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.
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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).
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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.
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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).
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Appendix B Table B-2. Example of a Data Link Communication MMEL Provision
N ote 1: The provisions and repair category intervals are intended to grant the operator sufficient relief during the initial stages of the data link communication implementation. This is intended to promote the installation process, as well as support the use of a partial system. Both equipment reliability and operational experience will dictate, what, if any, revision to this MMEL relief should be considered after the installation phase is completed.
Note 2: Operators are responsible for entering the number in the “Number Installed” column of the MEL.
Note 3: Operators are responsible for entering alternate procedures in the MEL comment section or referencing the location of such procedures in their manual system.
Note 4: If MMEL has not been updated for Controller-Pilot Data Link Communication (CPDLC) equipment for aircraft that are issued a Supplemental Type Certificate (STC), the operator is reminded that they must adhere to § 91.213.
Note 5: Special Condition: The MMEL does not provide relief for inoperative data communications equipment at this time and is being reviewed at the Aircraft Evaluation Group (AEG). Should any of the equipment/software fail relative to data link communications, the data equipment/software must be replaced/repaired before the aircraft can take off according to § 91.213(a).
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Appendix C APPENDIX C. SUMMARY OF AIRSPACE REQUIREMENTS C.1 Summary of Airspace Requirements. (Table C-1, Summary of Airspace Requirements.) Each Air Traffic Service Unit (ATSU) providing data link services defines the requirements for their operations (refer to International Civil Aviation Organization (ICAO) Doc 4444, Procedures for Air Navigation Services - Air Traffic Management; ICAO Doc 7030, Regional Supplementary Procedures; ICAO Doc 10037, Global Operational Data Link (GOLD) Manual, ICAO Global Guidelines for Data Link Operations; Aeronautical Information Publications (AIP); and flight information region (FIR) specific bulletins for additional information).
Table C-1. Summary of Airspace Requirements Airspace Service (Operational Use) Aircraft Data Link Communication System (Interoperability) ATSU Provided Subnetwork Operator- Provided Subnetwork Performance Specification U.S.
(Domestic)
CPDLC-DCL service FANS 1/A(+) VDL M2 or VDL M0/A
N/A N/A U.S.
(Domestic) En route data communication services FANS 1/A(+) VDL M2**** VDL M0/A* TBD Continental (Domestic) European data link program ATN B1 VDL M2 N/A N/A Oceanic and Remote Continental Oceanic and remote continental 23 NM lateral or along-track spacing*** FANS 1/A(+) N/A SATCOM (Classic Aero, SBB, or SBD)** RCP 240 RSP 180 Oceanic and Remote Continental 50 NM Longitudinal FANS 1/A(+) N/A SATCOM (Classic Aero, SBB, or SBD)** RCP 240 RSP 180 Oceanic and Remote Continental 30 NM Longitudinal FANS 1/A(+) N/A SATCOM (Classic Aero, SBB, or SBD)** RCP 240 RSP 180 Oceanic and Remote 5 Minute Longitudinal FANS 1/A(+) N/A SATCOM (Classic Aero, SBB, or SBD)** RCP 240 RSP 180 C-1
Appendix C Airspace Service (Operational Use) Aircraft Data Link Communication System (Interoperability) ATSU Provided Subnetwork Operator- Provided Subnetwork Performance Specification Oceanic and Remote Continental N/A FANS 1/A ADS-C N/A SATCOM (Classic Aero, SBB, or SBD)** HFDL N/A Oceanic and Remote Continental/ Domestic N/A ACARS VDL M2 or VDL M0/A SATCOM (Classic Aero, SBB, or SBD)** HFDL N/A Note: Table C-1 asterisks:
* An approval is required to use VDL M0/A for U.S. en route data communications and the operator assumes responsibility for the Communication Service Provider (CSP). The allocation of performance requirements to the CSP is more stringent than the RCP 240 allocation, which is used only to identify the aircraft allocation. See Chapter 4, Communication Service Providers.
** Aircraft typically use VDL M0/A or VDL M2 when in range of ground radios, which is also acceptable. However, an aircraft with only these subnetworks would not be eligible for the oceanic and remote continental operations due to coverage limitations.
*** See ICAO Doc 4444 for more information.
**** Must be tunable (Technical Standard Order (TSO)-C160a or later, Very High Frequency (VHF) Digital Link (VDL) Mode 2 Communications Equipment) with “push to load” capability into the navigation system whenever a routing change is received for operations supported by Baseline 2 (B2) and Future Air Navigation Systems (FANS) 1/A(+) data link communication systems.
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Appendix C Table C-2. Subnetwork Designators Subnetwork Designator Description of Designator VDL M0/A Very high frequency data link – Mode 0/A VDL M2 Very high frequency data link – Mode 2 HFDL High frequency data link SATCOM (Classic Aero) Inmarsat or MT-SAT – Classic Aero satellite communications SATCOM (SBB) Inmarsat – SwiftBroadband satellite communications SATCOM (SBD) Iridium – Short burst data satellite communications Table C-3. Preferred Original Equipment Manufacturer Annotation “The FAA has approved the aircraft data link system to the criteria in AC 20-140C for the following data link capabilities:
Interop Designators: FANS 1/A+ (with automation) ATN B1 B2
ACARS ATS Subnetworks: VDL M0/A/2 SATCOM (Classic Aero, SBD, SBB) HFDL
ACARS ATS Aircraft-Allocated Performance CPDLC: RCP 130, RCP 240, RCP 400 ADS-C: RSP 160, RSP 180, RSP 400 This design approval does not constitute operational authorization.”
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Appendix D APPENDIX D. FLIGHT PLANNING D.1 Filing Required Communication Performance (RCP)/Required Surveillance Performance (RSP) Capabilities. When filing RCP/RSP capabilities, operators must ensure the planned use of associated communication and surveillance capabilities for the flight will be in accordance with regulations, policies, and procedures in control areas for the flight, as published by the applicable States in Aeronautical Information Publications (AIP) (or equivalent publications). Operators should ensure the proper information to denote Performance-based Communication and Surveillance (PBCS) capabilities is included in the International Civil Aviation Organization (ICAO) flight plan.
D.1.1 The following are determinations for proper filing:
1. Presence of relevant serviceable equipment on board the aircraft.
2. Equipment and capabilities commensurate with pilot qualifications.
3. When applicable, appropriate authorizations as described in FAA operations specifications (OpSpec)/management specifications (MSpec)/letters of authorization (LOA).
D.2 Regulatory Basis. Flight planning must be in accordance with the following where applicable:
1. Part 91:
• § 91.169, IFR Flight Plan: Information Required.
• § 91.173, ATC Clearance and Flight Plan Required.
2. Part 121:
• § 121.667, Flight Plan: VFR and IFR: Supplemental Operations.
• § 121.695, Disposition of Load Manifest, Dispatch Release, and Flight Plans:
Domestic and Flag Operations.
• § 121.697, Disposition of Load Manifest, Flight Release, and Flight Plans:
Supplemental Operations.
3. Part 125, § 125.405, Disposition of Load Manifest, Flight Release, and Flight Plans.
D.2.1 Flight Plan Descriptors:
• D1and G1 for Automatic Dependent Surveillance-Contract (ADS-C) (Table D-2, Item 10b Flight Plan Descriptors for Surveillance Equipment);
• J1 through J7 for Controller-Pilot Data Link Communication (CPDLC) (Table D-1, Item 10a Flight Plan COM Descriptors); and
• P1 and P2 for RCP Performance (Table D-1).
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Appendix D Note 1: Refer to ICAO Doc 4444, Procedures for Air Navigation Services – Air Traffic Management, Appendix 2, for flight plan requirements. Also, refer to the FAA Flight Planning Information website.
Note 2: The inclusion of PBCS capability in the filed flight plan indicates that the relevant aircraft equipment comprising the aircraft system is approved and serviceable, the pilot is appropriately trained and qualified, and the operator holds applicable authorization to use the equipment for PBCS operations. If these conditions are not met, then PBCS capability should not be included in the flight plan.
D.3 Example. As a flight plan example, use the following:
If Actual Communications Performance (ACP) meets at least RCP 240 at 95 percent and Actual Surveillance Performance (ASP) meets at least RSP 180 at 95 percent, then the operator approved for RCP 240/RSP 180 may file the following:
• Field 10: “P2.”
• Field 18: “SUR/RSP180.”
D.3.1 If ACP does not meet RCP 240 at 95 percent, then the operator may file for RCP 400 by entering P1 and/or P3 in field 10. If ASP does not meet RSP 180 at 95 percent, then the operator may file for RSP 400 by entering “SUR/RSP400” in field 18.
D.4 Item 10a Descriptors. In Item 10a of the flight plan, operators should insert one of the descriptors, P1-P2, as appropriate, listed in Table D-1, to identify an aircraft’s RCP capability.
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Appendix D Table D-1. Item 10a Flight Plan COM Descriptors Descriptors System E1 FMC WPR ACARS E2 D-FIS ACARS E3 PDC ACARS J1 CPDLC ATN VDL Mode 2 J2 CPDLC FANS 1/A HFDL J3 CPDLC FANS 1/A VDL Mode 0/A J4 CPDLC FANS 1/A VDL Mode 2 J5 CPDLC FANS 1/A SATCOM (Inmarsat) J6 CPDLC FANS 1/A SATCOM (MTSAT) J7 CPDLC FANS 1/A SATCOM (Iridium) P1 CPDLC RCP 400 P2 CPDLC RCP 240 Note: Part 91 operators filing “J” codes for U.S. domestic data link services must have a data link authorization to file J5–J7 in oceanic and remote continental airspace.
D.5 Item 10b Descriptors. In Item 10b of the flight plan, operators should insert one of the descriptors, D1 and G1, as appropriate, listed in Table D-2, to identify an aircraft’s RSP capability:
Table D-2. Item 10b Flight Plan Descriptors for Surveillance Equipment Descriptor System D1 ADS-C with FANS 1/A capabilities G1 ADS-C with ATN capabilities D.6 Item 18 RSP Specification. In Item 18 of the flight plan, the aircraft operator should file the RSP capability by inserting the indicator “SUR/” followed by the appropriate RSP specification (e.g., RSP400 or RSP180).
Note: The ATSU unit uses the flight plan information to determine when to apply particular Air Traffic System Management (ATM) operations that are dependent on the capability and to configure the system (e.g., set timer threshold values) for efficient operation when RCP and/or RSP varies.
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