equipment. 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).
For U.S.-registered aircraft, MELs are approved for each operator and type aircraft, within provisions of the 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. Enhanced features (those above and beyond the basic data link communication system) may be inoperative, provided the inoperative features do not degrade the system (e.g., data link communication printers).
Note: Title 14 CFR part 91, § 91.213 does not provide MMEL relief should equipment fail that is not included in the MMEL/MEL. Also refer to 14 CFR part 121, § 121.628; part 125, § 125.201; part 129, § 129.14; and part 135, $ 135.179.
Table B-1. Minimum Equipment List Example Equipment Code Remarks or Exceptions Data link C-O (M) May be inoperative provided the system is deactivated and communication system secured.
C-21 (O) May be inoperative on the flying pilot side provided that:
Dual data link (a) Appropriate data link communication elements and communication or functions are operative on the nonflying pilot side, data link and communication (b) Display data link communication indications are visible controls or displays to the flying pilot.
(O) May be inoperative on the nonflying pilot side, provided that:
(a) The 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.
Data link C-O (O) May be inoperative provided all other data link communication communication printer display and control functions are operative. All elements of each data link communication transmission can be retrieved, displayed, and reviewed by the pilot or may be inoperative if relevant operations or functions are not predicated on data link communication use (e.g., print control function not authorized if the printer is inoperative).
B-1