Initial Program Requirements

for

Data Communications

![](media/image1.wmf){width="1.8395833333333333in" height="1.80625in"}

September 18, 2007

**Federal Aviation Administration**

**800 Independence Avenue SW**

**Washington, DC 20591**

(intentionally left blank)

**Program Requirements**

for

Data Communications

Approved by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Vice President, Operations Planning (ATO-P)

Approved by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Vice President, Technical Operations Services (ATO-W)

Approved by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Vice President, En Route and Oceanic Services (ATO-E)

Approved by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Vice President, Terminal Services (ATO-T)

Approved by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Vice President, System Operations Services (ATO-R)

Concurrence by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:
\_\_\_\_\_\_\_\_\_\_\_

Director, Office of Systems Engineering, ATO-P

Submitted by: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
Date: \_\_\_\_\_\_\_\_\_\_\_

Manager, ATC Communications Services, Data Communications Program, ATO-W

[Focal Point]{.underline}

*Gregg Anderson*

*Technical Operations, ATC Communications,*

*Data Communications Program, AJW-55*

*Phone: 202-493-4779*

(intentionally left blank)

Table of Contents

[1. BACKGROUND 6](#background)

[1.1 Mission Need 6](#mission-need)

[2. OPERATIONAL CONCEPT 10](#operational-concept)

[2.1 Operations 10](#operations)

[2.2 Maintenance 31](#maintenance)

[2.3 Quantities and Locations 31](#quantities-and-locations)

[2.4 Schedule Constraints 32](#schedule-constraints)

[3. TECHNICAL PERFORMANCE 33](#technical-performance)

[3.1 Operational and Functional Requirements
33](#operational-and-functional-requirements)

[3.2 Product Characteristics and Performance Requirements
46](#product-characteristics-and-performance-requirements)

[4. PHYSICAL INTEGRATION 55](#physical-integration)

[4.1 Real Property 55](#real-property)

[4.2 RESERVED 55](#reserved)

[4.3 Environmental 55](#environmental)

[4.4 Energy Conservation 55](#energy-conservation)

[4.5 Heating, Ventilation, and Air Conditioning
56](#heating-ventilation-and-air-conditioning)

[4.6 Grounding, Bonding, Shielding, and Lightning Protection
56](#grounding-bonding-shielding-and-lightning-protection)

[4.7 Cables 56](#cables)

[4.8 Hazardous Materials 57](#hazardous-materials)

[4.9 Power Systems and Commercial Power
57](#power-systems-and-commercial-power)

[4.10 Telecommunications 57](#telecommunications)

[4.11 Special Considerations 57](#special-considerations)

[5. FUNCTIONAL INTEGRATION 59](#functional-integration)

[5.1 Integration With Other FAA Enterprise Architecture Elements
59](#integration-with-other-faa-enterprise-architecture-elements)

[5.2 Information Requirements 59](#information-requirements)

[5.3 Software Integration 59](#software-integration)

[5.4 Spectrum Management 60](#spectrum-management)

[5.5 Standardization 61](#standardization)

[6. HUMAN INTEGRATION 62](#human-integration)

[6.1 Human Systems Engineering 62](#human-systems-engineering)

[6.2 Human Machine Interface 63](#human-machine-interface)

[6.3 Employee Safety and Health 70](#employee-safety-and-health)

[7. SECURITY 72](#security)

[7.1 Technical Controls 72](#technical-controls)

[7.2 Management Controls 74](#management-controls)

[7.3 Operational Controls 75](#operational-controls)

[8. IN-SERVICE SUPPORT 77](#in-service-support)

[8.1 Staffing 77](#staffing)

[8.2 Supply Support 77](#supply-support)

[8.3 Support Equipment 78](#support-equipment)

[8.4 Technical Data 78](#technical-data)

[8.5 Training and Training Support 79](#training-and-training-support)

[8.6 First- and Second-Level Repair 79](#first--and-second-level-repair)

[8.7 Depot Maintenance 79](#depot-maintenance)

[8.8 Packaging, Handling, Storage, and Transportation
80](#packaging-handling-storage-and-transportation)

[8.9 Disposal 80](#disposal)

[8.10 Facility Codes 80](#facility-codes)

[8.11 Project Material Management 81](#project-material-management)

[8.12 Technical Operations Certification
81](#technical-operations-certification)

[9. TEST AND EVALUATION 82](#test-and-evaluation)

[9.1 Critical Operational Issues 82](#critical-operational-issues)

[9.2 Test and Evaluation Requirements
82](#test-and-evaluation-requirements)

[10. IMPLEMENTATION AND TRANSITION 84](#implementation-and-transition)

[10.1 Deployment Planning 84](#deployment-planning)

[10.2 Ground Infrastructure Implementation
87](#ground-infrastructure-implementation)

[10.3 Transition 88](#transition)

[10.4 In-service Transition 89](#in-service-transition)

[10.5 ATC Facilities Interface 90](#atc-facilities-interface)

[10.6 Data Presented to Service Providers
90](#data-presented-to-service-providers)

[10.7 Coexistence with Present System
90](#coexistence-with-present-system)

[10.8 Implementation Considerations 90](#implementation-considerations)

[11. QUALITY ASSURANCE 91](#quality-assurance)

[11.1 Quality Assurance Program 91](#quality-assurance-program)

[12. CONFIGURATION MANAGEMENT 92](#configuration-management)

[12.1 NAS Configuration Management Change Control Procedures
92](#nas-configuration-management-change-control-procedures)

[13. IN-SERVICE MANAGEMENT 93](#in-service-management)

[13.1 Product Baseline 93](#product-baseline)

[13.2 Performance Monitoring 93](#performance-monitoring)

[14. SYSTEM SAFETY MANAGEMENT 94](#system-safety-management)

[14.1 Safety Assessments 94](#safety-assessments)

[14.2 Integrated Safety Plan 94](#integrated-safety-plan)

[14.3 Risk Acceptance and Safety Risk Management Documentation Approval
94](#risk-acceptance-and-safety-risk-management-documentation-approval)

[14.4 Standards 94](#standards)

[Appendix A Mission Shortfall Correlation Matrix
96](#__RefHeading___Toc177274042)

[Appendix B Acronyms 100](#__RefHeading___Toc177274043)

[Appendix C Definitions 103](#__RefHeading___Toc177274044)

[Appendix D References 107](#__RefHeading___Toc177274045)

[Appendix E COCR Mapping to Data Communications Services
111](#__RefHeading___Toc177274046)

[Appendix F Terminal Site Lists 113](#__RefHeading___Toc177274047)

**Table of Figures**

[Figure 2‑1 Data Communications ATS Functions by Flight Phase
11](#__RefHeading___Toc177274048)

[Figure 3‑1 High Level Functional Architecture Diagram
33](#__RefHeading___Toc177274049)

**Table of Tables**

[Table 3‑1 Minimum Air/Ground Message Capacity per Flight for Segment
One 47](#__RefHeading___Toc177116942)

[Table 3‑2 Minimum Air/Ground Message Capacity per Flight for Segment
Two 49](#__RefHeading___Toc177116943)

[Table 3‑3 Minimum Air/Ground Message Capacity per Flight for Segment
Three 52](#__RefHeading___Toc177116944)

[Table 14‑1 Segment One TDLS Sites 113](#__RefHeading___Toc177116945)

[Table 14‑2 Segment Two Tower Sites 115](#__RefHeading___Toc177116946)

[Table 14‑3 Segment Two TRACON Sites 118](#__RefHeading___Toc177116947)

# BACKGROUND

The following sections describe the mission need and the safety,
capacity, and efficiency and productivity shortfalls that substantiate
the mission need.

## Mission Need

The Federal Aviation Administration (FAA) has established an operational
plan for the Air Traffic Management (ATM) system of the twenty-first
century. In this plan the National Airspace System (NAS) will rely
increasingly on advanced capabilities provided by ground and airborne
Air Traffic Services (ATS) Provider (ATSP) Systems. NAS Concept of
Operations and Vision for the Future of Aviation and the Joint Planning
and Development Office (JPDO) concepts of use, require transmission of
complex trajectory clearances, weather information and air traffic
advisories.

In the future ATM environment it will no longer be possible to rely
exclusively on voice messages for the exchange of information.
Transition from voice for flight crew-controller communication to a
predominance of data communication has been identified as a key goal for
Air Traffic Control (ATC).

The addition of data communications will support improvements in
airspace use and capacity. Data communications will:

-   Provide for a more efficient air/ground (A/G) information exchange
    mechanism

-   Provide an additional means of communication between flight crews
    and controllers

-   Reduce congestion on the voice channels

-   Reduce operational errors and flight crew deviations resulting from
    misunderstood instructions and read back errors

-   Enable trajectory based operations

-   Reduce controller and flight crew workload.

The evolution of data communications in the U. S. air transportation
system is anticipated to occur in three segments. The first segment will
facilitate data communications deployment and introduce initial 4-D
(four dimensional; latitude, longitude, altitude, and time) routes. The
second segment will introduce conformance management and initial 4-D
agreements. The third segment will expand 4-D agreements and provide an
operational environment that allows the transfer of some separation
assurance tasks from the ground to the air.

### Mission Shortfall

As the NAS transforms to achieve the JPDO Next Generation Air
Transportation System (NextGen) vision, and concepts of use for
trajectory-based flight and Information Management, most of the planned
operational improvements will be implemented via data communications.

The overall shortfall is that the current NAS does not have an
air/ground data communications capability.

Specific related performance gaps include the following:

-   Safety shortfalls

-   Capacity shortfalls

-   Efficiency and productivity shortfalls.

It is recognized that the scope of the mission shortfalls identified
herein are broader than will be addressed solely by a data
communications capability. During the course of investment analysis, an
understanding of the joint contributions of a portfolio of capabilities
will need to be addressed; for example, an assessment of trajectory
based operations will need to encompass the joint effects of data
communications, automation, traffic flow management, and required
navigation performance. None of these discrete investments can deliver
their full potential benefits without the synergies arising from their
joint integration. This mission shortfall statement is a step in the
process of defining the entire mission shortfalls to be addressed in
realizing the NextGen concept of operations.

#### Safety Shortfalls

Current communication capabilities cannot adequately convey the
information required between air traffic controllers and airspace users
to assure that target levels of safety can be provided in an environment
of increased demand for access to airspace. The ability to issue complex
clearances to manage aircraft-to-aircraft and aircraft-to-airspace
conflicts, as well as implementation of weather avoidance strategies, is
limited. Expanded aircraft status reporting, real-time airspace access
support and new ground decision support system integration is needed.
Some symptoms of this shortfall, as cited in the August 2006 Mission
Shortfall Statement, include:

-   Peak communication workload demands on the Radar controller take a
    larger portion of the controller\'s available cognitive resources.

-   Situations conducive to producing errors, confusion, read-back and
    hear-back errors arising from voice congestion and voice
    communication quality.

-   Inability to implement a coherent \"sector resource management"
    concept for the sector team where air/ground communication workload
    can be shared.

-   Alternate means to enable air/ground communication support for
    contingency plans when the primary voice communication capability is
    not available. For example, when a catastrophic event results in the
    loss of air/ground voice communication at an Air Route Traffic
    Control Center (ARTCC) or during transient events such as a "stuck
    microphone" in the cockpit.

> []{.mark}

Eliminating these shortfalls will result in fewer air/ground
communication errors which lead to operational errors and flight crew
deviations.

#### Capacity Shortfalls

Key capabilities needed to support NextGen operational demands are not
resident in the existing air/ground communication systems. Performance
gaps include:

-   The capability to rapidly and accurately communicate complex
    clearances containing multiple latitude/longitude-defined route
    elements, such as those associated with High Altitude Airspace
    Design; arrival and approach procedure names; and, speed, altitude,
    and heading instructions and preferences.

-   The ability to more effectively manage inter- and intra-facility
    sector air/ground voice communication transfer.

-   The ability to efficiently communicate air traffic instructions such
    as altimeter settings and aircraft beacon codes.

-   The ability to disseminate efficiently, airspace congestion and
    weather advisories; and NAS infrastructure status information.

-   The ability to efficiently communicate complete departure clearances
    and revisions necessitated by traffic management initiatives.

-   The ability to provide for the maximum efficient use of the airspace
    and strategic plans by adjusting individual flights to reduce
    contention for resources and assure no resource is allowed to remain
    idle in the face of demand.

-   Limited ability to use four-dimensional trajectories associated with
    flight objects and the airspace plan to identify areas of
    congestion, and the potential need for flow control initiatives to
    mitigate severe congestion.

Potential solutions for capacity capability shortfalls must address
applicable end-to-end performance and technical interoperability
requirements, as defined through the appropriate regulatory process.

#### Efficiency and Productivity Shortfalls

Critical operational capabilities are not available in the existing
communication infrastructure. The August 2006 Mission Shortfall
Statement documents gaps between the current voice-driven communications
system and future needs in areas of safety, capacity, efficiency,
service, and infrastructure. Paramount in the data communications system
mission shortfall statement is the need for the Air Traffic Organization
(ATO) to reduce unit cost for operations and increase productivity to
meet growing demands for services. In the statement of ATO efficiency
shortfalls, key performance gaps include:

-   Lack of the ability to support airspace user operational
    requirements, utility, performance, and other flight operations
    preferences. Avionics and airframe manufacturers need consistent
    global communication capabilities requirements.

-   Lack of the ability to exchange user preferred trajectories in real
    time. There are limited decision support tools to communicate and
    ensure user preferred routing, integrated sequencing, and spacing of
    arrivals and departures in Terminal Radar Approach Control (TRACON)
    airspace.

-   Absence of synchronization between on-board avionics, such as Flight
    Management Systems, with ground Flight Data Processing Systems. Lack
    of synchronization between airborne and ground-based ATC increases
    controller and flight crew workload, imposes additional
    communications requirements, and introduces risks of operational
    errors and incidents. Providing for synchronization between aircraft
    flight management systems and ground-based ATC data processing
    systems provides increased predictability for flights and will allow
    aircraft operators to reduce costs, optimize flight routes, improve
    utility, and reduce dependency on voice communications.

-   Misaligned communications infrastructure and service delivery to
    meet anticipated growth in the number of sectors and areas of
    specialization that must be supported for a given airspace combined
    with the high cost for hiring additional/maintaining current
    controller staff, leads to smaller and smaller sectors thus
    increasing flight crew/controller workloads and increased cost.

-   Currently, air/ground communication capabilities are not integrated
    with other aspects of the automation environment. Instructions to
    and requests from airspace users must be independently exchanged via
    voice air/ground communications and then manually updated in
    automation systems such as the flight data processor leading to
    system errors and less efficient movement of aircraft through the
    airspace.

-   Inability to handle multiple, simultaneous traffic management
    initiated trajectory changes is limited to single voice
    transmissions that are prone to miscommunications and may lead to
    system errors.

-   Inability to automate many repetitive and time-consuming tasks
    precludes labor resources from focusing on more productive tasks.

-   The current communication system lacks the capabilities inherent in
    modern, network-based communications and therefore limits more
    efficient dynamic resource management.

Better service to customers will result in less airspace user delays;
increased flexibility of the NAS in response to airspace user demands;
better knowledge-sharing; and increased schedule predictability for
airspace user operations.

Potential solutions for productivity capability shortfalls must address
applicable ATO business case expectations and be in consonance with the
JPDO NextGen Integrated Plan.

### Technology Opportunity

The JPDO NextGen vision identifies technology opportunities for the
implementation and use of data communications as an enabling service for
conflict probe (CP) and traffic flow management (TFM) automation
capabilities.

A data communications architecture is envisioned that will employ a
globally interoperable International Civil Aviation Organization (ICAO)
message set integrated with both ground and air automation.
Implementation is expected in multiple segments leading to the
implementation of trajectory based operations.

# OPERATIONAL CONCEPT

The following sections provide a description of the proposed data
communications operations. The implementation of data communications in
three segments is described with operational scenarios describing
typical data communications services to be made available in each
segment, in addition to the services implemented in the previous
segment(s).

## Operations

Data communications will take on an ever increasing role in controller
to flight crew communication, contributing significantly to the
increased efficiency, capacity, and safety of the NAS. The evolution of
data communications in the operational environment will be based upon
the incremental implementation of advanced communication capabilities.
Data communications represents the first phase of the transition from
the current analog voice system to an ICAO compliant system in which
digital communication becomes an alternate and eventually predominant
mode of communication.

The JPDO NextGen System will make use of 4-D Trajectory Management as
the core concept for ATM in 2025. Use of 4-D trajectory management
acknowledges that all basic decisions, across all time horizons, are
fundamentally related to the trajectory. 4-D trajectories are exchanged
via data communications between aircraft/aircraft operators and ground
automation systems.

Data communications capabilities will be fully integrated into
controller workstations and the flight deck. Data communications will
provide an additional means for two-way exchange between controllers and
flight crews for ATC clearances, instructions, advisories, flight crew
requests and reports. Routine communication will be increasingly handled
by data communications for appropriately equipped users.

NextGen will affect sector resource management and the coordination
amongst the sector control team, traffic flow management personnel, and
automation. Research is currently being planned and conducted (e.g.,
Multi-Sector Planner) to determine the extent to which data
communications functions can be shared amongst members of the control
team, traffic flow management personnel, automation or other ATC
entities. Whichever methodology proves to be most cost beneficial, the
data communications system remains largely independent of these
functional architecture boundaries. Provided appropriate interfaces are
established to access the data communications functions, data
communications can operate in various modes simultaneously.

A regulatory strategy to ensure equipage is envisioned to be necessary
in order to develop performance-based airspace and have aircraft data
communications equipage in place to handle the anticipated air traffic
growth while maintaining an acceptable level of system efficiency.

Data communications in the NAS is envisioned to be implemented in three
segments to meet the mission shortfalls in a practical, evolutionary
approach to achieve the NextGen vision. The basis of the functions in
this document is the *Communications Operating Concept and Requirements
for the Future Radio System*, COCR Version 2.0, dated May 4, 2007. The
following sections describe the services and capabilities envisioned for
each segment of the data communications in support of NextGen.

Figure ‎2-1 shows a typical flight profile and the ATS functions
supporting the user in each domain.

![](media/image2.jpeg){width="6.429861111111111in"
height="4.739583333333333in"}

[]{#__RefHeading___Toc177274048 .anchor}Figure ‎2‑1 Data Communications
ATS Functions by Flight Phase

### Segment One (2012 and beyond)

The initial capabilities will concentrate on implementation in the tower
and en route environments and will serve as the initial building block
for trajectory based operations.

In the tower environment, the first segment in implementing data
communications capabilities will provide for new methods for delivery of
departure clearances, revisions, and taxi instructions. In the en route
environment, data communications will provide the basic capabilities for
controllers and flight crews to transfer ATC clearances, requests,
instructions, notifications, voice frequency communications transfers,
and flight crew reports as a supplement to voice. Subsequently, initial
4-D routes to manage continuous descent approaches will be implemented
on a limited basis at certain airports with aircraft meeting capability
requirements.

### Segment Two (2017 and beyond)

Segment Two data communications extends data communications capabilities
to the TRACON domain. These data capabilities will not only provide a
more efficient means to support strategic communication within
traditional terminal airspace but will also support the expansion of
NextGen trajectory based operations into other portions of terminal
airspace.

In addition, data communications capabilities will be expanded to
include 4-D trajectory agreements in performance-based airspace. The
initial portion of the 4-D trajectory is agreed to be stable and
conflict free and will only change for exceptions, while subsequent
portions of the trajectory may be updated as necessary.

Segment Two also adds trajectory conformance management to monitor the
trajectory based clearances. Data communications facilitates conformance
management by providing the means for the aircraft and the ground system
to exchange the detailed data necessary to perform conformance
management without the direct involvement of the flight crew or
controller. Three types of conformance management agreements are
envisioned: periodic, event-based, and on-demand. The aircraft's
capability to accurately fly its cleared route of flight and
improvements in conformance predictability, either through ground
automation improvements, interaction with traffic flow management and
flight operations centers or through the provision of aircraft intent
data, will increase the precision of trajectory modeling and enable new
concepts in separation assurance.

The exact mechanism for this capability (e.g., automatic dependent
surveillance broadcast, point to point addressed applications, ground
automation conflict prediction improvements) is still to be determined.
Research will determine the most cost-effective and technically superior
approach to increasing the certainty of an aircraft's future position.
The data communications system design will be flexible enough to
accommodate the chosen approach.

A regulatory strategy will become effective requiring data
communications capabilities to be part of the aircraft's minimum
equipment requirements for access to performance-based airspace. The
regulatory strategy will ensure a level of aircraft equipage such that
the benefits of data communications in performance-based airspace will
be realized. This expansion, including the regulatory strategy and
implementation of enhanced data communications, provides the basis for
evolving the NAS from tactical control to management-by-planning and
intervention-by-exception. This is also the time when traffic levels are
projected to rise to the point where voice communications is anticipated
to restrict air traffic growth, and therefore data communications will
evolve to become the necessary means of air-ground communications.

### Segment Three (2022 and beyond)

Segment Three will add data communications capability that will support
delegation of separation responsibility to the flight crew and increased
situational awareness through distribution of aircraft specific route of
flight environmental characteristics to include weather, NAS status,
system constraints, and collaborative decision making information.
Ground automation enhancements have expanded the time horizon for
detection of conflicts beyond that available in Segment Two. This
provides even longer term predictability to the 4-D trajectory
agreements which are now commonplace. Performance-based airspace has
been expanded to include lower altitudes in the en route domain
connecting to super-density TRACON airspace at selected regional airport
domains.

### Operational Scenarios

The following scenarios illustrate how the capabilities described above
will be used in the operational environment as the implementation of
data communications evolves in the NAS. These scenarios describe the
nominal operations. Generally, there are variations on the operations
that are acceptable, but are not presented in these scenario
descriptions. The variations would occur less frequently than the
typical operations.

In all three segments, there will be a mix of aircraft with respect to
data communications equipage in certain portions of the airspace. Some
aircraft will not be equipped with data communications and are provided
with ATC services using traditional voice methods. These aircraft are
referred to as legacy equipped and typically fly in the lowest altitude
strata. Other aircraft will be equipped with one of two levels of data
communications capabilities: basic and high performance (HP). Aircraft
equipped to utilize the Segment One services are identified as basic
equipped. Aircraft equipped to utilize the full services provided by
Segment Two and Three are identified as HP equipped. The following
scenarios describe the capabilities of basic and HP data communications.

#### Segment One

The following sections provide a data communications scenario for
Segment One.

##### Pre-Departure

The flight crew prepares the aircraft for the flight and, in particular,
they initiate data services with the ground data communications system,
which recognizes the initiation and responds with appropriate data
communications information.

In response to a flight crew request, and where available via data
communications, the ground provides relevant textual weather
information, field conditions, approach and departure runways, plus
local notices to airmen related to the departure airfield.

The flight crew requests a departure clearance from the tower. The
controller/automation uses arrival/departure sequence information and
any traffic flow constraints related to the aircraft, to formulate the
departure clearance. If the requested clearance has already been
created, the ground system replies with the departure clearance. If the
requested clearance does not yet exist, the ground system delivers the
request to the assigned controller who sends the clearance to the flight
crew via data communications. The routing information supports multiple
formats e.g., ATS routes, fix names, or 4-D trajectories. Should the
route of flight change while the aircraft is still at the gate, the
controller will decide to issue the revised departure clearance through
data communications or by voice, depending on the dynamics of the
situation.

##### Departure Taxi and Take-Off

Once the flight crew compares and validates the departure clearance
against the filed flight plan, the flight crew requests a taxi route
instruction using data communications. The assigned controller reviews
the taxi route instruction the automation suggests is appropriate for
the aircraft, and upon approval, sends the taxi route instruction via
data communications.

Due to convective weather along the filed route of flight, traffic
management programs are instituted and as a result, the aircraft
receives a revised departure clearance while in the taxi queue. The
controller will decide to use voice or data communications to provide
the revised departure clearance as it becomes available. Due to rapidly
changing conditions, there may be multiple revised departure clearances
generated and sent to the aircraft.

The last automatic controller-flight crew data exchange on the airport
surface takes place no later than 10 minutes prior to predicted
departure (wheels up) time. Manual data communications exchanges, e.g.,
a revised departure clearance or a departure time notification, will
continue to take place as determined by the controller/flight crew.
Surface air traffic control data communications cease once the aircraft
has been cleared for takeoff.

The flight crew receives, via voice, takeoff clearance and instructions
to contact the next TRACON control position via voice. From takeoff
clearance until the aircraft checks in with the En Route facility, ATC
will not employ data communications in this timeframe.

##### Departure in TRACON Airspace

As the aircraft leaves the airport environment and enters TRACON
airspace, the flight crew follows the departure clearance and contacts
the departure controller using voice. All communication services in the
departure TRACON airspace are conducted via voice in the Segment One
timeframe. Communications handoff from the TRACON to the first en route
sector is via voice. [^1]

##### Domestic En Route Airspace

After completing the initial contact by voice, communications with the
first en route controller is conducted through data communications**.**
The data communications system automatically validates the aircraft's
Mode-C and confirms the assigned altitude for the receiving controller.
The controller takes necessary action to alleviate conflicts using air
traffic control voice or data communications clearance services as
appropriate. The flight crew responds in the same mode and flies the
aircraft according to the instructions given. The controller employs
decision support tools to assist in implementing traffic management
initiatives or routings based on local constraints. New route clearances
are uplinked through data communications. The flight crew enters the new
routing into the aircraft flight management system and follows the new
clearance.

At this time, the controller determines that the voice channel in use
has been blocked. In order to address this concern and free the voice
channel for communications, the controller initiates a data
communications uplink to all equipped aircraft in his/her sector
requesting that the flight crew check for voice radio malfunction.
Within moments, the blockage of the frequency is resolved and the
controller re-establishes voice communications for tactical instructions
as necessary.

In conjunction with the ground automation handoff, which is done
automatically unless the controller takes an extra action to prevent it,
data communications provides the next voice frequency to the flight
crew, and transfers the data communications eligibility to the next
sector or Center. The data communications system automatically validates
the aircraft's Mode-C reported altitude and confirms the assigned
altitude for the receiving controller.

The flight crew uses data communications to request and receive relevant
information, including textual weather, arrival airport field
conditions, and local notices to airmen for the destination airport.

As the aircraft prepares for the transition from level cruise to
descent, the appropriate controller uses data communications to provide
scheduled time over fix information to the flight crew. The flight crew
uses on-board tools to create a route request, which consists of a 4-D
trajectory to meet the constraint, tailored to the aircraft's
performance and airline preferences. The flight crew then downlinks to
the en route controller the route request that meets the scheduled time
over fix. The controller coordinates the request with the arrival TRACON
airspace via ground-to-ground communications and the en route controller
initiates the transmission of a data communications response containing
the confirmed clearance. The en route controller generates a handoff to
the TRACON and data communications provides the next voice frequency for
the TRACON arrival sector. The flight crew then contacts the TRACON
controller via voice. At the appropriate transition point,
controller-flight crew data communications are terminated. Data
communications may continue to be used for information services where
available.

##### Arrival TRACON Airspace

The aircraft flight management system flies the trajectory using a
Standard Terminal Arrival Route (STAR) or Area Navigation (RNAV) route
when appropriate. The controller can intervene via voice if a situation
requires immediate action. If the controller needs to optimize traffic
flows, to the extent possible the trajectory of non-equipped aircraft
will be altered before taking an equipped aircraft off such negotiated
4-D trajectories. All controller-flight crew communications are issued
via voice in the arrival TRACON airspace during Segment One timeframe.

##### Arrival Airport

All controller-flight crew communications are via voice during airport
arrival operations in Segment One. The flight crew contacts the tower
runway controller who monitors the traffic situation and intervenes, if
required. The tower runway controller issues the landing clearance to
the flight crew, provides a recommended runway exit, and directs the
flight crew to contact the ground controller at the appropriate time.

##### Arrival Taxi

During Segment One, all controller-flight crew communications during the
arrival taxi phase are via voice. The flight crew contacts the tower
ground controller who issues taxi information. The flight crew then
maneuvers the aircraft to the arrival gate.

#### Segment Two

The following sections provide a data communications scenario for
Segment Two.

Equipage requirements for entry into performance-based airspace are now
in effect resulting in more aircraft being equipped with data
communications capability. The data communications capability includes
integration of the aircraft communications functions and the flight
management system navigation function for direct transfer of the
clearance information. Expansion of the data communications capability,
including conformance management into TRACON airspace has occurred by
the end of the Segment Two timeframe. The use of data communications in
Segment Two begins as an alternative to voice and transitions over time
to the required method of communications enabling trajectory based
operations in larger volumes of airspace.

Changes in services from Segment One are identified by **bold face**
type.

[]{.mark}

##### Pre-Departure

The flight crew prepares the aircraft for the flight and initiates data
services with the ground data communications system, which recognizes
the initiation and responds with appropriate data communications
information.

**As part of the flight planning process, the flight crew or AOC
determines that an optimal routing will require flight into HP airspace
(HPA). HPA has been established in select regions and altitudes to
segregate traffic operating on pre-negotiated trajectories. Therefore, a
proposed route including standard routing through traditional airspace,
and 4-D trajectory based routing for transit through HPA is developed
and loaded into the flight management system for aircrew review. The
proposed 4-D trajectory portion will be used later in the flight to
facilitate negotiation of the aircraft's final 4-D trajectory through
HPA. If applicable, the routing will identify the desired HP Standard
Instrument Departures (HP-SIDs), Tailored Arrival and/or HP Standard
Terminal Arrival Routes (HP-STARs), accessible because this aircraft is
appropriately equipped. The time element of this 4-D trajectory will be
Required Times of Arrival (RTAs) based, and are treated as estimates,
until the aircraft approaches the HPA. At that point, the 4-D trajectory
including RTAs will be updated as a route clearance for operations in
the HPA.**

In response to a flight crew request, and where available, the ground
provides relevant textual weather information, field conditions,
approach and departure runways, plus local notices to airmen related to
the departure airfield via data communications.

**At the request of the flight crew, ATM-related operational data for
the flight (e.g., departure sequence, collaborative decision making
agreements, and slot-time allocations) are relayed by data
communications to the flight crew in preparation for departure. In the
Segment Two timeframe, traffic managers, at both the national and local
level, have enhanced decision support tools for the assessment, planning
and execution of traffic management initiatives. This results in greater
flexibility, better predictability of airspace constraints, and improved
predicted trajectories for individual aircraft provided through 4-D
trajectory negotiation, trial planning and availability of aircraft
intent from the user. Traffic managers and TFM automation are able to
defer issuing restrictions until closer to the actual execution window,
reducing the issuance of multiple clearances while continuing to
collaborate with the users to define optimal solutions.**

The flight crew requests a departure clearance. The data communications
system determines whether or not the clearance has already been
submitted to the automation system awaiting delivery or delivers the
request to the assigned controller. The controller/automation uses the
automation system that provides arrival/departure sequence information
and any traffic flow constraints related to the aircraft, to formulate
the departure clearance that is sent to the flight crew via data
communications. The routing information supports multiple formats e.g.,
ATS routes, fix names, or 4-D trajectories as described above for the
HPA operation. Should the route of flight change while the aircraft is
still at the gate, the controller will decide to issue the revised
departure clearance through data communications or by voice, depending
on the dynamics of the situation.

**After issuance of the departure clearance, the automation system
generates a request via data communications to the aircraft automation
to report its active route. This information is compared with the
departure clearance to verify consistency.**

##### Departure Taxi and Take-Off

Once the flight crew compares and validates the departure clearance
against the filed flight plan, the flight crew requests a taxi route
instruction using data communications. The assigned controller reviews
the taxi route instruction suggested by the automation for the aircraft,
and upon approval, sends the taxi route instruction via data
communications. **Taxi revisions via data communications are now
provided for equipped aircraft. This maximizes efficient use of airport
resources, and as a result, the equipped aircraft is placed further
ahead in the taxi sequence. This is possible since controller and flight
crew workload for equipped aircraft is reduced; higher traffic
throughput can be achieved by prioritizing equipped departures. In
addition, preferential sequencing of HP equipped aircraft is enabled.**

Due to convective weather along the filed route of flight, traffic
management programs are instituted and as a result, the aircraft
**becomes eligible for a** revised departure clearance while in the taxi
queue. **Enhanced capabilities and increased access to surface data and
flight status provide traffic management automation with information
about the flight's location, taxi sequence, and the departure queues. As
a result, the TFM automation provides departure clearance revisions at
an operationally appropriate amount of time in advance of the departure.
This will minimize workload associated with multiple revisions.** The
controller will decide to use voice or data communications to provide
the revised departure clearance as it becomes available.

The last automatic controller-flight crew data exchange on the airport
surface can take place no later than 10 minutes prior to predicted
wheels up time. Manual data communications exchanges, e.g., a revised
departure clearance or a departure time notification, will continue to
take place as determined by the controller/flight crew. Once the
aircraft has been cleared for takeoff via voice, **data communications
manages the data communications eligibility transfer to the next TRACON
control position** and surface ATC data communications cease.

The flight crew receives voice frequency communications transfer via
voice.

##### Departure in TRACON Airspace

As the aircraft leaves the airport environment and enters TRACON
airspace, the flight crew follows the departure clearance and contacts
the departure controller using voice. **Since the aircraft is
appropriately equipped, the HP-SID procedure is followed as filed.**

The controller validates the aircraft's Mode-C and confirms the assigned
altitude. **Depending on the time criticality of a given clearance, and
the altitude of the aircraft, communication services in the departure
TRACON airspace are conducted via a mixture of voice and data. Typical
exchanges via data communications for a departing aircraft include
altitude and direct routing assignments. Frequency change messages to
contact or monitor the next frequency are communicated via data
communications based on the handoff. The data communications system
manages the data communications eligibility transfer to the next control
position.**

**The automation system monitors the aircraft behavior as required,
current and predicted, to assure conformance with the given trajectory.
Improvements in trajectory prediction are provided either through ground
automation algorithm improvements or through the provision of aircraft
intent data that increases the precision of trajectory modeling.
Improved trajectory predictions enable the beginning of new concepts in
separation assurance for the TRACON airspace. Since conformance
management provided in TRACON airspace may not offer the same
performance as that provided in the en route environment, this service
may provide operational capabilities that differ from those provided in
en route. The conformance management capability may be used optionally
per aircraft in the TRACON domain.**

**Air traffic management policies are updated to ensure
data-communications enabled operations are followed-through by providing
guidelines that encourage controllers to resolve conflicts by altering
unequipped aircraft flight paths before altering data-communications
equipped aircraft on agreed upon trajectories. As such, the aircraft
transitions through TRACON airspace along the predicted flight path
without speed, altitude or vector-based trajectory changes.**

##### Domestic En Route Airspace

During Segment Two, the domestic en route phase of flight for
appropriately equipped aircraft consists of two type of operations:
normal operations (mixture of unequipped aircraft, data communications
capable aircraft and HPA aircraft) and HPA operations (all aircraft are
HPA qualified).

###### Normal Domestic En Route Airspace

Communications with the first en route controller is conducted through
data communications**.** The data communications system automatically
validates the aircraft's Mode-C and confirms the assigned altitude for
the receiving controller. Routine clearances with aircraft are
communicated via data communications while time critical clearances
continue to be communicated by voice. **Some of the aircraft operating
in this normal (not HP) airspace are equipped with full 4-D
trajectory-capable integrated data communications, while other aircraft
have less capable data communications. Those aircraft that lack ATC data
capabilities rely exclusively on voice. Only aircraft capable of
communicating and conducting 4-D trajectory operations via data
communications may enter the HPA, which may initially be established at
higher en route altitudes. Agreements between the aircraft system and
the ground automation are now in place with all aircraft entering
performance-based airspace and non-conformance reports are only
generated when an event occurs beyond the parameters set in the
agreement. Aircraft not properly equipped continue to operate in normal
(non-HP) airspace.**

###### Domestic En Route High Performance Airspace

**As the aircraft climbs, the controller oversees the planned flight
path prior to the aircraft's entry into HPA, just as he or she would
today. In the normal en route sector prior to HPA entry, the controller
would update the entry, exit, and other HPA constraints, if necessary.
The HPA entry, 4-D trajectory, and exit previously loaded into the
flight management system during the pre-departure phase are updated to
reflect any changes made by ATC, and to reflect the current timing and
actual position of the aircraft. The aircraft downlinks the revised
requested profile, which is probed for conflicts by automation, then
presented to the controller, who will typically approve and send the HPA
clearance to the aircraft. If the automation determines a conflict will
exist within the probed window of time, the automation will suggest
revised constraints for controller approval and uplink to the aircraft.
If the controller determines the conflict-free routing is sub-optimal,
the controller may revise the constraints and uplink them.**

**During Segment Two, HPA controllers remain responsible for separation,
and remain in the loop when issuing 4-D trajectories. However, once
aircraft transition into HPA, the controller's role is strategic, and
while maintaining situational awareness at the traffic flow level, is
expecting not to issue further instructions or clearances. Controller
situational awareness is maintained by the system depicting in real time
the aircraft trajectories and displaying proposed changes in routes
(including existing route, proposed route, conflict creating the need,
others affected, etc.) graphically for controller approval.**

**This transitions the HPA controller's duties to "management by
exception", where performance-based airspace rules dictate that the
decision support tool conflict detection and resolution capabilities
provide separation assurance support functions. Since the controller
remains responsible for separation, the output of decision support tools
are reviewed by the controller and when a conflict is predicted a
proposed resolution is sent to the aircraft via data communications.
This review process ensures that the controller remains aware of the
situation at a strategic level, but is not required to detect conflicts.
This allows the airspace design to be changed supporting larger areas of
responsibility per controller, thereby reducing air traffic service
provider unit costs, while enabling user-preferred 4-D routing though
HPA.**

While performance-based airspace enables numerous efficiencies, during
this timeframe the vertical and lateral separation standards remain
unchanged. HPA represents a portion of the en route airspace the flight
traverses. In the remaining airspace, occupied by aircraft of varying
levels of equipage, aircraft continue to be managed using Segment One
data communications services, voice communications as necessary, and
tactical control methods. **Aircraft that are transitioning from HPA to
the arrival stream are provided with preferential treatment to continue
4-D tailored arrival operations**.

**The controller assesses any trajectory changes generated by traffic
management initiatives and takes necessary action, through data
communications, to alleviate conflicts** **by sending a new trajectory
to the flight crew. The flight crew checks whether the aircraft is
capable of complying with the proposal through the flight management
system, in this particular case the flight crew responds with an
alternative trajectory. The ground automation confirms the proposal is
conflict free and provides a new trajectory agreement to the controller
for transmission to the aircraft. To prevent mistakes on re-entry of the
trajectory clearance information, the data communications airborne
system and the flight management system navigation function are
interfaced, allowing direct transfer of clearance data upon flight crew
approval.**

**The automation system** **monitors the aircraft trajectory intent as
required, current and future, to assure conformance with the given
trajectory. This is done through** **either ground automation algorithm
improvements or through the provision of aircraft intent data that
increases the precision of trajectory modeling, enabling new concepts in
separation assurance.**

**While operating in HPA, aircraft operating under 4-D agreements
continuously compare their current and predicted position (in time and
space) to the 4-D agreement. When the aircraft detects a pending
non-conformance the aircraft automation reports a non-conformance to the
ground system. The ground system generates a proposed resolution, which
would include a new set of conflict avoiding trajectory constraints for
the aircraft to follow. The proposed constraints are reviewed by the
controller, and if approved, uplinked to the aircraft automation, which
translates the constraints into a new, proposed 4-D route of flight for
flight crew review. Upon acceptance, the aircraft downlinks the revised
routing, which is validated as conflict--free and displayed to the
controller, who performs a strategic assessment of the routing, accepts
the new 4-D agreement and releases the automation generated 4-D
trajectory clearance. Upon receipt, the aircraft automation displays the
4-D trajectory in the clearance, indicates it matches the 4-D request,
and transfers the trajectory data to the flight management system active
route when accepted by the flight crew.**

**By this time, it has become common practice for controllers to accept
recommendations from these tools to eliminate conflicts several sectors
downstream in a strategic fashion. Knowledge of the actual pending
conflict is not necessary. The tactical methods employed earlier in
Segment One, where recognition of conflicts within ones own area of
responsibility was recognized by the controller and mitigated in a
tactical fashion, have begun to fade. Conflict resolution tools forward
highest ranked resolutions to upstream controllers to mitigate conflicts
in advance versus waiting for the conflict to be resolved by the
controller at the point of conflict. Additionally, where controllers
used to provide "short cuts" to the flight crew in order to shorten the
route of flight, the ATM system in Segment Two is increasingly reliant
on predictable routings, so this method of providing operational benefit
has also faded. These changes to the operating paradigm are an accepted
practice in Segment Two.**

The flight crew requests relevant information for the weather, airport
field conditions and local notices to airmen for the destination airport
through data communications. **Selected aircraft parameters are
monitored by data communications-enabled conformance management
capability which decreases controller and flight crew workload and
improves surveillance performance.**

**Since the aircraft's position in high-performance airspace is more
readily predicted further out ahead of the aircraft, when initiatives
are implemented to mitigate congestion in airspace ahead of the
aircraft, aircraft in HPA will have more time to execute cost-efficient
adjustments. In addition, improved predictability may reduce the
likelihood that aircraft operating in HPA are included in the congestion
mitigating traffic flow initiatives.**

**At approximately 200 miles away from the destination airport, while in
HP airspace, the 4-D trajectory is updated to ensure the aircraft
crosses the fix at the handoff to TRACON airspace as required.**

As the aircraft approaches the Top of Descent position, the appropriate
controller provides scheduled time of arrival information to the flight
crew via data communications. The flight crew then downlinks a route
request to the en route controller, through data communications, which
is composed of a tailored 4-D trajectory based on the aircraft's
performance. The controller coordinates the request with the arrival
TRACON airspace via ground-to-ground communications and the en route
controller initiates the transmission of a data communications response
containing the confirmed clearance.

**During Segment Two, aircraft will typically exit HPA and descend
through normal airspace before entering TRACON airspace. If negotiated
and agreed in advance, the aircraft may continue on a 4-D tailored
arrival, which may include a continuous descent approach, into the
TRACON**. While the 4-D trajectory operations in HPA were optimized to
reflect the predictability enabled by all aircraft in the HPA operating
on 4-D trajectories, these 4-D tailored arrivals conducted outside HPA
will be conducted recognizing the effects of mixing equipage and
capabilities as found on the aircraft in normal airspace. Aircraft
exiting HPA and conducting a 4-D tailored arrival may access a wedge of
airspace, established above current arrival/descent airspace that allows
procedural segregation from aircraft conducting the traditional step
descent arrivals.

In conjunction with the ground automation handoff, which is done
automatically unless the controller takes an extra action to reject it,
data communications provides the next frequency to the flight crew, and
transfers the data communications eligibility to the next sector or
Center. The data communications system automatically validates the
aircraft's Mode-C reported altitude and confirms the assigned altitude
for the receiving controller.

**Policies have been changed where unequipped aircraft are moved first
to mitigate conflicts supporting service-for-equipage philosophies.
Automation tailors resolutions based on aircraft capabilities e.g., 4-D
trajectory changes for HP equipped aircraft and ATS route, fix name, or
altitude changes for basic equipped aircraft.**

**Tasks for controllers monitoring performance-based airspace are
essentially the same as in mixed performance airspace, but the frequency
of execution is reduced by a large degree.**

The en route controller generates a handoff to the TRACON airspace and
data communications provides the voice frequency for the TRACON airspace
arrival sector to the flight crew **and manages the data communications
eligibility transfer.**

##### Arrival TRACON Airspace

**The flight crew contacts the TRACON controller via data
communications**. **The data communications system automatically
validates the aircraft's Mode-C reported altitude, and confirms the
assigned altitude and ATIS code for the receiving controller. The TRACON
controller employs data communications to relay the initial information
on approach expectations, potential airport information changes, and
initial clearances.**

**The aircraft flight management system flies the trajectory using an
HP-STAR, which is an HP arrival route optimized for aircraft equipped
for HP operations. If available, the aircraft may have previously
negotiated an even more efficient arrival based upon an
aircraft-specific continuous descent profile. Selected aircraft
parameters continue to be monitored by the conformance management
function through data communications which decreases controller and
flight crew workload and improve surveillance performance. If the
aircraft descends too close to the ground, warnings are automatically
communicated via data communications or by voice if warranted.**
**Routine clearances are communicated via data communications** while
time critical clearances continue to be issued via voice if a situation
requires near term action. Should aircraft flying tailored arrival
procedures receive voice instructions to change course, the 4-D
trajectory agreement is nullified.

Once the aircraft is established on the approach, **a data
communications clearance to execute the approach is issued. An
instruction to monitor the tower voice communication frequency is
subsequently issued via data communications. Data communications manages
the data communications eligibility transfer.**

**These new operating methods have relieved much of the tasking
previously done manually by the controllers resulting in capacity,
throughput, and efficiency gains.**

##### Arrival Airport

All controller-flight crew communications are issued via voice. The
tower runway controller contacts the flight crew to provide relevant
traffic and landing clearance information while monitoring the traffic
situation. After the aircraft lands, the tower runway controller issues
runway exit and directs the flight crew to contact the ground
controller.

##### Arrival Taxi

The tower ground controller clears the flight crew to taxi via voice or
**data communications depending upon the dynamics of the situation** and
monitors the traffic situation as they maneuver the aircraft to the
arrival gate.

#### Segment Three

The following sections provide a data communications scenario for
Segment Three.

In Segment Three, aircraft will have an even wider range of capabilities
than in Segment Two, supporting varying levels of total system
performance via on-board capabilities and associated crew training
leading to a further expansion of performance-based airspace. This will
include the ability to perform delegated separation, spacing, and
merging tasks and to precisely navigate and execute 4-D trajectories.

The mode of operation described under the Segment Two scenario is now in
common use for all aircraft. The ground automation capability for
detecting and planning conflict free trajectories has extended the time
horizon predictability for these agreements. Every aircraft seeking to
operate in performance-based airspace is now equipped with a cockpit
display capable of high definition graphics. This allows the use of
advanced concepts in ATM, based on graphical depictions of the
surrounding aircraft and airport situation. These advances allow ATM to
be conducted on a Management by Planning and Intervention by Exception
basis for much of the separation assurance function.

Changes in services from Segment Two are identified by **bold face**
type.

##### Pre-Departure

The flight crew prepares the aircraft for the flight and, in particular,
they initiate data services with ground data communications which
recognizes the initiation and responds with appropriate data
communication information.

As part of the flight planning process, the flight crew or AOC
determines that an optimal routing will require flight into HPA. HPA has
been established in select regions and altitudes to segregate traffic
operating on pre-negotiated trajectories. Therefore, a proposed route
including standard routing through traditional airspace, and 4-D
trajectory based routing for transit through HPA is developed and loaded
into the flight management system for aircrew review. The proposed 4-D
trajectory portion will be used later in the flight to facilitate
negotiation of the aircraft's final 4-D trajectory through HPA. If
applicable, the routing will identify the desired HP-SIDs, Tailored
Arrival and/or HP-STARs, accessible because this aircraft is
appropriately equipped. The time element of this 4-D trajectory will be
RTAs based, and are treated as estimates, until the aircraft approaches
the HPA. At that point, the 4-D trajectory including RTAs will be
updated as a route clearance for operations in the HPA.

In response to a flight crew request, and where available, the ground
provides relevant weather information, field conditions, approach and
departure runways, plus local notices to airmen related to the departure
airfield via data communications.

ATM-related operational data for the flight (e.g., departure sequence,
collaborative decision making agreements, and slot-time allocations) are
relayed by data communications to the flight crew, **by subscription**,
in preparation for departure.

**In advance of a planned departure, users now file 4-D trajectory-based
flight plans for operations in HPA. Users and air traffic service
providers collaboratively negotiate 4-D trajectory agreements from
take-off to approach, based on user requests and anticipated
constraints. This agreement is embedded in the departure clearance. The
final point in the clearance also includes the required time constraint
for the arrival fix.**

The flight crew requests a departure clearance. The data communications
system determines whether or not the clearance has already been
submitted to the automation system awaiting delivery or delivers the
request to the assigned controller. The controller/automation uses the
automation system that provides arrival/departure sequence information
and any traffic flow constraints related to the aircraft, to formulate
the departure clearance that is sent to the flight crew via data
communications. The routing information supports multiple formats e.g.,
ATS routes, fix names, or 4-D trajectories as described above for the
HPA operation. Should the route of flight change prior to departure, a
revision will be issued through data communications or by voice
depending on the dynamics of the situation.

After issuance of the departure clearance, the ground automation system
generates a request via data communications to the aircraft automation
to report its active route. This information is compared with the
departure clearance to verify consistency.

##### Departure Taxi and Take-Off

The flight crew requests approval to taxi the aircraft using data
communications. The assigned controller provides a detailed taxi route
instruction response which has been suggested by the automation system
then approved by the controller, containing specific directions to
follow. This taxi route may be displayed on an airport map in the
cockpit.

Taxi revisions via data communications are now provided for equipped
aircraft which maximizes efficient use of airport resources, and as a
result, the equipped aircraft is placed further ahead in the taxi
sequence. This is possible since workload for equipped aircraft is
reduced; both on the ground and in the air, so higher traffic throughput
can be achieved by prioritizing equipped departures. In addition,
preferential sequencing of HP equipped aircraft is enabled.

Now enhanced capabilities within traffic management programs are
providing departure clearance revisions at an operationally appropriate
amount of time in advance of the departure. This will minimize workload
associated with multiple revisions.

The last automatic controller-flight crew data exchange on the airport
surface can take place no later than 10 minutes prior to predicted
wheels up time. Manual data communications exchanges will continue to
take place as determined by the controller/flight crew. Surface ATC data
communications cease once the aircraft has been cleared for takeoff.

The flight crew receives take-off clearance and voice frequency
communications transfer via voice. Data communications manages the data
communications eligibility transfer to the next TRACON control position.

##### Departure in TRACON Airspace

As the aircraft leaves the airport environment and enters TRACON
airspace, the flight crew follows the departure clearance and contacts
the departure controller using voice. Since the aircraft is
appropriately equipped, the HP-SID procedure is followed as filed.

The controller validates the aircraft's Mode-C and confirms the assigned
altitude. Depending on the time criticality of a given clearance, and
the altitude of the aircraft, communication services in the departure
TRACON airspace are conducted via a mixture of voice and data. Typical
exchanges via data communications for basic equipped departing aircraft
include altitude and direct routing assignments.

**The aircraft follows the previously negotiated 4-D trajectory.
Trajectory negotiations conducted pre-departure typically leave some
conflicts unresolved such that maximum use of the airspace resource can
be utilized. Therefore, the controller takes necessary action via data
communications to alleviate potential conflicts through the revision of
the 4-D agreement or assignment of delegated separation services e.g.,
Crossing and Passing.** On an exception basis tactical control is
conducted via voice communications.

The automation system monitors the aircraft behavior as required,
current and predicted, to assure conformance with the given trajectory
either through ground automation algorithm improvements or through the
provision of aircraft intent data that increases the precision of
trajectory modeling, enabling the beginning of new concepts in
separation assurance for the TRACON airspace. Since conformance
management provided in TRACON airspace may not offer the same
performance as that provided in the en route environment, this service
may provide operational capabilities that differ from those provided in
en route. The conformance management capability may be used optionally
per aircraft in the TRACON domain.

Air traffic management policies provide guidelines which encourage
controllers to resolve conflicts by altering unequipped aircraft flight
paths before altering data-communications based trajectories **are now
commonplace**. As such, the aircraft transitions through TRACON airspace
along the predicted flight path without speed, altitude or vector-based
trajectory changes.

The voice frequency and data communications eligibility transfers **are
conducted automatically without the need for flight crew interaction.**

##### Domestic En Route Airspace

The following sections describe normal domestic and HP en route
operations.

###### Normal Domestic En Route Airspace

As communications services and the nature of air traffic control have
evolved, the communications requirements have evolved also. Trust in the
system's performance is increased. Routine exchanges are minimized.
Almost everything the flight must do is embedded in the 4-D agreement.
Agreements between the aircraft system and the ground automation are now
in place with all aircraft in performance-based airspace and
non-conformance reports are only generated when an event occurs beyond
the parameters set in the agreement. Changes are more in the context of
overall trajectory maintenance. Conflict management by the controller is
still required in the en route environment so as not to over constrain
the system using excessive separation in high density operations.

In conjunction with the ground automation handoff, which is done
automatically unless the controller takes an extra action to reject it,
**the voice frequency** and data communications eligibility **transfers
are conducted automatically without the need for flight crew
interaction** to the next sector or Center. The data communications
system automatically validates the aircraft's Mode-C and confirms the
assigned altitude for the receiving controller.

Communications with the first en route controller is conducted through
data communications**.** Routine clearances with aircraft are
communicated via data communications while time critical clearances
continue do be communicated by voice. Some of the aircraft operating in
this normal (not HP) airspace are equipped with full 4-D
trajectory-capable integrated data communications, while other aircraft
have less capable data communications or lack ATC data capabilities and
thus rely exclusively on voice. Only aircraft capable of communicating
and conducting 4-D trajectory operations via data communications may
enter the HPA, which may initially be established at higher en route
altitudes. Aircraft not properly equipped continue to operate in normal
(non-HPA) airspace.

###### Domestic En Route High Performance Airspace

As the aircraft climbs, the controller oversees the planned flight path
prior to the aircraft's entry into HPA, just as he or she would today.
In the normal en route sector prior to HPA entry, the controller would
update the entry, exit, and other HPA constraints, if necessary. The HPA
entry, 4-D trajectory, and exit previously loaded into the flight
management system during the pre-departure phase are updated to reflect
any changes made by ATC, and to reflect the current timing and actual
position of the aircraft. The aircraft downlinks the revised requested
profile, which is probed for conflicts by automation, then presented to
the controller, who will typically approve and send the HPA clearance to
the aircraft. If the automation determines a conflict will exist within
the probed window of time, the automation will suggest revised
constraints for controller approval and uplink to the aircraft. If the
controller determines the conflict-free routing is sub-optimal, the
controller may revise the constraints and uplink them.

During Segment Three, HPA controllers remain responsible for separation,
and remain in the loop when issuing 4-D trajectories. However, once
aircraft transition into HPA, the controller's role is strategic, and
while maintaining situational awareness at the traffic flow level, is
expecting not to issue further instructions or clearances. Controller
situational awareness is maintained by the system depicting in real time
the aircraft trajectories and displaying proposed changes in routes
(including existing route, proposed route, conflict creating the need,
others affected, etc.) graphically for controller approval.

This transitions the HPA controller's duties to "management by
exception", where performance-based airspace rules dictate that the
decision support tool conflict detection and resolution capabilities
provide separation assurance support functions. Since the controller
remains responsible for separation, the output of decision support tools
are reviewed by the controller and when a conflict is predicted a
proposed resolution is sent to the aircraft via data communications.
This review process ensures that the controller remains aware of the
situation at a strategic level, but is not required to detect conflicts,
except in unusual circumstances. This allows the airspace design to be
changed supporting larger areas of responsibility per controller,
thereby reducing air traffic service provider unit costs, while enabling
user-preferred 4-D routing though HPA.

While performance-based airspace enables numerous efficiencies, during
this timeframe the vertical and lateral separation standards remain
unchanged. HPA represents a portion of the en route airspace the flight
traverses. In the remaining airspace, occupied by aircraft of varying
levels of equipage, aircraft continue to be managed using Segment One
data communications services, voice communications as necessary, and
tactical control methods. Aircraft that are transitioning from HPA to
the arrival stream are provided with preferential treatment to continue
4-D tailored arrival operations.

The controller assesses any trajectory changes generated by traffic
management initiatives and takes necessary action, through data
communications, to alleviate conflicts by sending a new trajectory to
the flight crew. The flight crew checks whether the aircraft is capable
of complying with the proposal through the flight management system, in
this particular case the flight crew responds with an alternative
trajectory. The ground automation confirms the proposal is conflict free
and provides a new trajectory agreement to the controller for
transmission to the aircraft. To prevent mistakes on re-entry of the
trajectory clearance information, the data communications airborne
system and the flight management system navigation function are
interfaced, allowing direct transfer of clearance data upon flight crew
approval.

The automation system monitors the aircraft trajectory intent as
required, current and future, to assure conformance with the given
trajectory. This is done through either ground automation algorithm
improvements or through the provision of aircraft intent data that
increases the precision of trajectory modeling, enabling new concepts in
separation assurance.

**Data communications supports aircraft clearances to use the
appropriate services to self-separate e.g., Crossing and Passing,
Sequencing and Merging or In-Trail Procedures. Separation responsibility
is delegated to the flight crew for these functions.**

While operating in HPA, aircraft operating under 4-D agreements
continuously compare their current and predicted position (in time and
space) to the 4-D agreement. When the aircraft detects a pending
non-conformance that will not be resolved by normal flight automation,
the aircraft automation informs the aircrew, which decides to make
corrections to aircraft operations, or to request a revised 4-D
agreement. If neither is accomplished in a timely manner, the aircraft
automation reports a non-conformance to the ground system. The ground
system generates a proposed resolution, which would include a new set of
conflict avoiding trajectory constraints for the aircraft to follow. The
proposed constraints are reviewed by the controller, and if approved,
uplinked to the aircraft automation, which translates the constraints
into a new, proposed 4-D route of flight for flight crew review. Upon
acceptance, the aircraft downlinks the revised routing, which is
validated as conflict--free and displayed to the controller, who
performs a strategic assessment of the routing, accepts the new 4-D
agreement and releases the automation generated 4-D trajectory
clearance. Upon receipt, the aircraft automation displays the 4-D
trajectory in the clearance, indicates it matches the 4-D request, and
transfers the trajectory data to the flight management system active
route when accepted by the flight crew.

It has become common practice for controllers to accept recommendations
from these tools to eliminate conflicts several sectors downstream in a
strategic fashion. Knowledge of the actual pending conflict is not
necessary. Conflict resolution tools forward highest ranked resolutions
to upstream controllers to mitigate conflicts in advance versus waiting
for the conflict to be resolved by the controller at the point of
conflict. The ATM system is reliant on predictable routings, so the
method of providing operational benefit by giving flight crews "short
cuts" in order to shorten the route of flight has faded. These changes
to the operating paradigm become an accepted practice in Segment Three.

The flight crew requests relevant information for the weather, airport
field conditions and local notices to airmen for the destination airport
through data communications. Selected aircraft parameters are monitored
by data communications-enabled conformance management capability which
decreases controller and flight crew workload and improves surveillance
performance.

Since the aircraft's position in high-performance airspace is more
readily predicted further out ahead of the aircraft, when initiatives
are implemented to mitigate congestion in airspace ahead of the
aircraft, aircraft in HPA will have more time to execute cost-efficient
adjustments. In addition, improved predictability may reduce the
likelihood that aircraft operating in HP aircraft are included in the
congestion mitigating traffic flow initiatives.

At approximately 200 miles away from the destination airport, while in
HPA, the 4-D trajectory is updated and extended to ensure the aircraft
crosses the fix at the handoff to TRACON airspace as required.

As the aircraft approaches the Top of Descent position, the appropriate
controller provides scheduled time of arrival information to the flight
crew via data communications. The flight crew then downlinks a route
request to the en route controller, through data communications, which
is composed of a tailored 4-D trajectory based on the aircraft's
performance. The controller coordinates the request with the arrival
TRACON airspace via ground-to-ground communications and the en route
controller initiates the transmission of a data communications response
containing the confirmed clearance.

Aircraft will typically exit HPA and descend through normal airspace
before entering TRACON airspace. If negotiated and agreed in advance,
the aircraft may continue on a 4-D tailored arrival, which may include a
continuous descent approach, into the TRACON. While the 4-D trajectory
operations in HPA were optimized to reflect the predictability enabled
by all aircraft in the HPA operating on 4-D trajectories, these 4-D
tailored arrivals conducted outside HPA will be conducted recognizing
the effects of mixing equipage and capabilities as found on the aircraft
in normal airspace. Aircraft exiting HPA and conducting a 4-D tailored
arrival may access a wedge of airspace, established above current
arrival/descent airspace, which allows procedural segregation from
aircraft conducting the traditional step descent arrivals.

In conjunction with the ground automation handoff, which is done
automatically unless the controller takes an extra action to reject it,
data communications provides the next frequency to the flight crew, and
transfers the data communications eligibility to the next sector or
Center. The data communications system automatically validates the
aircraft's Mode-C reported altitude and confirms the assigned altitude
for the receiving controller.

Automation tailors resolutions based on aircraft capabilities e.g., 4-D
trajectory changes for HP equipped aircraft and ATS route, fix name, or
altitude changes for lesser equipped aircraft.

Tasks for controllers monitoring performance-based airspace are
essentially the same as in mixed performance airspace, but the frequency
of execution is reduced by a large degree.

The en route controller generates a handoff to the TRACON airspace and
data communications provides the voice frequency for the TRACON airspace
arrival sector to the flight crew and manages the data communications
eligibility transfer.

The automation system monitors the aircraft trajectory intent as
required, current and future, to assure conformance with the given
trajectory. This is done through either ground automation algorithm
improvements or through the provision of aircraft intent data that
increases the precision of trajectory modeling.

**It has become common practice for automation to provide clearances
directly to the aircraft to eliminate conflicts in a strategic fashion.
Knowledge of the actions taken by the automation is provided to the
controller to maintain situational awareness. The automation only
provides resolutions to the controller for decision making when more
than one option is available to maintain separation. The controller
selects the option which best serves the needs of the overall operation.
This change to the operating paradigm is an accepted practice in Segment
Three.**

**The policy where lesser equipped aircraft are moved before highly
equipped aircraft is a routine practice.**

**ATM flight information (e.g., arrival sequence, collaborative decision
making agreements, and slot-time allocations) is now provided by
subscription.**

##### Arrival TRACON Airspace

The flight crew contacts the TRACON controller via data communications.
The data communications system automatically validates the aircraft's
Mode-C and confirms the assigned altitude and ATIS code for the
receiving controller. The TRACON controller replies with the initial
information on approach expectations, potential airport information
changes, and initial clearances. Aircraft continue to employ continuous
descent profiles from the en route Top of Descent constraint. Arrival at
the final constraint, which is typically the final approach fix,
terminates trajectory based operations.

**When necessary due to the traffic density, aircraft use the
appropriate data communications services (e.g., Merging and Spacing
(M&S) or Paired Approach) to perform delegated separation in the final
approach phase from traffic landing on the same or closely spaced
parallel runways. Separation responsibility is delegated to the flight
crew for these functions.**

A data communications clearance to execute the approach is issued. An
instruction to monitor the tower voice communication frequency is
subsequently issued via data communications. Data communications manages
the data communications eligibility transfer.

**These new operating methods have relieved much of the tasking
previously done manually by the controllers. Now, in super-density
environments all aircraft are equipped to perform these functions,
controllers use the recommendations of the decision support resolution
tools to send data communications clearances to authorize these
operations. In less dense airspace, there is a mix of aircraft
capabilities. Service-for-equipage philosophies are routine even in
these environments.**

##### Arrival Airport

**The arrival taxi instructions are provided before the aircraft begins
the final approach for landing.** All the functions introduced under
previous segments continue to be in use in Segment Three.

The tower runway controller contacts the flight crew to provide relevant
traffic and landing clearance information while monitoring the traffic
situation. After the aircraft lands, the tower runway controller
**confirms the previously provided runway exit** and directs the flight
crew to contact the ground controller.

##### Arrival Taxi

The tower ground controller clears the flight crew to taxi via voice or
data communications depending upon the dynamics of the situation and
monitors the traffic situation as they maneuver the aircraft to the
arrival gate.

## Maintenance

The maintenance concepts will be further clarified and defined based on
cost and alternatives approved by ATO. Additionally, there is potential
that in the Segment Two and Three timeframes, the NAS maintenance
concept may change.

## Quantities and Locations

The operational deployment is planned as follows:

Segment One: Data communications will be available at all 20 continental
United States (CONUS) en route facilities. Additionally, it will be
available at the 73 tower data link services (TDLS) airports.

Segment Two: Data communications will be available at all the facilities
from Segment One plus 50 TRACON facilities and an additional 94
airports.

Segment Three: Data communications will be available at some number of
ATC facilities across the NAS consistent with the NextGen concept.

Note: Segment Two data communications will provide Very High Frequency
(VHF) Data Link (VDL) Mode 2 coverage at the 94 airports. VDL2 coverage
and operational systems will be provided at the TRACONs.

The data communications Terminal sites are listed in Appendix F.

The support deployment is planned as follows:

-   Data communications en route support systems will be available at
    the William J. Hughes Technical Center (WJHTC) (five systems) and
    the Mike Monroney Aeronautical Center (MMAC) (four systems).

-   Data communications tower support systems will be available at the
    MMAC (seven systems), Salt Lake (one system), Herndon (one system),
    and the MMAC (one system).

-   Data communications TRACON support systems will be available at the
    WJHTC (to be determined (TBD) systems) and the MMAC (TBD systems).

    There will be four en route systems for contractor development.

### Data Communications Coverage

Data communications will provide air-ground communications coverage in
accordance with the following:

-   For terminal airspace the greater of:

    -   Airspace defined by:

        -   5 nautical miles (NMs) out from TDLS airport, surface-5000
            feet

        -   20 NMs out from TDLS airport, 2500 feet-10000 feet (part of
            this overlaps with 5 NM ring)

        -   40 NMs out from TDLS airport, 10000 feet-12000 feet

        -   60 NMs out from airport, 12000 feet-16000 feet

    -   Class B and Class C airspace served by Tower/TRACONS as
        specified in 2.3.

```{=html}
<!-- -->
```
-   Data communications will provide air-ground communications
    line-of-site coverage to 115 NM off the coast and land borders of
    the CONUS.

-   Data communications will provide air-ground communications coverage
    from 16000 feet to flight level (FL) 600 across the NAS within the
    CONUS.

Note: Site specific issues will be handled during site surveys.

## Schedule Constraints

Initial Operational Capability (IOC) at the key site(s) is planned for
each of the three segments as follows:

-   Segment One: Tower fiscal year (FY) 2012, En Route FY 2014

-   Segment Two: Tower and TRACON FY 2017, En Route FY 2018

-   Segment Three: FY 2022

Full Operational Capability (FOC) is TBD.

Dependencies are TBD.

# TECHNICAL PERFORMANCE

The following sections present the operational, functional, and
performance requirements for data communications.

## Operational and Functional Requirements

This document identifies requirements associated with the provision of
data communications in the NAS. The data communications services will
provide Air Traffic Services and not Airline Operational Control
services. The requirements identified in this document may be allocated
to any new NAS system elements specific to the provision of data
communications and/or to existing or planned elements in the NAS.
However, data communications is not specifically requiring new
capabilities in the TRACON, such as a Flight Data Processor (FDP) or
Conflict Probe. Figure ‎3-2 shows the high level functional architecture
for data communications.

![](media/image3.jpeg){width="6.5in" height="4.875in"}

[]{#__RefHeading___Toc177274049 .anchor}Figure ‎3‑2 High Level Functional
Architecture Diagram

### Segment One Requirements

> ***Note: Unless specified, the following requirements for Segment One
> are applicable to the tower and en route domains.***

#### Messaging Requirements

##### Data communications shall provide tools for controller composition of messages. {#data-communications-shall-provide-tools-for-controller-composition-of-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide the standard(s) to build the tools for pilot composition of messages. {#data-communications-shall-provide-the-standards-to-build-the-tools-for-pilot-composition-of-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall compose messages for: {#data-communications-shall-compose-messages-for .Style-Heading-5-+-Not-Bold}

a.  controller approval/acknowledgement,

b.  automated transmission of non-trajectory changing messages without
    controller intervention in the en route domain, or

c.  automated transmission of adapted messages without controller
    intervention in the tower domain.

##### Data communications shall provide the message format standard(s) for pilot approval/acknowledgement. {#data-communications-shall-provide-the-message-format-standards-for-pilot-approvalacknowledgement. .Style-Heading-5-+-Not-Bold}

##### Data communications shall**:** {#data-communications-shall .Style-Heading-5-+-Not-Bold}

a.  provide tools for composition of predefined messages,

b.  store predefined messages, and

c.  retrieve predefined messages.

##### Data communications shall provide tools for controller deferral of messages. {#data-communications-shall-provide-tools-for-controller-deferral-of-messages. .Style-Heading-5-+-Not-Bold}

Note: This requirement allows the message that is in the process of
being created to be deferred until the controller gets back to it.

##### Data communications shall provide tools for controller rejection of messages. {#data-communications-shall-provide-tools-for-controller-rejection-of-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools for controller editing of messages. {#data-communications-shall-provide-tools-for-controller-editing-of-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall: {#data-communications-shall-1 .Style-Heading-5-+-Not-Bold}

a.  validate the content and format of messages and

b.  error check

messages.

##### Data communications shall provide tools to: {#data-communications-shall-provide-tools-to .Style-Heading-5-+-Not-Bold}

a.  transmit messages and

b.  process responses to those messages.

#### Unique Identification Requirements

Note: The following requirements relate to other parts of NAS equipment,
e.g., Standard Terminal Automation Replacement System (STARS) and En
Route Automation Modernization (ERAM), with which data communications
will interface.

##### Data communications shall uniquely identify elements (e.g., aircraft, automation systems, control positions, applications) performing data communications. {#data-communications-shall-uniquely-identify-elements-e.g.-aircraft-automation-systems-control-positions-applications-performing-data-communications. .Style-Heading-5-+-Not-Bold}

##### Data communications shall identify the element's data communications capabilities. {#data-communications-shall-identify-the-elements-data-communications-capabilities. .Style-Heading-5-+-Not-Bold}

##### Data communications shall use the identified data communications capabilities of each element to determine what services are offered to that element. {#data-communications-shall-use-the-identified-data-communications-capabilities-of-each-element-to-determine-what-services-are-offered-to-that-element. .Style-Heading-5-+-Not-Bold}

##### Data communications shall associate aircraft with flight plans (and/or flight objects, if available). {#data-communications-shall-associate-aircraft-with-flight-plans-andor-flight-objects-if-available. .Style-Heading-5-+-Not-Bold}

#### Data Communications Requirements

##### Data communications shall deliver information to addressed recipient(s). {#data-communications-shall-deliver-information-to-addressed-recipients. .Style-Heading-5-+-Not-Bold}

##### Data communications shall: {#data-communications-shall-2 .Style-Heading-5-+-Not-Bold}

a.  initiate,

b.  maintain, and

c.  terminate

service between the elements of the system.

##### Data communications shall provide the capability for: {#data-communications-shall-provide-the-capability-for .Style-Heading-5-+-Not-Bold}

a.  monitoring and

b.  control

of data communications resources.

##### Data communications shall support the establishment and transfer of data control authority by an aircraft for exchange of operational control messages with a single, authorized ground element. {#data-communications-shall-support-the-establishment-and-transfer-of-data-control-authority-by-an-aircraft-for-exchange-of-operational-control-messages-with-a-single-authorized-ground-element. .Style-Heading-5-+-Not-Bold}

##### Data communications shall assign eligibility to exchange controller-pilot data communications messages between the authorized ground element(s) and the aircraft. {#data-communications-shall-assign-eligibility-to-exchange-controller-pilot-data-communications-messages-between-the-authorized-ground-elements-and-the-aircraft. .Style-Heading-5-+-Not-Bold}

##### Data communications shall support the adaptation of communication eligibility to enable one (or more) control position(s) to exchange data messages with an aircraft. {#data-communications-shall-support-the-adaptation-of-communication-eligibility-to-enable-one-or-more-control-positions-to-exchange-data-messages-with-an-aircraft. .Style-Heading-5-+-Not-Bold}

Note: Eligibility is typically granted to one or more positions in a
sector, but may also be granted to related positions outside of the
sector. For example, eligibility for departure clearances might be
granted to both flight data and ground control positions in the tower.

##### Data communications shall report on the status of data communications messages. {#data-communications-shall-report-on-the-status-of-data-communications-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide: {#data-communications-shall-provide .Style-Heading-5-+-Not-Bold}

a.  automated and

b.  manual

transfer of controller-pilot data communications eligibility between
control positions.

##### Data communications shall provide the capability to override eligibility to exchange controller-pilot data communications messages. {#data-communications-shall-provide-the-capability-to-override-eligibility-to-exchange-controller-pilot-data-communications-messages. .Style-Heading-5-+-Not-Bold}

#### Instructions, Advisories, and Report Request Responses Requirements

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to .Style-Heading-5-+-Not-Bold}

a.  compose and

b.  send

instructions to aircraft.

##### Data communications shall provide tools for the controller to provide air traffic advisories to aircraft. {#data-communications-shall-provide-tools-for-the-controller-to-provide-air-traffic-advisories-to-aircraft. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-1 .Style-Heading-5-+-Not-Bold}

a.  accept and

b.  process

reports from aircraft.

#### Automatic Terminal Information Service Requirements

##### Data communications shall: {#data-communications-shall-3 .Style-Heading-5-+-Not-Bold}

a.  accept requests for and

b.  provide

current terminal information to aircraft.

##### Data communications shall provide tools for a user to: {#data-communications-shall-provide-tools-for-a-user-to .Style-Heading-5-+-Not-Bold}

a.  compose,

b.  edit, and

c.  verify

the content of the ATIS.

##### Voice synthesized terminal information shall be identical to the data communications generated digital ATIS terminal information. {#voice-synthesized-terminal-information-shall-be-identical-to-the-data-communications-generated-digital-atis-terminal-information. .Style-Heading-5-+-Not-Bold}

#### Integration Requirements

##### Data communications shall electronically exchange information with external systems without requiring manual reentry. {#data-communications-shall-electronically-exchange-information-with-external-systems-without-requiring-manual-reentry. .Style-Heading-5-+-Not-Bold}

#### Recording of Messages, Statistical, and Performance Data

##### Ground-based data communications shall record all: {#ground-based-data-communications-shall-record-all .Style-Heading-5-+-Not-Bold}

a.  sent and

b.  received

data communications messages.

##### Ground-based data communications shall: {#ground-based-data-communications-shall .Style-Heading-5-+-Not-Bold}

a.  collect and

b.  store

data communications service, system, and subsystem statistical and
performance data.

##### Ground-based data communications shall provide tools to: {#ground-based-data-communications-shall-provide-tools-to .Style-Heading-5-+-Not-Bold}

a.  retrieve and

b.  analyze

stored message, statistical, and performance data.

#### Departure and Taxi Clearance Requirements

##### Data communications shall provide tools for a controller to: {#data-communications-shall-provide-tools-for-a-controller-to .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

departure clearances to aircraft.

##### Data communications shall provide tools for a controller to: {#data-communications-shall-provide-tools-for-a-controller-to-1 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

revisions to departure clearances to aircraft.

##### Data communications shall provide tools for a controller to: {#data-communications-shall-provide-tools-for-a-controller-to-2 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

multiple departure clearances to an aircraft at an airport in the same
day.

##### Data communications shall provide tools for a tower controller to: {#data-communications-shall-provide-tools-for-a-tower-controller-to .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

departure taxi route instructions to aircraft.

##### Data communications shall provide tools for a tower controller to: {#data-communications-shall-provide-tools-for-a-tower-controller-to-1 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

revisions to departure taxi route instructions to aircraft.

#### En Route Clearance Requirements

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-2 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

route modifications including 4-D trajectories to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-3 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

vertical clearances to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-4 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

speed changes to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-5 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

heading changes to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-6 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

crossing constraints to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-7 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

lateral offsets to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-8 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

arrival, approach, and departure procedures to aircraft.

##### Data communications shall interact with decision support tools which evaluate proposed: {#data-communications-shall-interact-with-decision-support-tools-which-evaluate-proposed .Style-Heading-5-+-Not-Bold}

a.  constraints and

b.  routes

for acceptability.

##### Data communications shall provide tools which: {#data-communications-shall-provide-tools-which .Style-Heading-5-+-Not-Bold}

a.  notify,

b.  generate, and

c.  display to the controller

proposed resolution(s) to trajectories that are identified as out of
conformance with cleared trajectories.

##### Data communications shall provide tools in the en route domain to send voice frequency assignments to aircraft with instructions to monitor the next frequency. {#data-communications-shall-provide-tools-in-the-en-route-domain-to-send-voice-frequency-assignments-to-aircraft-with-instructions-to-monitor-the-next-frequency. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools in the en route domain to send voice frequency assignments to aircraft with instructions to contact the controller on the assigned frequency. {#data-communications-shall-provide-tools-in-the-en-route-domain-to-send-voice-frequency-assignments-to-aircraft-with-instructions-to-contact-the-controller-on-the-assigned-frequency. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools in the en route domain to validate the aircraft's Mode-C altitude. {#data-communications-shall-provide-tools-in-the-en-route-domain-to-validate-the-aircrafts-mode-c-altitude. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools in the en route domain for confirmation of the aircraft's assigned altitude. {#data-communications-shall-provide-tools-in-the-en-route-domain-for-confirmation-of-the-aircrafts-assigned-altitude. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools in the en route domain to notify aircraft that a voice frequency is blocked. {#data-communications-shall-provide-tools-in-the-en-route-domain-to-notify-aircraft-that-a-voice-frequency-is-blocked. .Style-Heading-5-+-Not-Bold}

#### Applicable Standards

##### The following documents shall provide requirements for the services of Segment One: {#the-following-documents-shall-provide-requirements-for-the-services-of-segment-one .Style-Heading-5-+-Not-Bold}

a.  ICAO 9880-AN/466, *Manual On Detailed Technical Specifications For
    The Aeronautical Telecommunication Network (ATN) using ISO/OSI
    standards and protocols*,

b.  RTCA DO-290, *Safety and Performance Requirements Standard for Air
    Traffic Data Link Services in Continental Airspace*, *Change 2*,

c.  RTCA DO-yyy, *Safety and Performance Requirements Standard for
    Advanced Air Traffic Data Communications Services*, (draft)

d.  RTCA DO-280B, *Interoperability Requirements Standard For ATN
    Baseline 1 (INTEROP ATN B1)*,

e.  RTCA DO-305, *Future Air Navigation System 1/A (FANS 1/A) --
    Aeronautical Telecommunications Network (ATN) Interoperability
    Standard,*

f.  ICAO SARPs, *Aeronautical Telecommunication Network (ATN), Volume
    II, Part II, Communications Procedures, Chapter 5, Aeronautical
    Mobile Service, Second Edition,*

g.  *ICAO Standards and Recommended Practices (SARPs), Aeronautical
    Telecommunications, Annex 10 to the Convention on International
    Civil Aviation, Volume III, Part I, Digital Communication Systems,
    Chapter 3, Aeronautical Telecommunication Network (ATN),*

h.  *Interoperability Standard for Data Communications via 623, draft,*

i.  *Interoperability Standard for Data Communications via ATN, draft,
    and*

j.  *Interoperability Standard for Data Communications via a mixture of
    ATN and FANS 1/A, draft*.

##### The controller-pilot data link communications (CPDLC) message elements in Appendix 5 of ICAO Doc 4444 *Procedures for Air Navigation Services -- Air Traffic Management (PANS-ATM)* shall be available for use for the services of Segment One. {#the-controller-pilot-data-link-communications-cpdlc-message-elements-in-appendix-5-of-icao-doc-4444-procedures-for-air-navigation-services-air-traffic-management-pans-atm-shall-be-available-for-use-for-the-services-of-segment-one. .Style-Heading-5-+-Not-Bold}

##### When there is a conflict between the requirements in: {#when-there-is-a-conflict-between-the-requirements-in .Style-Heading-5-+-Not-Bold}

a.  this document,

b.  FAA Orders, and

c.  the applicable standards,

the precedence of requirements shall be:

d.  this document,

e.  FAA Orders, and then

f.  the applicable standards.

### Segment Two Requirements

Note: The requirements in this section are for Segment Two capabilities
which will be built on the capabilities implemented in Segment One.
Unless specified, these requirements are applicable to tower, TRACON and
en route domains.

#### Data Communications Requirements

##### Data communications shall evaluate active trajectories for acceptability for no less than a one hour time horizon. {#data-communications-shall-evaluate-active-trajectories-for-acceptability-for-no-less-than-a-one-hour-time-horizon. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-9 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process, and

c.  respond to

user preferences from aircraft.

##### Data communications shall interact with decision support tools which evaluate proposed: {#data-communications-shall-interact-with-decision-support-tools-which-evaluate-proposed-1 .Style-Heading-5-+-Not-Bold}

a.  constraints and

b.  routes

for acceptability.

##### Data communications shall provide tools for the controller to establish trajectory agreements for the 4-D portions of the planned route for aircraft. {#data-communications-shall-provide-tools-for-the-controller-to-establish-trajectory-agreements-for-the-4-d-portions-of-the-planned-route-for-aircraft. .Style-Heading-5-+-Not-Bold}

##### Data communications shall establish agreements for aircraft-generated flight path, trajectory, and status information. {#data-communications-shall-establish-agreements-for-aircraft-generated-flight-path-trajectory-and-status-information. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide aircraft-generated flight path, trajectory, and status information to decision support tools. {#data-communications-shall-provide-aircraft-generated-flight-path-trajectory-and-status-information-to-decision-support-tools. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide means to determine, for each aircraft operating under a 4-D agreement, the aircraft's current and intended conformance with the then-current 4-D agreement. {#data-communications-shall-provide-means-to-determine-for-each-aircraft-operating-under-a-4-d-agreement-the-aircrafts-current-and-intended-conformance-with-the-then-current-4-d-agreement. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools which: {#data-communications-shall-provide-tools-which-1 .Style-Heading-5-+-Not-Bold}

a.  notify,

b.  generate, and

c.  display to the controller

proposed resolution(s) to trajectories that are identified as out of
conformance with established trajectory agreements.

##### Data communications shall have the capability to provide automated low altitude alerts to aircraft. {#data-communications-shall-have-the-capability-to-provide-automated-low-altitude-alerts-to-aircraft. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide the capability to communicate clearances between the en route and terminal domains. {#data-communications-shall-provide-the-capability-to-communicate-clearances-between-the-en-route-and-terminal-domains. .Style-Heading-5-+-Not-Bold}

#### Terminal Clearance Requirements

##### Data communications shall compose messages for automated transmission of non-trajectory changing messages without controller intervention. {#data-communications-shall-compose-messages-for-automated-transmission-of-non-trajectory-changing-messages-without-controller-intervention. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools to send voice frequency assignments to aircraft with instructions to monitor the next frequency. {#data-communications-shall-provide-tools-to-send-voice-frequency-assignments-to-aircraft-with-instructions-to-monitor-the-next-frequency. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools to send voice frequency assignments to aircraft with instructions to contact the controller on the assigned frequency. {#data-communications-shall-provide-tools-to-send-voice-frequency-assignments-to-aircraft-with-instructions-to-contact-the-controller-on-the-assigned-frequency. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools to validate the aircraft's Mode-C altitude. {#data-communications-shall-provide-tools-to-validate-the-aircrafts-mode-c-altitude. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools for confirmation of the aircraft's assigned altitude. {#data-communications-shall-provide-tools-for-confirmation-of-the-aircrafts-assigned-altitude. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools to notify aircraft that a voice frequency is blocked. {#data-communications-shall-provide-tools-to-notify-aircraft-that-a-voice-frequency-is-blocked. .Style-Heading-5-+-Not-Bold}

##### Data communications shall exchange 4-D trajectory information between system elements. {#data-communications-shall-exchange-4-d-trajectory-information-between-system-elements. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide tools for the controller to provide: {#data-communications-shall-provide-tools-for-the-controller-to-provide .Style-Heading-5-+-Not-Bold}

a.  arrival taxi information and

b.  arrival taxi clearances

to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-10 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

route modifications including 4-D trajectories to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-11 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

vertical clearances to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-12 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process, and

c.  display

altitude change notifications from aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-13 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

speed changes to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-14 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

heading changes to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-15 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

crossing constraints to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-16 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

lateral offsets to aircraft.

##### Data communications shall provide tools for the controller to: {#data-communications-shall-provide-tools-for-the-controller-to-17 .Style-Heading-5-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

arrival, approach, and departure procedures to aircraft.

##### Data communications shall interact with decision support tools which evaluate proposed: {#data-communications-shall-interact-with-decision-support-tools-which-evaluate-proposed-2 .Style-Heading-5-+-Not-Bold}

a.  constraints and

b.  routes

for acceptability.

### Segment Three Requirements

Note: The requirements in this section are for Segment Three
capabilities which will be built on the capabilities implemented in
Segment Two. Unless specified, these requirements are applicable to
tower, TRACON and en route domains.

#### Data communications shall evaluate active trajectories for acceptability for no less than a two hour time horizon. {#data-communications-shall-evaluate-active-trajectories-for-acceptability-for-no-less-than-a-two-hour-time-horizon. .Style-Heading-4-+-Not-Bold}

#### Data communications shall provide current, routine safety critical information to aircraft without human intervention. {#data-communications-shall-provide-current-routine-safety-critical-information-to-aircraft-without-human-intervention. .Style-Heading-4-+-Not-Bold}

Note: Examples of routine safety critical information are turbulence and
icing.

#### Data communications shall: {#data-communications-shall-4 .Style-Heading-4-+-Not-Bold}

a.  accept,

b.  process requests for, and

c.  provide

automated transmission of adapted messages without controller
intervention.

#### Data communications shall exchange information in support of delegated separation operations for aircraft. {#data-communications-shall-exchange-information-in-support-of-delegated-separation-operations-for-aircraft. .Style-Heading-4-+-Not-Bold}

## Product Characteristics and Performance Requirements

The following sections present the performance requirements for each of
the three data communications segments.

### Segment One Product Characteristics and Performance Requirements

The following sections present the performance requirements for data
communications Segment One.

#### Performance

##### Data communications shall provide service that is classified essential as defined in NAS-SR-1000, *National Airspace System, System Requirements Specification*. {#data-communications-shall-provide-service-that-is-classified-essential-as-defined-in-nas-sr-1000-national-airspace-system-system-requirements-specification. .Style-Heading-5-+-Not-Bold}

##### The design of the data communications ground system shall meet the inherent availability and equipment and service availability as defined in FAA-HDBK-006, *Reliability, Availability, and Maintainability Handbook*. {#the-design-of-the-data-communications-ground-system-shall-meet-the-inherent-availability-and-equipment-and-service-availability-as-defined-in-faa-hdbk-006-reliability-availability-and-maintainability-handbook. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet all performance requirements with the expected quantity and mix of data communications messages for Segment One in Table ‎3-1 and aircraft counts in 3.2.1.2. {#data-communications-shall-meet-all-performance-requirements-with-the-expected-quantity-and-mix-of-data-communications-messages-for-segment-one-in-table-3-1-and-aircraft-counts-in-3.2.1.2. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet a 95^th^ percentile end-to-end one-way technical message latency requirement of 8 seconds for the most time critical clearance messages. {#data-communications-shall-meet-a-95th-percentile-end-to-end-one-way-technical-message-latency-requirement-of-8-seconds-for-the-most-time-critical-clearance-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet a 95^th^ percentile end-to-end one-way message technical latency requirement of 30 seconds for all data messages. {#data-communications-shall-meet-a-95th-percentile-end-to-end-one-way-message-technical-latency-requirement-of-30-seconds-for-all-data-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be maintained for 20 minutes in the event of a power failure. {#data-communications-shall-be-maintained-for-20-minutes-in-the-event-of-a-power-failure. .Style-Heading-5-+-Not-Bold}

#### Number of Aircraft Supported

##### Data communications shall be capable of providing simultaneous service to no fewer than 41 aircraft per en route control position. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-41-aircraft-per-en-route-control-position. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 65 control positions per en route facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-65-control-positions-per-en-route-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 300 data communications equipped aircraft per en route facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-300-data-communications-equipped-aircraft-per-en-route-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 3900 data communications equipped aircraft in the CONUS en route domain. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-3900-data-communications-equipped-aircraft-in-the-conus-en-route-domain. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 150 aircraft per tower facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-150-aircraft-per-tower-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 4500 data communications equipped aircraft at data communications equipped airports. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-4500-data-communications-equipped-aircraft-at-data-communications-equipped-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 200 data communications equipped aircraft in the en route domain within a 115 NM range. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-200-data-communications-equipped-aircraft-in-the-en-route-domain-within-a-115-nm-range. .Style-Heading-5-+-Not-Bold}

#### Message Exchange Rates

##### Data communications shall support the minimum air/ground message capacity per aircraft within the indicated domain as shown in Table ‎3-1. {#data-communications-shall-support-the-minimum-airground-message-capacity-per-aircraft-within-the-indicated-domain-as-shown-in-table-3-1. .Style-Heading-5-+-Not-Bold}

[]{#__RefHeading___Toc177116942 .anchor}Table ‎3‑1 Minimum Air/Ground
Message Capacity per Flight for Segment One

+-----------------+-----------------+---------------------------------+
| ##### Commu     | ###             | ##### En                        |
| nication Type { | ## Tower (for d | Route (for all aircraft) {#en-r |
| #communication- | eparting aircra | oute-for-all-aircraft .Style-He |
| type .Style-Hea | ft) {#tower-for | ading-5-+-Not-Bold .unnumbered} |
| ding-5-+-Not-Bo | -departing-airc |                                 |
| ld .unnumbered} | raft .Style-Hea |                                 |
|                 | ding-5-+-Not-Bo |                                 |
|                 | ld .unnumbered} |                                 |
+-----------------+-----------------+---------------------------------+
| ##### Co        | ##### 1 Lo      | ##### 1 Logon & Session         |
| mmunication Man | gon & Session S | Start/Termination {#logon-sessi |
| agement {#commu | tart/Terminatio | on-starttermination-1 .Style-He |
| nication-manage | n {#logon-sessi | ading-5-+-Not-Bold .unnumbered} |
| ment .Style-Hea | on-starttermina |                                 |
| ding-5-+-Not-Bo | tion .Style-Hea | ##### 1 Next Data               |
| ld .unnumbered} | ding-5-+-Not-Bo |  Authority per ARTCC {#next-dat |
|                 | ld .unnumbered} | a-authority-per-artcc .Style-He |
|                 |                 | ading-5-+-Not-Bold .unnumbered} |
|                 | ##### 1 Next Da |                                 |
|                 | ta Authority {# | ##### 1 Transfer of             |
|                 | next-data-autho |  Control per sector {#transfer- |
|                 | rity .Style-Hea | of-control-per-sector .Style-He |
|                 | ding-5-+-Not-Bo | ading-5-+-Not-Bold .unnumbered} |
|                 | ld .unnumbered} |                                 |
+-----------------+-----------------+---------------------------------+
| ##### Clea      | ##### 1 Departu | ##### 5 Ba                      |
| rances {#cleara | re Clearance {# | sic Clearances, Instructions, o |
| nces .Style-Hea | departure-clear | r Reports {#basic-clearances-in |
| ding-5-+-Not-Bo | ance .Style-Hea | structions-or-reports .Style-He |
| ld .unnumbered} | ding-5-+-Not-Bo | ading-5-+-Not-Bold .unnumbered} |
|                 | ld .unnumbered} |                                 |
|                 |                 | #####                           |
|                 | ###             |  1 Route Clearance for 25% of t |
|                 | ## 1 Revised De | he aircraft {#route-clearance-f |
|                 | parture Clearan | or-25-of-the-aircraft .Style-He |
|                 | ce for 10% of t | ading-5-+-Not-Bold .unnumbered} |
|                 | he aircraft {#r |                                 |
|                 | evised-departur | ##### 1 Con                     |
|                 | e-clearance-for | trolled Time of Arrival {#contr |
|                 | -10-of-the-airc | olled-time-of-arrival .Style-He |
|                 | raft .Style-Hea | ading-5-+-Not-Bold .unnumbered} |
|                 | ding-5-+-Not-Bo |                                 |
|                 | ld .unnumbered} | ##### 1 Tai                     |
|                 |                 | lored Arrival Procedure {#tailo |
|                 | #####           | red-arrival-procedure .Style-He |
|                 |  1 Departure Ta | ading-5-+-Not-Bold .unnumbered} |
|                 | xi {#departure- |                                 |
|                 | taxi .Style-Hea |                                 |
|                 | ding-5-+-Not-Bo |                                 |
|                 | ld .unnumbered} |                                 |
+-----------------+-----------------+---------------------------------+
| ##### Noti      | #####           | ##### 1 Arrival AT              |
| fications & Adv |  1 Departure AT | IS\* {#arrival-atis-1 .Style-He |
| isories {#notif | IS {#departure- | ading-5-+-Not-Bold .unnumbered} |
| ications-adviso | atis .Style-Hea |                                 |
| ries .Style-Hea | ding-5-+-Not-Bo | ##### 1 B                       |
| ding-5-+-Not-Bo | ld .unnumbered} | eacon Code Update for 5% of the |
| ld .unnumbered} |                 |  aircraft {#beacon-code-update- |
|                 | ###             | for-5-of-the-aircraft .Style-He |
|                 | ## 1 Arrival AT | ading-5-+-Not-Bold .unnumbered} |
|                 | IS\* {#arrival- |                                 |
|                 | atis .Style-Hea | ##### 1 A                       |
|                 | ding-5-+-Not-Bo | dvisory or Notification {#advis |
|                 | ld .unnumbered} | ory-or-notification-1 .Style-He |
|                 |                 | ading-5-+-Not-Bold .unnumbered} |
|                 | ##### 1 Ad      |                                 |
|                 | visory or Notif |                                 |
|                 | ication {#advis |                                 |
|                 | ory-or-notifica |                                 |
|                 | tion .Style-Hea |                                 |
|                 | ding-5-+-Not-Bo |                                 |
|                 | ld .unnumbered} |                                 |
+-----------------+-----------------+---------------------------------+

\*Note: The source of all ATIS is the Tower. The delivery of the ATIS
depends on the aircraft's location.

#### Coverage Area Supported

##### Data communications shall provide air-ground communications coverage on the surface at TDLS airports. {#data-communications-shall-provide-air-ground-communications-coverage-on-the-surface-at-tdls-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide air-ground communications coverage from 16000 feet to FL600 across the NAS and 115 NM off the coast and land borders of the CONUS. {#data-communications-shall-provide-air-ground-communications-coverage-from-16000-feet-to-fl600-across-the-nas-and-115-nm-off-the-coast-and-land-borders-of-the-conus. .Style-Heading-5-+-Not-Bold}

### Segment Two Product Characteristics and Performance Requirements

Note: The requirements in this section are for Segment Two capabilities
which will be built on the capabilities implemented in Segment One.

#### Performance

##### Data communications shall provide service that is classified critical as defined in NAS-SR-1000, *National Airspace System, System Requirements Specification*. {#data-communications-shall-provide-service-that-is-classified-critical-as-defined-in-nas-sr-1000-national-airspace-system-system-requirements-specification. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be designed with no common mode failures. {#data-communications-shall-be-designed-with-no-common-mode-failures. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet all performance requirements with the expected quantity and mix of data communications messages for Segment Two in Table ‎3-2 and aircraft counts in 3.2.2.2. {#data-communications-shall-meet-all-performance-requirements-with-the-expected-quantity-and-mix-of-data-communications-messages-for-segment-two-in-table-3-2-and-aircraft-counts-in-3.2.2.2. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet a 95^th^ percentile end-to-end one-way technical message latency requirement of 5 seconds for the most time critical clearance service. {#data-communications-shall-meet-a-95th-percentile-end-to-end-one-way-technical-message-latency-requirement-of-5-seconds-for-the-most-time-critical-clearance-service. .Style-Heading-5-+-Not-Bold}

##### Data communications shall meet a 95^th^ percentile end-to-end one-way message technical latency requirement of 10 seconds for all data messages. {#data-communications-shall-meet-a-95th-percentile-end-to-end-one-way-message-technical-latency-requirement-of-10-seconds-for-all-data-messages. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide message integrity of 10^-7^ or less for the most time critical clearance service. {#data-communications-shall-provide-message-integrity-of-10-7-or-less-for-the-most-time-critical-clearance-service. .Style-Heading-5-+-Not-Bold}

##### Data communications shall provide undetected misdirection of 10^-7^ per message or less for the most time critical clearance service. {#data-communications-shall-provide-undetected-misdirection-of-10-7-per-message-or-less-for-the-most-time-critical-clearance-service. .Style-Heading-5-+-Not-Bold}

#### Number of Aircraft Supported

##### Data communications shall be capable of providing simultaneous service to no fewer than 68 aircraft per en route control position. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-68-aircraft-per-en-route-control-position. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 100 control positions per en route facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-100-control-positions-per-en-route-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 600 data equipped aircraft per en route facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-600-data-equipped-aircraft-per-en-route-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 7900 data communications equipped aircraft in the CONUS en route domain. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-7900-data-communications-equipped-aircraft-in-the-conus-en-route-domain. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 220 aircraft per tower facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-220-aircraft-per-tower-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 7200 data communications equipped aircraft at data communications equipped airports. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-7200-data-communications-equipped-aircraft-at-data-communications-equipped-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 29 aircraft per TRACON control position. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-29-aircraft-per-tracon-control-position. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 92 control positions per TRACON. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-92-control-positions-per-tracon. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 150 data communications equipped aircraft per TRACON facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-150-data-communications-equipped-aircraft-per-tracon-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 2100 data communications equipped aircraft in the CONUS terminal domain (excluding airports). {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-2100-data-communications-equipped-aircraft-in-the-conus-terminal-domain-excluding-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 300 data communications equipped aircraft in the en route domain within a 115 NM range. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-300-data-communications-equipped-aircraft-in-the-en-route-domain-within-a-115-nm-range. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 170 data communications equipped aircraft in the terminal domain (excluding airports) within a 115 NM range. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-170-data-communications-equipped-aircraft-in-the-terminal-domain-excluding-airports-within-a-115-nm-range. .Style-Heading-5-+-Not-Bold}

#### Message Exchange Rates

##### Data communications shall support the minimum air/ground message capacity per aircraft within the indicated domain as shown in Table ‎3-2. {#data-communications-shall-support-the-minimum-airground-message-capacity-per-aircraft-within-the-indicated-domain-as-shown-in-table-3-2. .Style-Heading-5-+-Not-Bold}

[]{#__RefHeading___Toc177116943 .anchor}Table ‎3‑2 Minimum Air/Ground
Message Capacity per Flight for Segment Two

+-----------------+-----------------+-----------------+--------------+
| ##### Communi   | #####           | ##### En Route  | #####        |
| cation Type {#c |  Tower (for dep |  (for all aircr | Terminal (fo |
| ommunication-ty | arting aircraft | aft) {#en-route | r all aircra |
| pe-1 .Style-Hea | ) {#tower-for-d | -for-all-aircra | ft) {#termin |
| ding-5-+-Not-Bo | eparting-aircra | ft-1 .Style-Hea | al-for-all-a |
| ld .unnumbered} | ft-1 .Style-Hea | ding-5-+-Not-Bo | ircraft .Sty |
|                 | ding-5-+-Not-Bo | ld .unnumbered} | le-Heading-5 |
|                 | ld .unnumbered} |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Comm      | ##              | ##### 1 Logo    | ##           |
| unication Manag | ### 1 Logon {#l | n & Session Sta | ### 1 Logon  |
| ement {#communi | ogon .Style-Hea | rt/Termination  | & Session St |
| cation-manageme | ding-5-+-Not-Bo | for 30% of the  | art/Terminat |
| nt-1 .Style-Hea | ld .unnumbered} | aircraft {#logo | ion for 30%  |
| ding-5-+-Not-Bo |                 | n-session-start | of the depar |
| ld .unnumbered} | ###             | termination-for | ting aircraf |
|                 | ## 1 Session St | -30-of-the-airc | t {#logon-se |
|                 | art {#session-s | raft .Style-Hea | ssion-startt |
|                 | tart .Style-Hea | ding-5-+-Not-Bo | ermination-f |
|                 | ding-5-+-Not-Bo | ld .unnumbered} | or-30-of-the |
|                 | ld .unnumbered} |                 | -departing-a |
|                 |                 | ##### 1 Nex     | ircraft .Sty |
|                 | ##              | t Data Authorit | le-Heading-5 |
|                 | ### 1 Next Data | y per facility  | -+-Not-Bold  |
|                 |  Authority {#ne | {#next-data-aut | .unnumbered} |
|                 | xt-data-authori | hority-per-faci |              |
|                 | ty-1 .Style-Hea | lity .Style-Hea | #####        |
|                 | ding-5-+-Not-Bo | ding-5-+-Not-Bo | 1 Next Data  |
|                 | ld .unnumbered} | ld .unnumbered} | Authority pe |
|                 |                 |                 | r facility f |
|                 |                 | ##### 1 T       | or departing |
|                 |                 | ransfer of Cont |  aircraft {# |
|                 |                 | rol per sector  | next-data-au |
|                 |                 | {#transfer-of-c | thority-per- |
|                 |                 | ontrol-per-sect | facility-for |
|                 |                 | or-1 .Style-Hea | -departing-a |
|                 |                 | ding-5-+-Not-Bo | ircraft .Sty |
|                 |                 | ld .unnumbered} | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 |                 |              |
|                 |                 |                 | ##           |
|                 |                 |                 | ### 1 Sessio |
|                 |                 |                 | n Terminatio |
|                 |                 |                 | n for arrivi |
|                 |                 |                 | ng aircraft  |
|                 |                 |                 | {#session-te |
|                 |                 |                 | rmination-fo |
|                 |                 |                 | r-arriving-a |
|                 |                 |                 | ircraft .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 |                 |              |
|                 |                 |                 | #####        |
|                 |                 |                 | 1 Transfer o |
|                 |                 |                 | f Control pe |
|                 |                 |                 | r sector {#t |
|                 |                 |                 | ransfer-of-c |
|                 |                 |                 | ontrol-per-s |
|                 |                 |                 | ector-2 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Cl        | ##              | #               | ####         |
| earances & Inst | ### 1 Departure | #### 4 Basic Cl | # 2 Basic Cl |
| ructions {#clea |  Clearance {#de | earances, Instr | earances, In |
| rances-instruct | parture-clearan | uctions, or Rep | structions,  |
| ions .Style-Hea | ce-1 .Style-Hea | orts {#basic-cl | or Reports { |
| ding-5-+-Not-Bo | ding-5-+-Not-Bo | earances-instru | #basic-clear |
| ld .unnumbered} | ld .unnumbered} | ctions-or-repor | ances-instru |
|                 |                 | ts-1 .Style-Hea | ctions-or-re |
|                 | ###             | ding-5-+-Not-Bo | ports-2 .Sty |
|                 | ## 1 Revised De | ld .unnumbered} | le-Heading-5 |
|                 | parture Clearan |                 | -+-Not-Bold  |
|                 | ce for 30% of t | ##### 1 Traje   | .unnumbered} |
|                 | he aircraft {#r | ctory Clearance |              |
|                 | evised-departur |  per facility { | #            |
|                 | e-clearance-for | #trajectory-cle | #### 1 Contr |
|                 | -30-of-the-airc | arance-per-faci | olled Time o |
|                 | raft .Style-Hea | lity .Style-Hea | f Arrival fo |
|                 | ding-5-+-Not-Bo | ding-5-+-Not-Bo | r 50% of the |
|                 | ld .unnumbered} | ld .unnumbered} |  arriving ai |
|                 |                 |                 | rcraft {#con |
|                 | ##### 1         | #               | trolled-time |
|                 |  Departure Taxi | #### 1 Controll | -of-arrival- |
|                 |  {#departure-ta | ed Time of Arri | for-50-of-th |
|                 | xi-1 .Style-Hea | val for 50% of  | e-arriving-a |
|                 | ding-5-+-Not-Bo | the aircraft {# | ircraft .Sty |
|                 | ld .unnumbered} | controlled-time | le-Heading-5 |
|                 |                 | -of-arrival-for | -+-Not-Bold  |
|                 |                 | -50-of-the-airc | .unnumbered} |
|                 |                 | raft .Style-Hea |              |
|                 |                 | ding-5-+-Not-Bo | #####        |
|                 |                 | ld .unnumbered} | 1 Arrival Ta |
|                 |                 |                 | xi {#arrival |
|                 |                 | #               | -taxi-3 .Sty |
|                 |                 | #### 1 Tailored | le-Heading-5 |
|                 |                 |  Arrival Proced | -+-Not-Bold  |
|                 |                 | ure for 70% of  | .unnumbered} |
|                 |                 | the aircraft {# |              |
|                 |                 | tailored-arriva | #            |
|                 |                 | l-procedure-for | #### 1 Tailo |
|                 |                 | -70-of-the-airc | red Arrival  |
|                 |                 | raft .Style-Hea | Procedure fo |
|                 |                 | ding-5-+-Not-Bo | r 30% of the |
|                 |                 | ld .unnumbered} |  arriving ai |
|                 |                 |                 | rcraft {#tai |
|                 |                 |                 | lored-arriva |
|                 |                 |                 | l-procedure- |
|                 |                 |                 | for-30-of-th |
|                 |                 |                 | e-arriving-a |
|                 |                 |                 | ircraft .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Notifi    | ##### 1         | #####           | ##### 1 Arr  |
| cations & Advis |  Departure ATIS |  1 Arrival ATIS | ival ATIS\*  |
| ories {#notific |  {#departure-at | \* {#arrival-at | for 25% of t |
| ations-advisori | is-1 .Style-Hea | is-2 .Style-Hea | he arriving  |
| es-1 .Style-Hea | ding-5-+-Not-Bo | ding-5-+-Not-Bo | aircraft {#a |
| ding-5-+-Not-Bo | ld .unnumbered} | ld .unnumbered} | rrival-atis- |
| ld .unnumbered} |                 |                 | for-25-of-th |
|                 | ##### 1 Advi    | ##### 1 Beacon  | e-arriving-a |
|                 | sory or Notific | Code Update for | ircraft .Sty |
|                 | ation {#advisor |  5% of the airc | le-Heading-5 |
|                 | y-or-notificati | raft {#beacon-c | -+-Not-Bold  |
|                 | on-2 .Style-Hea | ode-update-for- | .unnumbered} |
|                 | ding-5-+-Not-Bo | 5-of-the-aircra |              |
|                 | ld .unnumbered} | ft-1 .Style-Hea | #####        |
|                 |                 | ding-5-+-Not-Bo | 1 Advisory o |
|                 | #####  {#sec    | ld .unnumbered} | r Notificati |
|                 | tion .Style-Hea |                 | on {#advisor |
|                 | ding-5-+-Not-Bo | ##### 1 Advi    | y-or-notific |
|                 | ld .unnumbered} | sory or Notific | ation-4 .Sty |
|                 |                 | ation {#advisor | le-Heading-5 |
|                 |                 | y-or-notificati | -+-Not-Bold  |
|                 |                 | on-3 .Style-Hea | .unnumbered} |
|                 |                 | ding-5-+-Not-Bo |              |
|                 |                 | ld .unnumbered} | ##### 1      |
|                 |                 |                 | User Prefere |
|                 |                 | ##### 1 User    | nces Downlin |
|                 |                 |  Preferences Do | k {#user-pre |
|                 |                 | wnlink {#user-p | ferences-dow |
|                 |                 | references-down | nlink-1 .Sty |
|                 |                 | link .Style-Hea | le-Heading-5 |
|                 |                 | ding-5-+-Not-Bo | -+-Not-Bold  |
|                 |                 | ld .unnumbered} | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Fligh     | #####  {#secti  | #               | ###          |
| t Path Intent { | on-1 .Style-Hea | #### 1 Agreemen | ## 1 Agreeme |
| #flight-path-in | ding-5-+-Not-Bo | t Setup/Update  | nt Setup/Upd |
| tent .Style-Hea | ld .unnumbered} | per facility {# | ate per faci |
| ding-5-+-Not-Bo |                 | agreement-setup | lity {#agree |
| ld .unnumbered} |                 | update-per-faci | ment-setupup |
|                 |                 | lity .Style-Hea | date-per-fac |
|                 |                 | ding-5-+-Not-Bo | ility-1 .Sty |
|                 |                 | ld .unnumbered} | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 | #               | .unnumbered} |
|                 |                 | #### 2 Demand R |              |
|                 |                 | eports per faci | ##### 1      |
|                 |                 | lity {#demand-r | Demand Repor |
|                 |                 | eports-per-faci | t per facili |
|                 |                 | lity .Style-Hea | ty {#demand- |
|                 |                 | ding-5-+-Not-Bo | report-per-f |
|                 |                 | ld .unnumbered} | acility .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 | ##### 1 Event   | -+-Not-Bold  |
|                 |                 | Report per faci | .unnumbered} |
|                 |                 | lity for 50% of |              |
|                 |                 |  the aircraft { | #####        |
|                 |                 | #event-report-p |  1 Event Rep |
|                 |                 | er-facility-for | ort per faci |
|                 |                 | -50-of-the-airc | lity for 25% |
|                 |                 | raft .Style-Hea |  of the airc |
|                 |                 | ding-5-+-Not-Bo | raft {#event |
|                 |                 | ld .unnumbered} | -report-per- |
|                 |                 |                 | facility-for |
|                 |                 |                 | -25-of-the-a |
|                 |                 |                 | ircraft .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+

\*Note: The source of all ATIS is the Tower. The delivery of the ATIS
depends on the aircraft's location.

#### Coverage Area Supported

##### Data communications shall provide air-ground communications coverage in accordance with: {#data-communications-shall-provide-air-ground-communications-coverage-in-accordance-with .Style-Heading-5-+-Not-Bold}

-   Airspace defined by:

    -   5 NMs out from TDLS airport, surface-5000 feet

    -   20 NMs out from TDLS airport, 2500 feet-10000 feet (part of this
        overlaps with 5 NM ring)

    -   40 NMs out from TDLS airport, 10000 feet-12000 feet

    -   60 NMs out from airport, 12000 feet-16000 feet

-   Class B and Class C airspace served by Tower/TRACONS as specified in
    2.3.

### Segment Three Product Characteristics and Performance Requirements

Note: The requirements in this section are for Segment Three
capabilities which will be built on the capabilities implemented in
Segment Two.

#### Performance

##### Data communications shall meet all performance requirements with the expected quantity and mix of data communications messages for Segment Three in Table ‎3-2 and aircraft counts in 3.2.3.2. {#data-communications-shall-meet-all-performance-requirements-with-the-expected-quantity-and-mix-of-data-communications-messages-for-segment-three-in-table-3-2-and-aircraft-counts-in-3.2.3.2. .Style-Heading-5-+-Not-Bold}

#### Number of Aircraft Supported

##### Data communications shall be capable of providing simultaneous service to no fewer than 95 aircraft per en route control position. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-95-aircraft-per-en-route-control-position. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 128 en route control positions. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-128-en-route-control-positions. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 700 data communications equipped aircraft per ARTCC facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-700-data-communications-equipped-aircraft-per-artcc-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 10300 data communications equipped aircraft in the CONUS en route domain. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-10300-data-communications-equipped-aircraft-in-the-conus-en-route-domain. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 280 aircraft per tower facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-280-aircraft-per-tower-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 9200 data communications equipped aircraft at data communications equipped airports. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-9200-data-communications-equipped-aircraft-at-data-communications-equipped-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 44 aircraft per TRACON control position. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-44-aircraft-per-tracon-control-position. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 128 TRACON control positions. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-128-tracon-control-positions. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 240 data communications equipped aircraft per TRACON facility. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-240-data-communications-equipped-aircraft-per-tracon-facility. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 2900 data communications equipped aircraft in the CONUS terminal domain (excluding airports). {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-2900-data-communications-equipped-aircraft-in-the-conus-terminal-domain-excluding-airports. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 410 data communications equipped aircraft in the en route domain within a 115 NM range. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-410-data-communications-equipped-aircraft-in-the-en-route-domain-within-a-115-nm-range. .Style-Heading-5-+-Not-Bold}

##### Data communications shall be capable of providing simultaneous service to no fewer than 250 data communications equipped aircraft in the terminal domain (excluding airports) within a 115 NM range. {#data-communications-shall-be-capable-of-providing-simultaneous-service-to-no-fewer-than-250-data-communications-equipped-aircraft-in-the-terminal-domain-excluding-airports-within-a-115-nm-range. .Style-Heading-5-+-Not-Bold}

#### Message Exchange Rates

##### Data communications shall support the minimum air/ground message capacity per aircraft within the indicated domain as shown in Table ‎3-3. {#data-communications-shall-support-the-minimum-airground-message-capacity-per-aircraft-within-the-indicated-domain-as-shown-in-table-3-3. .Style-Heading-5-+-Not-Bold}

[]{#__RefHeading___Toc177116944 .anchor}Table ‎3‑3 Minimum Air/Ground
Message Capacity per Flight for Segment Three

+-----------------+-----------------+-----------------+--------------+
| ##### Communi   | #####           | ##### En Route  | ##### Te     |
| cation Type {#c |  Tower (for dep |  (for all aircr | rminal (for  |
| ommunication-ty | arting aircraft | aft) {#en-route | all aircraft |
| pe-2 .Style-Hea | ) {#tower-for-d | -for-all-aircra | ) {#terminal |
| ding-5-+-Not-Bo | eparting-aircra | ft-2 .Style-Hea | -for-all-air |
| ld .unnumbered} | ft-2 .Style-Hea | ding-5-+-Not-Bo | craft-1 .Sty |
|                 | ding-5-+-Not-Bo | ld .unnumbered} | le-Heading-5 |
|                 | ld .unnumbered} |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Comm      | ####            | ##### 1 Logon   | ####         |
| unication Manag | # 1 Logon {#log | & Session Start | # 1 Logon &  |
| ement {#communi | on-1 .Style-Hea | /Termination fo | Session Star |
| cation-manageme | ding-5-+-Not-Bo | r 30% of the ai | t/Terminatio |
| nt-2 .Style-Hea | ld .unnumbered} | rcraft {#logon- | n for 30% of |
| ding-5-+-Not-Bo |                 | session-startte |  the departi |
| ld .unnumbered} | #####           | rmination-for-3 | ng aircraft  |
|                 |  1 Session Star | 0-of-the-aircra | {#logon-sess |
|                 | t {#session-sta | ft-1 .Style-Hea | ion-startter |
|                 | rt-1 .Style-Hea | ding-5-+-Not-Bo | mination-for |
|                 | ding-5-+-Not-Bo | ld .unnumbered} | -30-of-the-d |
|                 | ld .unnumbered} |                 | eparting-air |
|                 |                 | ##### 1 Next    | craft-1 .Sty |
|                 | ##              | Data Authority  | le-Heading-5 |
|                 | ### 1 Next Data | per facility {# | -+-Not-Bold  |
|                 |  Authority {#ne | next-data-autho | .unnumbered} |
|                 | xt-data-authori | rity-per-facili |              |
|                 | ty-2 .Style-Hea | ty-1 .Style-Hea | ##### 1      |
|                 | ding-5-+-Not-Bo | ding-5-+-Not-Bo | Next Data Au |
|                 | ld .unnumbered} | ld .unnumbered} | thority per  |
|                 |                 |                 | facility for |
|                 |                 | ##### 1 T       |  departing a |
|                 |                 | ransfer of Cont | ircraft {#ne |
|                 |                 | rol per sector  | xt-data-auth |
|                 |                 | {#transfer-of-c | ority-per-fa |
|                 |                 | ontrol-per-sect | cility-for-d |
|                 |                 | or-3 .Style-Hea | eparting-air |
|                 |                 | ding-5-+-Not-Bo | craft-1 .Sty |
|                 |                 | ld .unnumbered} | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 |                 |              |
|                 |                 |                 | ####         |
|                 |                 |                 | # 1 Session  |
|                 |                 |                 | Termination  |
|                 |                 |                 | for arriving |
|                 |                 |                 |  aircraft {# |
|                 |                 |                 | session-term |
|                 |                 |                 | ination-for- |
|                 |                 |                 | arriving-air |
|                 |                 |                 | craft-1 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 |                 |              |
|                 |                 |                 | #####        |
|                 |                 |                 | 1 Transfer o |
|                 |                 |                 | f Control pe |
|                 |                 |                 | r sector {#t |
|                 |                 |                 | ransfer-of-c |
|                 |                 |                 | ontrol-per-s |
|                 |                 |                 | ector-4 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Clea      | ##              | #               | ####         |
| rances & Instru | ### 1 Departure | #### 4 Basic Cl | # 3 Basic Cl |
| ctions {#cleara |  Clearance {#de | earances, Instr | earances, In |
| nces-instructio | parture-clearan | uctions, or Rep | structions,  |
| ns-1 .Style-Hea | ce-2 .Style-Hea | orts {#basic-cl | or Reports { |
| ding-5-+-Not-Bo | ding-5-+-Not-Bo | earances-instru | #basic-clear |
| ld .unnumbered} | ld .unnumbered} | ctions-or-repor | ances-instru |
|                 |                 | ts-3 .Style-Hea | ctions-or-re |
|                 | #####           | ding-5-+-Not-Bo | ports-4 .Sty |
|                 |  1 Revised Depa | ld .unnumbered} | le-Heading-5 |
|                 | rture Clearance |                 | -+-Not-Bold  |
|                 |  for 30% of the | ##              | .unnumbered} |
|                 |  aircraft {#rev | ### 0.5 Traject |              |
|                 | ised-departure- | ory Clearance p | ##### 1 Traj |
|                 | clearance-for-3 | er facility {#t | ectory Clear |
|                 | 0-of-the-aircra | rajectory-clear | ance per fac |
|                 | ft-1 .Style-Hea | ance-per-facili | ility {#traj |
|                 | ding-5-+-Not-Bo | ty-1 .Style-Hea | ectory-clear |
|                 | ld .unnumbered} | ding-5-+-Not-Bo | ance-per-fac |
|                 |                 | ld .unnumbered} | ility-2 .Sty |
|                 | ##### 1         |                 | le-Heading-5 |
|                 |  Departure Taxi | #               | -+-Not-Bold  |
|                 |  {#departure-ta | #### 1 Controll | .unnumbered} |
|                 | xi-2 .Style-Hea | ed Time of Arri |              |
|                 | ding-5-+-Not-Bo | val for 95% of  | #            |
|                 | ld .unnumbered} | the aircraft {# | #### 1 Contr |
|                 |                 | controlled-time | olled Time o |
|                 |                 | -of-arrival-for | f Arrival fo |
|                 |                 | -95-of-the-airc | r 75% of the |
|                 |                 | raft .Style-Hea |  arriving ai |
|                 |                 | ding-5-+-Not-Bo | rcraft {#con |
|                 |                 | ld .unnumbered} | trolled-time |
|                 |                 |                 | -of-arrival- |
|                 |                 | #               | for-75-of-th |
|                 |                 | #### 1 Tailored | e-arriving-a |
|                 |                 |  Arrival Proced | ircraft .Sty |
|                 |                 | ure for 95% of  | le-Heading-5 |
|                 |                 | the aircraft {# | -+-Not-Bold  |
|                 |                 | tailored-arriva | .unnumbered} |
|                 |                 | l-procedure-for |              |
|                 |                 | -95-of-the-airc | #####        |
|                 |                 | raft .Style-Hea | 1 Arrival Ta |
|                 |                 | ding-5-+-Not-Bo | xi {#arrival |
|                 |                 | ld .unnumbered} | -taxi-4 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 |                 |              |
|                 |                 |                 | #            |
|                 |                 |                 | #### 1 Tailo |
|                 |                 |                 | red Arrival  |
|                 |                 |                 | Procedure fo |
|                 |                 |                 | r 75% of the |
|                 |                 |                 |  arriving ai |
|                 |                 |                 | rcraft {#tai |
|                 |                 |                 | lored-arriva |
|                 |                 |                 | l-procedure- |
|                 |                 |                 | for-75-of-th |
|                 |                 |                 | e-arriving-a |
|                 |                 |                 | ircraft .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Notifi    | ##### 1         | #####           | #            |
| cations & Advis |  Departure ATIS |  1 Arrival ATIS | #### 1 Arriv |
| ories {#notific |  {#departure-at | \* {#arrival-at | al ATIS\* fo |
| ations-advisori | is-2 .Style-Hea | is-3 .Style-Hea | r 25% of the |
| es-2 .Style-Hea | ding-5-+-Not-Bo | ding-5-+-Not-Bo |  arriving ai |
| ding-5-+-Not-Bo | ld .unnumbered} | ld .unnumbered} | rcraft {#arr |
| ld .unnumbered} |                 |                 | ival-atis-fo |
|                 | ##### 1 Advi    | ##### 1 Beacon  | r-25-of-the- |
|                 | sory or Notific | Code Update for | arriving-air |
|                 | ation {#advisor |  5% of the airc | craft-1 .Sty |
|                 | y-or-notificati | raft {#beacon-c | le-Heading-5 |
|                 | on-5 .Style-Hea | ode-update-for- | -+-Not-Bold  |
|                 | ding-5-+-Not-Bo | 5-of-the-aircra | .unnumbered} |
|                 | ld .unnumbered} | ft-2 .Style-Hea |              |
|                 |                 | ding-5-+-Not-Bo | ##### 1      |
|                 | #####  {#secti  | ld .unnumbered} |  Subscriptio |
|                 | on-2 .Style-Hea |                 | n Setup/Upda |
|                 | ding-5-+-Not-Bo | ##### 1 Sub     | te {#subscri |
|                 | ld .unnumbered} | scription Setup | ption-setupu |
|                 |                 | /Update {#subsc | pdate-1 .Sty |
|                 |                 | ription-setupup | le-Heading-5 |
|                 |                 | date .Style-Hea | -+-Not-Bold  |
|                 |                 | ding-5-+-Not-Bo | .unnumbered} |
|                 |                 | ld .unnumbered} |              |
|                 |                 |                 | #####        |
|                 |                 | ##### 2 Advi    | 2 Advisory o |
|                 |                 | sory or Notific | r Notificati |
|                 |                 | ation {#advisor | on {#advisor |
|                 |                 | y-or-notificati | y-or-notific |
|                 |                 | on-6 .Style-Hea | ation-7 .Sty |
|                 |                 | ding-5-+-Not-Bo | le-Heading-5 |
|                 |                 | ld .unnumbered} | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
|                 |                 | ##### 1 User P  |              |
|                 |                 | references Down | ##### 1      |
|                 |                 | link {#user-pre | User Prefere |
|                 |                 | ferences-downli | nces Downlin |
|                 |                 | nk-2 .Style-Hea | k {#user-pre |
|                 |                 | ding-5-+-Not-Bo | ferences-dow |
|                 |                 | ld .unnumbered} | nlink-3 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+
| ##### Flight    | #####  {#secti  | ##### 0.5       | ###          |
| Path Intent {#f | on-3 .Style-Hea | Agreement Setup | ## 1 Agreeme |
| light-path-inte | ding-5-+-Not-Bo | /Update facilit | nt Setup/Upd |
| nt-1 .Style-Hea | ld .unnumbered} | y {#agreement-s | ate per faci |
| ding-5-+-Not-Bo |                 | etupupdate-faci | lity {#agree |
| ld .unnumbered} |                 | lity .Style-Hea | ment-setupup |
|                 |                 | ding-5-+-Not-Bo | date-per-fac |
|                 |                 | ld .unnumbered} | ility-2 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 | #####           | -+-Not-Bold  |
|                 |                 |  0.5 Demand Rep | .unnumbered} |
|                 |                 | orts per facili |              |
|                 |                 | ty {#demand-rep | ##### 1 De   |
|                 |                 | orts-per-facili | mand Report  |
|                 |                 | ty-1 .Style-Hea | per facility |
|                 |                 | ding-5-+-Not-Bo |  {#demand-re |
|                 |                 | ld .unnumbered} | port-per-fac |
|                 |                 |                 | ility-1 .Sty |
|                 |                 | ##### 1 Event   | le-Heading-5 |
|                 |                 | Report per faci | -+-Not-Bold  |
|                 |                 | lity for 75% of | .unnumbered} |
|                 |                 |  the aircraft { |              |
|                 |                 | #event-report-p | ##### 1      |
|                 |                 | er-facility-for |  Event Repor |
|                 |                 | -75-of-the-airc | t per facili |
|                 |                 | raft .Style-Hea | ty for 50% o |
|                 |                 | ding-5-+-Not-Bo | f the aircra |
|                 |                 | ld .unnumbered} | ft {#event-r |
|                 |                 |                 | eport-per-fa |
|                 |                 |                 | cility-for-5 |
|                 |                 |                 | 0-of-the-air |
|                 |                 |                 | craft-1 .Sty |
|                 |                 |                 | le-Heading-5 |
|                 |                 |                 | -+-Not-Bold  |
|                 |                 |                 | .unnumbered} |
+-----------------+-----------------+-----------------+--------------+

\*Note: The source of all ATIS is the Tower. The delivery of the ATIS
depends on the aircraft's location.

# PHYSICAL INTEGRATION

Note: Physical integration of data communications will be planned to
ensure minimal disruption to ATO operations and will involve
coordination with FAA functional divisions (facility management,
environmental, energy, safety, and power).

## Real Property

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall be integrated into, and conform to the limitations of, existing NAS facilities. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-be-integrated-into-and-conform-to-the-limitations-of-existing-nas-facilities. .Style-Heading-3-+-Not-Bold}

## RESERVED

## Environmental

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall comply with: {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-comply-with .Style-Heading-3-+-Not-Bold}

a.  Code of Federal Regulations (CFR), Title 40, *Environmental
    Protection*, and

b.  state,

c.  local,

d.  Department of Transportation (DOT), and

e.  FAA

environmental orders and directives.

### Non-FAA owned facilities shall be in accordance with: {#non-faa-owned-facilities-shall-be-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  national,

b.  state, and

c.  local

building and electrical codes.

### Non-FAA owned facilities shall be in accordance with: {#non-faa-owned-facilities-shall-be-in-accordance-with-1 .Style-Heading-3-+-Not-Bold}

a.  Environmental Protection Agency (EPA) and

b.  Occupational Safety and Health Administration (OSHA)

standards.

## Energy Conservation

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall meet the requirements of Executive Order 13123, *Greening the Government Through Efficient Energy Management*, dated June 3, 1999. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-meet-the-requirements-of-executive-order-13123-greening-the-government-through-efficient-energy-management-dated-june-3-1999. .Style-Heading-3-+-Not-Bold}

## Heating, Ventilation, and Air Conditioning

The following sections present the heating, ventilation, and air
conditioning environmental requirements.

### Equipment Operating Environment

#### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall be designed to meet the non-operating and operating environment requirements defined in FAA-G-2100G, *Electronics Equipment, General Requirements*. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-be-designed-to-meet-the-non-operating-and-operating-environment-requirements-defined-in-faa-g-2100g-electronics-equipment-general-requirements. .Style-Heading-4-+-Not-Bold}

### Impact on Equipment Operating Environment

#### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall operate with existing facility Heating, Ventilation, and Air Conditioning (HVAC). {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-operate-with-existing-facility-heating-ventilation-and-air-conditioning-hvac. .Style-Heading-4-+-Not-Bold}

## Grounding, Bonding, Shielding, and Lightning Protection

### All grounding and bonding of data communications ground-based unique equipment residing in NAS facilities shall comply with: {#all-grounding-and-bonding-of-data-communications-ground-based-unique-equipment-residing-in-nas-facilities-shall-comply-with .Style-Heading-3-+-Not-Bold}

a.  FAA-STD-019E, *Lightning and Surge Protection, Grounding, Bonding
    and Shielding Requirements for Facilities and Equipment*,

b.  FAA Order 6950.19, *Practices and Procedures for Lightning
    Protection Grounding, Bonding, and Shielding Implementation*,

c.  FAA Order 6950.20 *Fundamental Considerations of Lightning
    Protection Grounding, Bonding, and Shielding*,

d.  National Fire Protection Association (NFPA) Standard 70, *National
    Electric Code*,

e.  ANSI/IEEE 1100-1992, *Grounding Shielding and Bonding*, and

f.  FAA-G-2100G, *Electronics Equipment, General Requirements*.

### Data communications ground-based unique equipment not installed in FAA-owned or provided facilities but physically or electrically interfacing with NAS equipment or facilities shall comply with the NAS requirements applicable to such interfaces. {#data-communications-ground-based-unique-equipment-not-installed-in-faa-owned-or-provided-facilities-but-physically-or-electrically-interfacing-with-nas-equipment-or-facilities-shall-comply-with-the-nas-requirements-applicable-to-such-interfaces. .Style-Heading-3-+-Not-Bold}

## Cables

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall meet the requirements of: {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-meet-the-requirements-of .Style-Heading-3-+-Not-Bold}

a.  National Fire Protection Association (NFPA) Standard 70, *National
    Electric Code*,

b.  FAA Order 6630.4, *En Route Communications Installation Standards
    Handbook*,

c.  FAA Order 6950.22, *Maintenance of Electrical Power and Control
    Cables*,

d.  FAA-C-1217, *Electrical Work, Interior*, and

e.  FAA-G-2100G, *Electronic Equipment, General Requirements*.

### Cabling between data communications ground-based unique equipment not installed in FAA-owned or provided facilities and FAA/owned operated equipment or FAA facilities shall comply with the requirements of 4.7.1. {#cabling-between-data-communications-ground-based-unique-equipment-not-installed-in-faa-owned-or-provided-facilities-and-faaowned-operated-equipment-or-faa-facilities-shall-comply-with-the-requirements-of-4.7.1. .Style-Heading-3-+-Not-Bold}

## Hazardous Materials

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall be compliant with the *Reduction of Hazardous Substances* (RoHS) Directive 2002/95/EC. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-be-compliant-with-the-reduction-of-hazardous-substances-rohs-directive-200295ec. .Style-Heading-3-+-Not-Bold}

## Power Systems and Commercial Power

### The data communications ground-based unique equipment installed in FAA-owned or provided facilities and operated from FAA critical power shall be designed to meet critical power requirements. {#the-data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-and-operated-from-faa-critical-power-shall-be-designed-to-meet-critical-power-requirements. .Style-Heading-3-+-Not-Bold}

###  {#section-4 .Style-Heading-3-+-Not-Bold .unnumbered}

### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall meet the requirements of FAA-G-2100G, *Electronic Equipment, General Requirements*. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-meet-the-requirements-of-faa-g-2100g-electronic-equipment-general-requirements. .Style-Heading-3-+-Not-Bold}

## Telecommunications

### Data communications ground-based unique equipment installed in, or interfacing with, FAA-owned or provided equipment or facilities shall: {#data-communications-ground-based-unique-equipment-installed-in-or-interfacing-with-faa-owned-or-provided-equipment-or-facilities-shall .Style-Heading-3-+-Not-Bold}

a.  comply with the appropriate FAA interface requirements documents
    (IRDs) and

b.  interface control documents (ICDs).

## Special Considerations

The following sections present specific requirements for data
communications under special conditions.

### {reserved}

### Occupational Safety and Health Administration

#### Physical integration of data communications ground-based unique equipment installed in FAA-owned or provided facilities shall be accomplished in such a manner as to maintain facility compliance with OSHA regulations. {#physical-integration-of-data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-be-accomplished-in-such-a-manner-as-to-maintain-facility-compliance-with-osha-regulations. .Style-Heading-4-+-Not-Bold}

### Space

#### Installation of data communications ground-based unique equipment installed in FAA-owned or provided facilities shall comply with Section 6.2 of the National Fire Protection Association Standard 70, *National Electric Code*. {#installation-of-data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-comply-with-section-6.2-of-the-national-fire-protection-association-standard-70-national-electric-code. .Style-Heading-4-+-Not-Bold}

[]{.mark}

### Electrostatic and Electromagnetic

The following sections present electrostatic discharge and
electromagnetic requirements.

#### Electrostatic Discharge

##### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall meet Electrostatic Discharge (ESD) requirements referenced in FAA-STD-019E, *Lightning and Surge Protection, Grounding, Bonding and Shielding Requirements for Facilities and Equipment*. {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-meet-electrostatic-discharge-esd-requirements-referenced-in-faa-std-019e-lightning-and-surge-protection-grounding-bonding-and-shielding-requirements-for-facilities-and-equipment. .Style-Heading-5-+-Not-Bold}

#### Electromagnetic Compatibility

##### Data communications ground-based unique equipment installed in FAA-owned or provided facilities shall meet electromagnetic compatibility requirements referenced in: {#data-communications-ground-based-unique-equipment-installed-in-faa-owned-or-provided-facilities-shall-meet-electromagnetic-compatibility-requirements-referenced-in .Style-Heading-5-+-Not-Bold}

a.  MIL-Standard-464, *Electromagnetic Environmental Effects
    Requirements for Systems*, and

b.  FAA-G-2100G, *Electronics Equipment, General Requirements*.

# FUNCTIONAL INTEGRATION

The following sections present functional integration requirements.
These requirements address integrating data communications into the NAS
operational environment as well as software integration and spectrum
management.

## Integration With Other FAA Enterprise Architecture Elements

The following sections present the requirements for integrating data
communications into the FAA enterprise architecture.

### Remote Maintenance Monitoring System Interface Capabilities

#### Data communications shall interface to the existing automation monitor and control system(s) to allow the Tech Ops to assess the following remotely: {#data-communications-shall-interface-to-the-existing-automation-monitor-and-control-systems-to-allow-the-tech-ops-to-assess-the-following-remotely .Style-Heading-4-+-Not-Bold}

a.  Operating Status of the (service provider or NAS) data
    communications service(s)

b.  Operating Status of the equipment installed in FAA-owned or provided
    facilities

c.  Fault Isolation of equipment installed in FAA-owned or provided
    facilities that the FAA is responsible for maintaining.

### Controller Display System Interface Capability

#### Data communications shall exchange information with Display System(s) to allow the Tech Ops to perform data communications activities. {#data-communications-shall-exchange-information-with-display-systems-to-allow-the-tech-ops-to-perform-data-communications-activities. .Style-Heading-4-+-Not-Bold}

### Supervisor Interface Capability

#### Data communications shall provide an interface to allow Air Traffic Management supervisors to perform all supervisory data communications activities at supervisor work stations. {#data-communications-shall-provide-an-interface-to-allow-air-traffic-management-supervisors-to-perform-all-supervisory-data-communications-activities-at-supervisor-work-stations. .Style-Heading-4-+-Not-Bold}

## Information Requirements

There are no information requirements for data communications at this
time.

## Software Integration

### Software

#### The FAA shall have {#the-faa-shall-have .Style-Heading-4-+-Not-Bold}

a.  unrestricted access to, or

b.  option to acquire

the reprocurement data package for data communications application
software installed in FAA-owned or operating equipment.

#### Data communications software shall be designed to permit the controller to accept recommended uplink messages from other applications without requiring the message to be copied or re-keyed. {#data-communications-software-shall-be-designed-to-permit-the-controller-to-accept-recommended-uplink-messages-from-other-applications-without-requiring-the-message-to-be-copied-or-re-keyed. .Style-Heading-4-+-Not-Bold}

#### Data communications Human Machine Interface (HMI) shall integrate ATC uplink messages from other applications intended for use by controllers using data communications. {#data-communications-human-machine-interface-hmi-shall-integrate-atc-uplink-messages-from-other-applications-intended-for-use-by-controllers-using-data-communications. .Style-Heading-4-+-Not-Bold}

#### The contents of data communications messages shall be available for other applications without requiring the message contents to be copied and re-keyed. {#the-contents-of-data-communications-messages-shall-be-available-for-other-applications-without-requiring-the-message-contents-to-be-copied-and-re-keyed. .Style-Heading-4-+-Not-Bold}

#### Data communications shall incorporate support software tools for the purpose of: {#data-communications-shall-incorporate-support-software-tools-for-the-purpose-of .Style-Heading-4-+-Not-Bold}

a.  configuration management,

b.  system administration and security,

c.  adaptation,

d.  system build,

e.  test,

f.  training,

g.  data capture and storage, and

h.  data reduction and analysis (DR&A).

### Adaptation

#### Data communications shall be adaptable to suit: {#data-communications-shall-be-adaptable-to-suit .Style-Heading-4-+-Not-Bold}

a.  local and

b.  national

operational or procedural requirements.

## Spectrum Management

### Data communications shall employ properly allocated radio spectrum protected for aeronautical safety services. {#data-communications-shall-employ-properly-allocated-radio-spectrum-protected-for-aeronautical-safety-services. .Style-Heading-3-+-Not-Bold}

## Standardization

### Interfaces to FAA-owned or operated equipment shall exchange information using open, standardized or commercially available protocols. {#interfaces-to-faa-owned-or-operated-equipment-shall-exchange-information-using-open-standardized-or-commercially-available-protocols. .Style-Heading-3-+-Not-Bold}

# HUMAN INTEGRATION

The following sections present the requirements related to human-data
communications integration.

## Human Systems Engineering

### Human Factors shall be addressed in the: {#human-factors-shall-be-addressed-in-the .Style-Heading-3-+-Not-Bold}

a.  design,

b.  development, and

c.  test

of data communications in accordance with FAA Order 9550.8 *Human
Factors Policy*.

### Human Factors Program

#### A Human Factors Program shall be established for data communications in accordance with the *FAA Human Factors Job Aid*. {#a-human-factors-program-shall-be-established-for-data-communications-in-accordance-with-the-faa-human-factors-job-aid. .Style-Heading-4-+-Not-Bold}

###  {#section-5 .Style-Heading-3-+-Not-Bold .unnumbered}

#### Development Contractor's Human Engineering Program

###  {#section-6 .Style-Heading-3-+-Not-Bold .unnumbered}

##### The data communications development contractor shall conduct a Human Factors Engineering Program in accordance with MIL-HDBK-46855A, *Human Engineering Program Process and Procedures*: {#the-data-communications-development-contractor-shall-conduct-a-human-factors-engineering-program-in-accordance-with-mil-hdbk-46855a-human-engineering-program-process-and-procedures .Style-Heading-5-+-Not-Bold}

a.  Section 4 Program Tasks and

b.  Section 7 HE Procedures for Contractors.

##### Early human-in-the-loop prototyping of the human interfaces shall be accomplished prior to major design commitments. {#early-human-in-the-loop-prototyping-of-the-human-interfaces-shall-be-accomplished-prior-to-major-design-commitments. .Style-Heading-5-+-Not-Bold}

##### Data communications shall conform with the FAA *Human Factors Design Standard* (HFDS), HF-STD-001, chapters 2-10, 12, 14, and 15. {#data-communications-shall-conform-with-the-faa-human-factors-design-standard-hfds-hf-std-001-chapters-2-10-12-14-and-15. .Style-Heading-5-+-Not-Bold}

##### Data communications Segment One shall comply with: {#data-communications-segment-one-shall-comply-with .Style-Heading-5-+-Not-Bold}

a.  RTCA, DO-256, *Minimum Human Factors Standards for Air Traffic
    Services Provided Via Data Communications Utilizing the ATN, Builds
    I and IA* and

b.  RTCA, DO-238, *Human Engineering Guidance for Data Link Systems*.

##### Data communications shall provide accessibility in accordance with FED-STD-795, Uniform Federal Accessibility Standard (UFAS). {#data-communications-shall-provide-accessibility-in-accordance-with-fed-std-795-uniform-federal-accessibility-standard-ufas. .Style-Heading-5-+-Not-Bold}

##### Data communications routine administrative and business task interfaces shall be in accordance with 36 CFR 1194, *Electronics and Information Technology Accessibility Standard* implementing Section 508 of the Rehabilitation Act of 1973, as amended (29 CFR 794d). {#data-communications-routine-administrative-and-business-task-interfaces-shall-be-in-accordance-with-36-cfr-1194-electronics-and-information-technology-accessibility-standard-implementing-section-508-of-the-rehabilitation-act-of-1973-as-amended-29-cfr-794d. .Style-Heading-5-+-Not-Bold}

##### Early human-in-the-loop prototyping of the human interfaces shall be accomplished prior to major design commitments. {#early-human-in-the-loop-prototyping-of-the-human-interfaces-shall-be-accomplished-prior-to-major-design-commitments.-1 .Style-Heading-5-+-Not-Bold}

## Human Machine Interface

The following sections present the human machine interface requirements.

### General

#### Data communications human-system interfaces and procedures shall be designed to enable users to meet: {#data-communications-human-system-interfaces-and-procedures-shall-be-designed-to-enable-users-to-meet .Style-Heading-4-+-Not-Bold}

a.  safety and

b.  performance

requirements.

### Performance Requirements

#### Data communications shall be designed to meet the RTCA DO-290 human performance allocations. {#data-communications-shall-be-designed-to-meet-the-rtca-do-290-human-performance-allocations. .Style-Heading-4-+-Not-Bold}

#### Data communications: {#data-communications .Style-Heading-4-+-Not-Bold}

a.  Segment Two and

b.  Segment Three

shall have an ATC Clearance Service (ACL) design goal such that the two
way end-to-end service transaction (system and human components) is
completed in equal to or less than 24 seconds 95th percentile.

Note: The final allocation between system and human components will be
verified via human factors analysis. A two-way service transaction is
composed of two operational messages. A message from the initiator to
the responder and an operational response from the responder back to the
initiator. If the responder replies with a Standby, then there is no
expectation that the two-way transaction time will be met by the
eventual operational response. The final allocations between the system
and human components will be verified via human factors analysis.

### Human Factors Design Standard

#### Data communications shall be in accordance with DOT/FAA/CT-96/1 *Human Factors Design Guide (HFDG) for Acquisition of Commercial-Off-the-Shelf Subsystems, Non-Developmental Items, and Developmental Systems* Chapters 2-10, 12, 14, and 15. {#data-communications-shall-be-in-accordance-with-dotfaact-961-human-factors-design-guide-hfdg-for-acquisition-of-commercial-off-the-shelf-subsystems-non-developmental-items-and-developmental-systems-chapters-2-10-12-14-and-15. .Style-Heading-4-+-Not-Bold}

#### Usability

##### Data communications human-system integration shall be in accordance with the HFDS: {#data-communications-human-system-integration-shall-be-in-accordance-with-the-hfds .Style-Heading-5-+-Not-Bold}

a.  Chapter 3.1 General and

b.  Chapter 3.2 Design and evaluation.

#### Operational Suitability

##### Data communications human-to-system interfaces shall be compatible and consistent within and across system and NAS elements in accordance with the HFDS: {#data-communications-human-to-system-interfaces-shall-be-compatible-and-consistent-within-and-across-system-and-nas-elements-in-accordance-with-the-hfds .Style-Heading-5-+-Not-Bold}

a.  Chapter 2.4 Standardization and

b.  Chapter 3.1 General.

#### Function Allocation

##### Data communications function assignment to humans (users) shall be in accordance with the HFDS, revised Chapter 3.11 Function allocation/levels of automation. {#data-communications-function-assignment-to-humans-users-shall-be-in-accordance-with-the-hfds-revised-chapter-3.11-function-allocationlevels-of-automation. .Style-Heading-5-+-Not-Bold}

#### Human Capabilities and Limitations

##### Data communications displays and attendant commands and controls shall be compatible with human perceptual and cognitive capabilities and limitations in accordance with the HFDS, Chapter 3.4 Interface. {#data-communications-displays-and-attendant-commands-and-controls-shall-be-compatible-with-human-perceptual-and-cognitive-capabilities-and-limitations-in-accordance-with-the-hfds-chapter-3.4-interface. .Style-Heading-5-+-Not-Bold}

#### Human-to-System Interfaces

##### Data communications human-to-system interfaces shall be in accordance with the HFDS, Chapter 2 General design requirements. {#data-communications-human-to-system-interfaces-shall-be-in-accordance-with-the-hfds-chapter-2-general-design-requirements. .Style-Heading-5-+-Not-Bold}

##### Design Simplicity

###### Data communications human-to-system interfaces shall be designed for simplicity of use in accordance with the HFDS, Chapter 2.2 Simplicity. {#data-communications-human-to-system-interfaces-shall-be-designed-for-simplicity-of-use-in-accordance-with-the-hfds-chapter-2.2-simplicity. .Style-Heading-6}

##### Identical Functions

###### Data communications equipment with identical functions shall employ identical or highly similar human-system interfaces, including hardware and software tools, in accordance with the HFDS, Chapter 2.3 Consistency. {#data-communications-equipment-with-identical-functions-shall-employ-identical-or-highly-similar-human-system-interfaces-including-hardware-and-software-tools-in-accordance-with-the-hfds-chapter-2.3-consistency. .Style-Heading-6}

##### Situational Awareness

###### Data communications information displays shall meet situational awareness requirements in accordance with the HFDS, Chapter 3.12 Information automation. {#data-communications-information-displays-shall-meet-situational-awareness-requirements-in-accordance-with-the-hfds-chapter-3.12-information-automation. .Style-Heading-6}

#### Workload/Resource Allocation

##### Data communications shall be designed so that the associated workload does not significantly reduce attention to the primary task. {#data-communications-shall-be-designed-so-that-the-associated-workload-does-not-significantly-reduce-attention-to-the-primary-task. .Style-Heading-5-+-Not-Bold}

#### Communications and Teamwork

##### Data communications shall enable personnel communication and information interchange in accordance with the HFDS, Chapter 3.2.3 Consider effect on coordination. {#data-communications-shall-enable-personnel-communication-and-information-interchange-in-accordance-with-the-hfds-chapter-3.2.3-consider-effect-on-coordination. .Style-Heading-5-+-Not-Bold}

#### Automation Guidelines

##### Data communications human-to-system interfaces shall comply with the HFDS, Chapter 3 Automation. {#data-communications-human-to-system-interfaces-shall-comply-with-the-hfds-chapter-3-automation. .Style-Heading-5-+-Not-Bold}

##### Fail Safe Design

###### Data communications human-to-system interfaces shall be analyzed for system safety and personnel safety hazards in accordance with ASD-100-SSE-1, *NAS Modernization System Safety Management Program*. {#data-communications-human-to-system-interfaces-shall-be-analyzed-for-system-safety-and-personnel-safety-hazards-in-accordance-with-asd-100-sse-1-nas-modernization-system-safety-management-program. .Style-Heading-6}

##### Human Error Resistant

###### Data communications human-to-system interfaces shall be human error resistant in accordance with the HFDS, Chapter 2.5.3 Make systems error resistant. {#data-communications-human-to-system-interfaces-shall-be-human-error-resistant-in-accordance-with-the-hfds-chapter-2.5.3-make-systems-error-resistant. .Style-Heading-6}

##### Human Error Tolerant

###### Data communications human-to-system interfaces shall human error tolerant, in accordance with the HFDS, Chapter 2.5.4 Make systems error tolerant. {#data-communications-human-to-system-interfaces-shall-human-error-tolerant-in-accordance-with-the-hfds-chapter-2.5.4-make-systems-error-tolerant. .Style-Heading-6}

###### Data communications shall be designed to reduce human errors - particularly message reception, processing and sending errors - that could result in unsafe conditions, to the levels specified in 6.2.3.9.4.3. {#data-communications-shall-be-designed-to-reduce-human-errors---particularly-message-reception-processing-and-sending-errors---that-could-result-in-unsafe-conditions-to-the-levels-specified-in-6.2.3.9.4.3. .Style-Heading-6}

###### Data communications interfaces, procedures, and training, shall be designed to meet the following ACL service safety requirements for human error rates (for message reception and sending): {#data-communications-interfaces-procedures-and-training-shall-be-designed-to-meet-the-following-acl-service-safety-requirements-for-human-error-rates-for-message-reception-and-sending .Style-Heading-6}

a.  threshold of less than 1 error in 250 transactions and

b.  design objective of less than 1 error in 1000 transactions.

##### Infrequent Critical Tasks

###### Data communications human-to-system interfaces shall be designed for ease of handling infrequent, critical situations and emergencies in accordance with the HFDS, Chapter 2.5.7 Provide emergency procedures for critical systems. {#data-communications-human-to-system-interfaces-shall-be-designed-for-ease-of-handling-infrequent-critical-situations-and-emergencies-in-accordance-with-the-hfds-chapter-2.5.7-provide-emergency-procedures-for-critical-systems. .Style-Heading-6}

##### Automation Function Indications

###### Data communications shall provide indications when automation functions: {#data-communications-shall-provide-indications-when-automation-functions .Style-Heading-6}

a.  are enabled and

b.  when they are disabled

in accordance with the HFDS:

c.  Chapter 3.3 System response and feedback and

d.  Chapter 3.6 Modes.

##### Degraded Mode Operation

###### Data communications interfaces shall be designed to enable efficient, accurate use during degraded modes (when one or more functions are disabled) in accordance with the HFDS, Chapter 3.6.6 Provide consistent features and functions. {#data-communications-interfaces-shall-be-designed-to-enable-efficient-accurate-use-during-degraded-modes-when-one-or-more-functions-are-disabled-in-accordance-with-the-hfds-chapter-3.6.6-provide-consistent-features-and-functions. .Style-Heading-6}

##### Fault Management

###### Data communications automated diagnostics aids shall enable fault management and system failure recovery through timely user notification of specific failures or potential failures in accordance with the HFDS, Chapter 3.8 Fault Management. {#data-communications-automated-diagnostics-aids-shall-enable-fault-management-and-system-failure-recovery-through-timely-user-notification-of-specific-failures-or-potential-failures-in-accordance-with-the-hfds-chapter-3.8-fault-management. .Style-Heading-6}

#### Computer-Human-Interface Requirements

##### Data communications computer-to-human interfaces shall be in accordance with the HFDS, Chapter 8 Computer human interface. {#data-communications-computer-to-human-interfaces-shall-be-in-accordance-with-the-hfds-chapter-8-computer-human-interface. .Style-Heading-5-+-Not-Bold}

##### Data communications display of information shall be integrated into existing user interfaces. {#data-communications-display-of-information-shall-be-integrated-into-existing-user-interfaces. .Style-Heading-5-+-Not-Bold}

##### Screen Design

###### Data communications screen designs shall be accordance with the HFDS: {#data-communications-screen-designs-shall-be-accordance-with-the-hfds .Style-Heading-6}

a.  Chapter 8.1 Screen Design and

b.  integrate within the existing screen design features.

##### Visual Coding

###### Data communications visual coding shall be in accordance with the HFDS, Chapter 8.6 Coding. {#data-communications-visual-coding-shall-be-in-accordance-with-the-hfds-chapter-8.6-coding. .Style-Heading-6}

##### Color-Coding

###### Data communications color-coding shall be in accordance with the HFDS: {#data-communications-color-coding-shall-be-in-accordance-with-the-hfds .Style-Heading-6}

a.  Chapter 8.6 Coding and

b.  Chapter 8.6.2 Color.

##### Redundant Coding

###### Data communications color-coding shall have a second, redundant coding dimension in accordance with the HFDS, Chapter 8.6.2.1.5 Redundant use. {#data-communications-color-coding-shall-have-a-second-redundant-coding-dimension-in-accordance-with-the-hfds-chapter-8.6.2.1.5-redundant-use. .Style-Heading-6}

##### Auditory Alerts and Alarms

###### Data communications alarms and alerts shall be in accordance with the HFDS, Chapter 7 Alarms, audio, and voice. {#data-communications-alarms-and-alerts-shall-be-in-accordance-with-the-hfds-chapter-7-alarms-audio-and-voice. .Style-Heading-6}

##### User Interaction

###### Data communications user-to-system interactions shall be in accordance with the HFDS: {#data-communications-user-to-system-interactions-shall-be-in-accordance-with-the-hfds .Style-Heading-6}

a.  Chapter 8.7 Interaction and

b.  8.8 General interactive techniques.

##### Systems Operations

###### Data communications human-to-system interfaces shall be in accordance with the HFDS Chapter 8.15 System Operations. {#data-communications-human-to-system-interfaces-shall-be-in-accordance-with-the-hfds-chapter-8.15-system-operations. .Style-Heading-6}

##### System Response Time

###### Data communications shall provide feedback when system response to a control action is greater than 2 seconds in accordance with the HFDS, Chapter 8.15.6 System response time. {#data-communications-shall-provide-feedback-when-system-response-to-a-control-action-is-greater-than-2-seconds-in-accordance-with-the-hfds-chapter-8.15.6-system-response-time. .Style-Heading-6}

#### Workstations

##### Data communications workstations shall be in accordance with the HFDS, Chapter 10 Workstation and Workplace design. {#data-communications-workstations-shall-be-in-accordance-with-the-hfds-chapter-10-workstation-and-workplace-design. .Style-Heading-5-+-Not-Bold}

#### Displays

##### Data communications displays shall be selected in accordance with the HFDS, Chapter 5 Displays and printers. {#data-communications-displays-shall-be-selected-in-accordance-with-the-hfds-chapter-5-displays-and-printers. .Style-Heading-5-+-Not-Bold}

##### Readability

###### Data communications displays shall be readable from the position from which they will be used in accordance with the HFDS, Chapter 5.1.2 Location and arrangement. {#data-communications-displays-shall-be-readable-from-the-position-from-which-they-will-be-used-in-accordance-with-the-hfds-chapter-5.1.2-location-and-arrangement. .Style-Heading-6}

##### Input Devices

###### Data communications input devices shall be in accordance with HFDS, Chapter 9 Input devices. {#data-communications-input-devices-shall-be-in-accordance-with-hfds-chapter-9-input-devices. .Style-Heading-6}

#### Maintainability

##### Data communications maintainer-to-system interfaces shall be in accordance with the HFDS, Chapter 4 Designing equipment for maintenance. {#data-communications-maintainer-to-system-interfaces-shall-be-in-accordance-with-the-hfds-chapter-4-designing-equipment-for-maintenance. .Style-Heading-5-+-Not-Bold}

#### Labeling

##### Data communications equipment labeling shall be in accordance with HFDS, Chapter 4.3.5 Labeling and marking. {#data-communications-equipment-labeling-shall-be-in-accordance-with-hfds-chapter-4.3.5-labeling-and-marking. .Style-Heading-5-+-Not-Bold}

##### Safety Labels

###### Data communications equipment safety labeling shall be in accordance with the HFDS, Chapter 12.16 Safety labels and placards. {#data-communications-equipment-safety-labeling-shall-be-in-accordance-with-the-hfds-chapter-12.16-safety-labels-and-placards. .Style-Heading-6}

#### User Documentation

##### Data communications user documentation shall be in accordance the HFDS, Chapter 15 User documentation. {#data-communications-user-documentation-shall-be-in-accordance-the-hfds-chapter-15-user-documentation. .Style-Heading-5-+-Not-Bold}

##### Technical Manuals

###### Data communications technical manuals shall be in accordance the HFDS, Chapter 15 User documentation. {#data-communications-technical-manuals-shall-be-in-accordance-the-hfds-chapter-15-user-documentation. .Style-Heading-6}

## Employee Safety and Health

Human factors issues are critical to safety, availability, and the
effectiveness of data communications.

### Lowest Replaceable Units (LRUs) in NAS maintained data communications ground-based unique equipment shall be designed to permit removal and replacement by one person in accordance with the Human Factors Design Standard. {#lowest-replaceable-units-lrus-in-nas-maintained-data-communications-ground-based-unique-equipment-shall-be-designed-to-permit-removal-and-replacement-by-one-person-in-accordance-with-the-human-factors-design-standard. .Style-Heading-3-+-Not-Bold}

### Data communications personnel safety shall be in accordance with: {#data-communications-personnel-safety-shall-be-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  FAA Order 3900.19B *Occupational Safety and Health Program*,

b.  the HFDS Section 12 Personnel safety, and

c.  FAA-G-2100G *Electrical Equipment, General Requirements*.

### Anthropometry and Biomechanics

#### Data communications human-to-system physical interfaces shall be in accordance with the HFDS, Chapter 14 Anthropometry and biomechanics. {#data-communications-human-to-system-physical-interfaces-shall-be-in-accordance-with-the-hfds-chapter-14-anthropometry-and-biomechanics. .Style-Heading-4-+-Not-Bold}

### Maintainer Workspace

#### Data communications maintainer: {#data-communications-maintainer .Style-Heading-4-+-Not-Bold}

a.  physical and

b.  visual

access shall be in accordance with the HFDS:

c.  Chapter 4.3.4.1 Physical accessibility and

d.  29 CFR 1910.303 *Electrical*.

#### Access to Serviceable Components

##### Data communications Lowest (Line) Replaceable Units shall be accessible and removable at the equipment's operational location in accordance with the HFDS, Chapter 4.3.4 Positioning equipment. {#data-communications-lowest-line-replaceable-units-shall-be-accessible-and-removable-at-the-equipments-operational-location-in-accordance-with-the-hfds-chapter-4.3.4-positioning-equipment. .Style-Heading-5-+-Not-Bold}

#### Critical Item Location

##### Data communications critical items shall be accessible in accordance with the HFDS, Chapter 4.3.4.2 Relative accessibility. {#data-communications-critical-items-shall-be-accessible-in-accordance-with-the-hfds-chapter-4.3.4.2-relative-accessibility. .Style-Heading-5-+-Not-Bold}

#### High Failure Rate Item Location

##### Data communications high failure-rate items shall be accessible in accordance with the HFDS, Chapter 4.3.4.2 Relative accessibility. {#data-communications-high-failure-rate-items-shall-be-accessible-in-accordance-with-the-hfds-chapter-4.3.4.2-relative-accessibility. .Style-Heading-5-+-Not-Bold}

#### Equipment Mounting

##### Data communications components shall be mounted in accordance with the HFDS, Chapter 4.3.3 Mounting in drawers, on racks, and on hinges. {#data-communications-components-shall-be-mounted-in-accordance-with-the-hfds-chapter-4.3.3-mounting-in-drawers-on-racks-and-on-hinges. .Style-Heading-5-+-Not-Bold}

# SECURITY

The Preliminary Security Risk Assessment for data communications was
performed to determine the minimum security requirements, which are
identified in this section. The security requirements are organized
according to the security control families in National Institute of
Standards and Technology (NIST) Federal Information Processing Standards
(FIPS) Publication 200, *Minimum Security Requirements for Federal
Information and Information Systems*.

## Technical Controls

Technical controls are the safeguards or countermeasures that are
primarily implemented and executed by information systems.

### Access Control

#### Data communications shall limit information system access to authorized: {#data-communications-shall-limit-information-system-access-to-authorized .Style-Heading-4-+-Not-Bold}

a.  users,

b.  processes acting on behalf of users, and

c.  devices (including other information systems).

#### Data communications shall limit information system access to the types of transactions and functions that authorized users are permitted to exercise. {#data-communications-shall-limit-information-system-access-to-the-types-of-transactions-and-functions-that-authorized-users-are-permitted-to-exercise. .Style-Heading-4-+-Not-Bold}

### Audit and Accountability

#### Data communications shall provide an audit capability. {#data-communications-shall-provide-an-audit-capability. .Style-Heading-4-+-Not-Bold}

#### Data communications shall ensure that the actions of individual information system users can be uniquely traced to those users so they can be held accountable for their actions. {#data-communications-shall-ensure-that-the-actions-of-individual-information-system-users-can-be-uniquely-traced-to-those-users-so-they-can-be-held-accountable-for-their-actions. .Style-Heading-4-+-Not-Bold}

### Identification and Authentication

#### Data communications shall identify information system: {#data-communications-shall-identify-information-system .Style-Heading-4-+-Not-Bold}

a.  users,

b.  processes acting on behalf of users, and

c.  devices.

#### Data communications shall authenticate the information system: {#data-communications-shall-authenticate-the-information-system .Style-Heading-4-+-Not-Bold}

a.  users,

b.  processes acting on behalf of users, and

c.  devices.

### System and Communications Protection

#### Data communications shall provide boundary protection at the external boundaries. {#data-communications-shall-provide-boundary-protection-at-the-external-boundaries. .Style-Heading-4-+-Not-Bold}

#### Data communications shall provide boundary protection at key internal boundaries of the information system. {#data-communications-shall-provide-boundary-protection-at-key-internal-boundaries-of-the-information-system. .Style-Heading-4-+-Not-Bold}

#### In Segments One and Two, data communications shall protect from intentional threats the integrity of Ground-Ground information {#in-segments-one-and-two-data-communications-shall-protect-from-intentional-threats-the-integrity-of-ground-ground-information .Style-Heading-4-+-Not-Bold}

a.  stored,

b.  processed, and

c.  transmitted.

#### In Segments One and Two, data communications shall protect from unintentional threats the integrity of Ground-Ground information {#in-segments-one-and-two-data-communications-shall-protect-from-unintentional-threats-the-integrity-of-ground-ground-information .Style-Heading-4-+-Not-Bold}

a.  stored,

b.  processed, and

c.  transmitted.

#### In Segment Two, data communications shall protect from intentional threats the integrity of Air/Ground information {#in-segment-two-data-communications-shall-protect-from-intentional-threats-the-integrity-of-airground-information .Style-Heading-4-+-Not-Bold}

a.  stored,

b.  processed, and

c.  transmitted.

#### In Segment Two, data communications shall protect from unintentional threats the integrity of Air/Ground information {#in-segment-two-data-communications-shall-protect-from-unintentional-threats-the-integrity-of-airground-information .Style-Heading-4-+-Not-Bold}

a.  stored,

b.  processed, and

c.  transmitted.

#### Data communications shall protect itself from threats to availability. {#data-communications-shall-protect-itself-from-threats-to-availability. .Style-Heading-4-+-Not-Bold}

#### Data communications shall use only government-approved cryptographic algorithms. {#data-communications-shall-use-only-government-approved-cryptographic-algorithms. .Style-Heading-4-+-Not-Bold}

#### Data communications shall perform all cryptographic operations using FIPS PUB 140-2, *Security Requirements for Cryptographic Modules* validated cryptographic modules operating in approved modes of operation. {#data-communications-shall-perform-all-cryptographic-operations-using-fips-pub-140-2-security-requirements-for-cryptographic-modules-validated-cryptographic-modules-operating-in-approved-modes-of-operation. .Style-Heading-4-+-Not-Bold}

### Integrity

#### Data communications shall protect assets from unauthorized modification. {#data-communications-shall-protect-assets-from-unauthorized-modification. .Style-Heading-4-+-Not-Bold}

#### Data communications shall protect assets from unauthorized deletion. {#data-communications-shall-protect-assets-from-unauthorized-deletion. .Style-Heading-4-+-Not-Bold}

#### Data communications shall protect assets from unauthorized creation. {#data-communications-shall-protect-assets-from-unauthorized-creation. .Style-Heading-4-+-Not-Bold}

#### Data communications shall protect assets against false or misleading data. {#data-communications-shall-protect-assets-against-false-or-misleading-data. .Style-Heading-4-+-Not-Bold}

### Availability

#### Data communications shall protect assets from denial of service. {#data-communications-shall-protect-assets-from-denial-of-service. .Style-Heading-4-+-Not-Bold}

#### Data communications shall protect assets unacceptable degradation of service. {#data-communications-shall-protect-assets-unacceptable-degradation-of-service. .Style-Heading-4-+-Not-Bold}

### Confidentiality

#### Data communications shall restrict the release of NAS data to authorized entities. {#data-communications-shall-restrict-the-release-of-nas-data-to-authorized-entities. .Style-Heading-4-+-Not-Bold}

### Non-Repudiation

#### Data communications shall implement non-repudiation. {#data-communications-shall-implement-non-repudiation. .Style-Heading-4-+-Not-Bold}

### Malicious Activity

#### Data communications shall detect malicious activity. {#data-communications-shall-detect-malicious-activity. .Style-Heading-4-+-Not-Bold}

#### Data communications shall deter malicious activity. {#data-communications-shall-deter-malicious-activity. .Style-Heading-4-+-Not-Bold}

#### Data communications shall alert specialists when malicious activity is detected. {#data-communications-shall-alert-specialists-when-malicious-activity-is-detected. .Style-Heading-4-+-Not-Bold}

## Management Controls

Management controls are the safeguards or countermeasures that focus on
the management of information systems and the management of risk.

### Certification, Accreditation, and Security Assessments

#### Data communications shall implement an information system security program in accordance with FAA Order 1370.82A, *FAA Information Systems Security Program*. {#data-communications-shall-implement-an-information-system-security-program-in-accordance-with-faa-order-1370.82a-faa-information-systems-security-program. .Style-Heading-4-+-Not-Bold}

### System Services Acquisition

#### Data communications shall ensure that third-party providers employ adequate security measures to protect: {#data-communications-shall-ensure-that-third-party-providers-employ-adequate-security-measures-to-protect .Style-Heading-4-+-Not-Bold}

a.  information,

b.  applications, and

c.  services outsourced from the organization.

## Operational Controls

Operational controls are the safeguards or countermeasures that are
primarily implemented and executed by people (e.g., day-to-day
procedures).

### Maintenance

#### Data communications shall perform periodic and timely maintenance on organizational information systems. {#data-communications-shall-perform-periodic-and-timely-maintenance-on-organizational-information-systems. .Style-Heading-4-+-Not-Bold}

### Media Protection

#### Data communications shall protect information system media. {#data-communications-shall-protect-information-system-media. .Style-Heading-4-+-Not-Bold}

### Physical and Environmental Protection

#### The Data Communications Program Office shall ensure that the physical security controls for the data communications ground components comply with; {#the-data-communications-program-office-shall-ensure-that-the-physical-security-controls-for-the-data-communications-ground-components-comply-with .Style-Heading-4-+-Not-Bold}

a.  FAA Order 1600.6, *Physical Security Management Program* and

b.  FAA Order 1600.69, *FAA Facility Security Management Program*.

### Personnel Security

#### Data communications shall provide personnel security controls in accordance with FAA Order 1600.1, *Personnel Security Program*. {#data-communications-shall-provide-personnel-security-controls-in-accordance-with-faa-order-1600.1-personnel-security-program. .Style-Heading-4-+-Not-Bold}

#### Data communications shall provide contractor and industrial personnel security controls in accordance with FAA Order 1600.72, *Contractor and Industrial Security Program*. {#data-communications-shall-provide-contractor-and-industrial-personnel-security-controls-in-accordance-with-faa-order-1600.72-contractor-and-industrial-security-program. .Style-Heading-4-+-Not-Bold}

### System and Information Integrity

#### Data communications shall provide protection from malicious code. {#data-communications-shall-provide-protection-from-malicious-code. .Style-Heading-4-+-Not-Bold}

#### Data communications shall provide the capability to produce information system security {#data-communications-shall-provide-the-capability-to-produce-information-system-security .Style-Heading-4-+-Not-Bold}

a.  alerts and

b.  advisories.

# IN-SERVICE SUPPORT

An Integrated Logistics Support (ILS) program will be established in
accordance with FAA Acquisition Management System (AMS) guidance to
ensure that integrated logistics support requirements are uniformly
identified, acquired, allocated, controlled, and maintained.

To provide sound integrated logistics support planning for data
communications the ILS elements listed below are required to be within
data communications lifecycle phases (mission analysis, investment
analysis, solution implementation, in-service management). It is also
necessary to manage the interdependencies among these elements within
each phase while adhering to the principles of asset supply chain
management (i.e., the integration of suppliers, users, and schedules).
The nine elements that need to be addressed for data communications are:

-   Maintenance planning;

-   Maintenance support facility;

-   Direct-work maintenance staffing;

-   Supply support;

-   Support equipment;

-   Training, training support, and personnel skills;

-   Technical data;

-   Packaging, handling, storage, and transportation;

-   Computer resources support.

## Staffing

Support staffing for the data communications will be in accordance with
FAA Order 1380.40, *Airway Facilities Sector Level Staffing Standard
System*.

### The {#the .Style-Heading-3-+-Not-Bold}

a.  operation and

b.  maintenance

of data communications shall minimize:

a.  NAS site,

b.  second-level engineering, and

c.  depot

human resource requirements.

## Supply Support

It is anticipated that the data communications Prime Contractor or the
FAA Logistics Center in Oklahoma City, Oklahoma will provide supply
support and repair services for the data communications system. This
should include all activities associated with ordering, receiving,
tracking, sending, cataloging, and inventory management of supplies
needed in order to operate and maintain the system.

### Initial Site and Depot Spares

Data communications NAS maintained ground-based unique equipment will be
delivered with initial site and depot spares in accordance with FAA
Order 6000.38, *Policy to Determine NAS Equipment Sparing Requirements
for Airways Facilities Work Centers*.

#### The list of site spares shall be recommended by the contractor and approved by the government. {#the-list-of-site-spares-shall-be-recommended-by-the-contractor-and-approved-by-the-government. .Style-Heading-4-+-Not-Bold}

#### The suite of site spares shall be sufficient to support the availability requirements of data communications. {#the-suite-of-site-spares-shall-be-sufficient-to-support-the-availability-requirements-of-data-communications. .Style-Heading-4-+-Not-Bold}

### Bar Coding and Asset Tracking

#### Data communications ground-based unique equipment shall use the FAA: {#data-communications-ground-based-unique-equipment-shall-use-the-faa .Style-Heading-4-+-Not-Bold}

a.  bar code asset serial number symbology,

b.  quality, and

c.  format

specifications contained in the latest edition of the *FAA Bar Coding
Specification* available at the time this requirement is baselined in
the contractors' deliverable, to bar code system components at the line
replaceable/repairable unit, including all site spares.

#### All data communications LRUs for hardware and software applications will be bar coded to identify inventory as part of shipment for site installations and all site sparing. {#all-data-communications-lrus-for-hardware-and-software-applications-will-be-bar-coded-to-identify-inventory-as-part-of-shipment-for-site-installations-and-all-site-sparing. .Style-Heading-4-+-Not-Bold}

## Support Equipment

### Data communications ground-based unique equipment shall be designed to: {#data-communications-ground-based-unique-equipment-shall-be-designed-to .Style-Heading-3-+-Not-Bold}

a.  make use of existing support equipment, test equipment, and tools in
    the FAA inventory, and

b.  identify requirements for additional or unique support and test
    equipment.

## Technical Data

The following sections present the requirements for technical
instructions books and for maintenance documentation.

### Technical Instruction Books

Technical manuals will be provided for data communications maintenance
for all levels of FAA maintenance, as required. Manuals and applicable
Commercial Off-the-Shelf (COTS) documentation will be delivered to each
data communications site both electronically and in hardcopy with the
hardware delivery.

#### Data communications Technical Instruction Books (TIBs) shall reflect the as-accepted configuration of data communications. {#data-communications-technical-instruction-books-tibs-shall-reflect-the-as-accepted-configuration-of-data-communications. .Style-Heading-4-+-Not-Bold}

### Second-Level Hardware and Software Maintenance Documentation

Second-level hardware and software maintenance documentation will be
delivered to the operational support organization prior to deployment of
data communications ground-based unique equipment.

### Re-procurement Data Package

An option to receive all or part of the data communications
Re-procurement Data Package will be available to ensure the FAA's
ability to acquire replacement equipment.

## Training and Training Support

Training will be developed in accordance with FAA-STD-028C, *Contract
Training Programs*, (as modified by the Government) to provide ATO
personnel with the knowledge and skills to operate, maintain and monitor
data communications in accordance with the implementation, operations
and maintenance concepts of the program.

### Course Development

The data communications program shall provide for a minimum of two
operational try-outs of the ATO personnel training curriculum.

## First- and Second-Level Repair

Data communications NAS maintained ground-based unique equipment will be
maintained in accordance with FAA Order 6000.30, *National Airspace
System Maintenance Policy* and FAA Order 6000.15, *General Maintenance
Handbook for Airway Facilities*. Contractor assisted maintenance for
data communications, if required, will be in accordance with FAA Order
6000.41, *Policy Governing Contractor-Assisted Maintenance For The
National Airspace System*. Maintenance and logistics support will be
provided at government acceptance for each site.

### Second-Level Engineering support for data communications hardware and software, if required, shall be provided in accordance with: {#second-level-engineering-support-for-data-communications-hardware-and-software-if-required-shall-be-provided-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  FAA Order 6000.30, *National Airspace System Maintenance Policy* and

b.  FAA Order 1100.157, *National Systems Engineering Divisions
    Maintenance Program Procedures, Operational Support (AOS)*.

## Depot Maintenance

### A life cycle cost trade off analysis shall be performed to determine the repair policy for data communications ground-based unique equipment components. {#a-life-cycle-cost-trade-off-analysis-shall-be-performed-to-determine-the-repair-policy-for-data-communications-ground-based-unique-equipment-components. .Style-Heading-3-+-Not-Bold}

### Any {#any .Style-Heading-3-+-Not-Bold}

a.  unique and

b.  developmental

hardware shall be

c.  treated as a developmental item,

d.  be provisioned, and

e.  be a candidate for depot repair.

### The FAA Logistics Center (FAALC) shall manage all vendor repair contracts for data communications ground-based unique equipment. {#the-faa-logistics-center-faalc-shall-manage-all-vendor-repair-contracts-for-data-communications-ground-based-unique-equipment. .Style-Heading-3-+-Not-Bold}

## Packaging, Handling, Storage, and Transportation

### Data communications Packaging, Handling, Storage, and Transportation shall be in accordance with: {#data-communications-packaging-handling-storage-and-transportation-shall-be-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  FAA Order 4650.31, *Vendor Shipments of Nationally Furnished
    Operations-Funded Material*,

b.  FAA Order 4770.3, *Transportation and Traffic Management of
    Government Property*,

c.  American Society for Testing and Materials (ASTM)-D3951, *Standard
    Practice for Commercial Packaging* and

d.  MIL-STD-2073-1, DOD *Material Procedures for Development and
    Application of Packaging Requirements*.

## Disposal

A disposal plan will be developed in accordance with FAA Order 4800.2,
*Utilization and Disposal of Excess and Surplus Personal Property*, and
be coordinated with the NAS Logistics Property Management Division.

### Data Communications Lifecycle

#### Data communications ground-based unique equipment life cycle shall be no less than that required for government acceptance. {#data-communications-ground-based-unique-equipment-life-cycle-shall-be-no-less-than-that-required-for-government-acceptance. .Style-Heading-4-+-Not-Bold}

Periodic technology refreshment of hardware and software may occur to
ensure satisfactory performance and supportability at affordable costs.

## Facility Codes

A facility identification code will be assigned to data communications
in accordance with FAA Order 1375.4, *Standard Data Elements*.

### Data communications shall have a profile in the Facilities, Services, and Equipment Profiles (FSEP). {#data-communications-shall-have-a-profile-in-the-facilities-services-and-equipment-profiles-fsep. .Style-Heading-3-+-Not-Bold}

### Facility Reference Data File (FRDF) information shall be disseminated for data communications in accordance with FAA Order 6030.45, *Facility Reference Data*. {#facility-reference-data-file-frdf-information-shall-be-disseminated-for-data-communications-in-accordance-with-faa-order-6030.45-facility-reference-data. .Style-Heading-3-+-Not-Bold}

[]{.mark}

## Project Material Management

### Data communications facilities and equipment project material shall be managed in accordance with: {#data-communications-facilities-and-equipment-project-material-shall-be-managed-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  FAA Order 4630.2, *Standard Allowance of Supplies and Working
    Equipment for National Airspace System Facilities*,

b.  FAA Order 4650.7, *Management of NAS F&E Project Material* and

c.  FAA Order 4630.30, *Management and Control of NAS F&E Project
    Material*.

### Data communications project material shall be managed in accordance with FAA Order 4140.1, Integrated Material Management Program. {#data-communications-project-material-shall-be-managed-in-accordance-with-faa-order-4140.1-integrated-material-management-program. .Style-Heading-3-+-Not-Bold}

### National stock numbers shall be assigned to data communications material in accordance with FAA Order 4500.3, Federal Catalog and Standardization Programs (FCSP). {#national-stock-numbers-shall-be-assigned-to-data-communications-material-in-accordance-with-faa-order-4500.3-federal-catalog-and-standardization-programs-fcsp. .Style-Heading-3-+-Not-Bold}

### Contractor depot inventories of operating material shall be maintained in accordance with FAA Order 4630.1, Management of Depot Inventories of Operating Material. {#contractor-depot-inventories-of-operating-material-shall-be-maintained-in-accordance-with-faa-order-4630.1-management-of-depot-inventories-of-operating-material. .Style-Heading-3-+-Not-Bold}

### Data communications material shall be inventoried in accordance with FAA Order 4633.1, Physical Inventory. {#data-communications-material-shall-be-inventoried-in-accordance-with-faa-order-4633.1-physical-inventory. .Style-Heading-3-+-Not-Bold}

### Lost, damaged, misplaced, and destroyed material shall be removed from inventory in accordance with FAA Order 4630.3, Survey of Lost, Damaged, or Destroyed Personal Government Personal Property. {#lost-damaged-misplaced-and-destroyed-material-shall-be-removed-from-inventory-in-accordance-with-faa-order-4630.3-survey-of-lost-damaged-or-destroyed-personal-government-personal-property. .Style-Heading-3-+-Not-Bold}

## Technical Operations Certification

### The service and systems of data communications meeting the criteria stated in FAA Order 6000.15, *General Maintenance Handbook for Airways Facilities*, shall be certified. {#the-service-and-systems-of-data-communications-meeting-the-criteria-stated-in-faa-order-6000.15-general-maintenance-handbook-for-airways-facilities-shall-be-certified. .Style-Heading-3-+-Not-Bold}

### Data communications shall be certified in accordance with FAA Order 6000.15, *General Maintenance Handbook for Airway Facilities*. {#data-communications-shall-be-certified-in-accordance-with-faa-order-6000.15-general-maintenance-handbook-for-airway-facilities. .Style-Heading-3-+-Not-Bold}

### Data communications operational approval shall be consistent with RTCA DO-264, *Guidelines for Approval of ATS Supported by Data Communications*. {#data-communications-operational-approval-shall-be-consistent-with-rtca-do-264-guidelines-for-approval-of-ats-supported-by-data-communications. .Style-Heading-3-+-Not-Bold}

###  {#section-7 .Style-Heading-3-+-Not-Bold .unnumbered}

# TEST AND EVALUATION

The following sections present test and evaluation requirements.

## Critical Operational Issues

***Note: Test planning and conduct will involve required
stakeholders.***

### Testing shall be conducted to: {#testing-shall-be-conducted-to .Style-Heading-3-+-Not-Bold}

a.  ensure that functional and subnetwork performance requirements can
    be met in an operational environment and

b.  to resolve the following Critical Operational Issues (COIs):

c.  COI 1: Does data communications interface and operate with existing
    equipment and systems?

d.  COI 2: Can data communications be used without disruption or
    degradation to ATC operations?

e.  COI 3: Does data communications provide the required level of
    reliability, maintainability and availability?

f.  COI 4: Can data communications be maintained without disruption or
    degradation of current ATC operations?

g.  COI 5: Does data communications maintain at least the current level
    of efficiency and accuracy of communications between the controller
    and pilot?

h.  COI 6: Does data communications time performance allow for effective
    exchange of controller and pilot communications?

i.  COI 7: Does data communications HMI effectively support the ATO?

j.  COI 8: Is sufficient training provided for ATO to effectively
    operate data communications?

### Testing shall be conducted to ensure compliance with RTCA DO-264, Section 5.2 qualification requirements. {#testing-shall-be-conducted-to-ensure-compliance-with-rtca-do-264-section-5.2-qualification-requirements. .Style-Heading-3-+-Not-Bold}

## Test and Evaluation Requirements

Test and Evaluation (T&E) is conducted by the FAA, in accordance with
*Acquisition Management System (AMS) Test & Evaluation Process
Guidelines*, to evaluate the subsystem operational effectiveness and
suitability including compatibility, interoperability, degraded
operations, maintainability and supportability. T&E also identifies
deficiencies in NAS hardware, software, human performance factors, COIs
and/or operational concepts.

### System Test

The following categories and classes of tests may be conducted for data
communications:

1.  [Functional Testing]{.underline} - This testing will verify all
    functional threads. The objective is to verify the complete message
    set and associated functions have been properly implemented. Testing
    will be conducted in a simulated environment.

2.  [Performance/Load Testing]{.underline} - Simulation will be used as
    required to create realistic levels of traffic on the FAA portion of
    the ground-based system.

3.  [Up-level/Regression Testing]{.underline} - This testing will ensure
    that data communications application changes have been integrated
    into data communications without adversely affecting the baseline
    system.

4.  [End-to-End Testing]{.underline} - This testing will be conducted
    using the air-ground subnetwork and avionics in a laboratory
    environment with attenuated radio frequency (RF). This testing will
    verify end-to-end operational and technical interoperability using
    scenarios that exercise complete end-to-end data communications.

5.  [Independent Network Test]{.underline} - This testing will determine
    subnetwork performance independent of data communications messages.

6.  [Operational Suitability and Effectiveness]{.underline} - This
    testing will evaluate the operational suitability and effectiveness
    of data communications with respect to ATC controller operations,
    flight deck operations, ground/air communications network, aircraft
    operator, FAA maintenance and FAA support functions.

7.  [Flight and End-to-End Testing]{.underline} -- Flight
    testing/end-to-end testing will be conducted in an airspace
    environment where the equipped test aircraft will fly in and out of
    RF/subnetwork coverage. This testing will verify end-to-end
    operational and technical interoperability, which exercises
    end-to-end data communications.

8.  [Interface Testing -- Testing with interfacing systems to ensure
    data communications does not disrupt or degrade the operations or
    maintainability of the interfacing systems.]{.underline}

### Field Familiarization

ATO site personnel perform field familiarization to confirm readiness
for integration of the system into each NAS site, leading to system
commissioning.

# IMPLEMENTATION AND TRANSITION

The following sections present requirements for the implementation of
and orderly transition to data communications services.

## Deployment Planning

### Deployment planning shall be conducted in accordance with the Acquisition Management System policy and guidance in order to obtain the in-service decision prior to delivery of data communications into the NAS. {#deployment-planning-shall-be-conducted-in-accordance-with-the-acquisition-management-system-policy-and-guidance-in-order-to-obtain-the-in-service-decision-prior-to-delivery-of-data-communications-into-the-nas. .Style-Heading-3-+-Not-Bold}

### The In-Service Review Checklist template shall be: {#the-in-service-review-checklist-template-shall-be .Style-Heading-3-+-Not-Bold}

a.  tailored and

b.  used

to assess operational readiness and suitability prior to deploying data
communications.

### Project Implementation Plan

#### A project implementation plan shall be generated using current guidelines consisting of those activities necessary to: {#a-project-implementation-plan-shall-be-generated-using-current-guidelines-consisting-of-those-activities-necessary-to .Style-Heading-4-+-Not-Bold}

a.  prepare the site,

b.  deliver,

c.  install,

d.  integrate,

e.  test, and

f.  commission

data communications into NAS operations.

#### An implementation approach for Physical Equipment and Facilities shall be provided. {#an-implementation-approach-for-physical-equipment-and-facilities-shall-be-provided. .Style-Heading-4-+-Not-Bold}

#### ATC operational capability shall be maintained during data communications implementation activities. {#atc-operational-capability-shall-be-maintained-during-data-communications-implementation-activities. .Style-Heading-4-+-Not-Bold}

### Site Surveys

#### Site surveys shall be completed to determine needed modifications to assigned space and other site preparations necessary for the: {#site-surveys-shall-be-completed-to-determine-needed-modifications-to-assigned-space-and-other-site-preparations-necessary-for-the .Style-Heading-4-+-Not-Bold}

a.  installation and

b.  integration

of data communications into facilities.

####  {#section-8 .Style-Heading-4-+-Not-Bold}

a.  Site surveys and

b.  system specifications

shall identify:

a.  office,

b.  administrative,

c.  contractor, and

d.  FAA

workspace.

### Site Preparation

#### A Generic Site Implementation Plan (GSIP) shall be prepared in accordance with current guidelines. {#a-generic-site-implementation-plan-gsip-shall-be-prepared-in-accordance-with-current-guidelines. .Style-Heading-4-+-Not-Bold}

#### Site preparation for data communications shall be: {#site-preparation-for-data-communications-shall-be .Style-Heading-4-+-Not-Bold}

a.  planned,

b.  scheduled, and

c.  overseen

by facility personnel.

#### The FAA shall: {#the-faa-shall .Style-Heading-4-+-Not-Bold}

a.  provide site preparation engineering support and

b.  prepare generic and site-specific engineering packages

to support data communications.

#### Contractors and program offices shall provide revisions to specific site preparation and requirement activities in time to allow their incorporation prior to system delivery. {#contractors-and-program-offices-shall-provide-revisions-to-specific-site-preparation-and-requirement-activities-in-time-to-allow-their-incorporation-prior-to-system-delivery. .Style-Heading-4-+-Not-Bold}

### Facility Modifications

#### The FAA shall: {#the-faa-shall-1 .Style-Heading-4-+-Not-Bold}

a.  plan,

b.  schedule, and

c.  oversee

construction of site-specific facility modifications.

### Fit-up Activities

#### Contractor fit-up activities shall not degrade air traffic operations. {#contractor-fit-up-activities-shall-not-degrade-air-traffic-operations. .Style-Heading-4-+-Not-Bold}

#### Contractor fit-up work shall be in accordance with: {#contractor-fit-up-work-shall-be-in-accordance-with .Style-Heading-4-+-Not-Bold}

a.  FAA-G-2100G, NFPA 70, and

b.  state and

c.  local

codes.

### Equipment Delivery

#### Equipment delivery shall be coordinated to ensure that: {#equipment-delivery-shall-be-coordinated-to-ensure-that .Style-Heading-4-+-Not-Bold}

a.  personnel and

b.  internal and external space

are available to accept deliveries at established times.

#### Contractors shall be responsible for determining the conditions necessary for interim storage and security of delivered equipment and supplies. {#contractors-shall-be-responsible-for-determining-the-conditions-necessary-for-interim-storage-and-security-of-delivered-equipment-and-supplies. .Style-Heading-4-+-Not-Bold}

#### Contractors shall be: {#contractors-shall-be .Style-Heading-4-+-Not-Bold}

a.  responsible for moving data communications equipment into the
    facility and

b.  placing and

c.  installing

it.

### Power-up Test and Compatibility

#### Initial power-up testing shall be accomplished, except on operationally active critical power centers. {#initial-power-up-testing-shall-be-accomplished-except-on-operationally-active-critical-power-centers. .Style-Heading-4-+-Not-Bold}

#### Electrical equipment shall be tested for power compatibility prior to connection to FAA critical power panels. {#electrical-equipment-shall-be-tested-for-power-compatibility-prior-to-connection-to-faa-critical-power-panels. .Style-Heading-4-+-Not-Bold}

#### Electrical equipment connected to NAS equipment shall be tested for compliance with {#electrical-equipment-connected-to-nas-equipment-shall-be-tested-for-compliance-with .Style-Heading-4-+-Not-Bold}

a.  FAA-G-2100G, *Electronic Equipment, General Requirements* and

b.  FAA Order 6950.2, *Electrical Power Policy Implementation, NAS
    Facilities*.

## Ground Infrastructure Implementation

The following sections present the requirements for the implementation
and integration of the data communications ground-based equipment.

### Integration

#### An integration strategy for: {#an-integration-strategy-for .Style-Heading-4-+-Not-Bold}

a.  Physical Equipment and

b.  Facilities

shall be provided.

#### The integration strategy shall cover: {#the-integration-strategy-shall-cover .Style-Heading-4-+-Not-Bold}

a.  facility equipment,

b.  space,

c.  operations, and

d.  personnel

impacts and procedures.

#### The integration strategy shall ensure that integration has no unsafe impact on: {#the-integration-strategy-shall-ensure-that-integration-has-no-unsafe-impact-on .Style-Heading-4-+-Not-Bold}

a.  ATC and

b.  airspace user

operations.

#### The integration strategy shall provide for the continuity of: {#the-integration-strategy-shall-provide-for-the-continuity-of .Style-Heading-4-+-Not-Bold}

a.  full ATC and

b.  airspace user

services.

#### The integration strategy shall allow for the: {#the-integration-strategy-shall-allow-for-the .Style-Heading-4-+-Not-Bold}

a.  integration and

b.  acceptance testing

of data communications.

#### The integration strategy shall provide for: {#the-integration-strategy-shall-provide-for .Style-Heading-4-+-Not-Bold}

a.  interfaces and

b.  external facilities

to ensure the continuity of air traffic control services.

#### The integration process shall provide capabilities for: {#the-integration-process-shall-provide-capabilities-for .Style-Heading-4-+-Not-Bold}

a.  redundancy, and

b.  fallback.

#### The integration strategy shall provide: {#the-integration-strategy-shall-provide .Style-Heading-4-+-Not-Bold}

a.  procedures and

b.  a methodology

for the physical integration of data communications into the NAS.

#### The FAA shall provide human resources for: {#the-faa-shall-provide-human-resources-for .Style-Heading-4-+-Not-Bold}

a.  integration and

b.  test

activities.

#### Required operational interruptions or changes in operational procedures shall be: {#required-operational-interruptions-or-changes-in-operational-procedures-shall-be .Style-Heading-4-+-Not-Bold}

a.  defined,

b.  examined,

c.  evaluated, and

d.  managed

through an integration plan.

#### FAA site personnel shall have consent authority over site-specific system integration issues. {#faa-site-personnel-shall-have-consent-authority-over-site-specific-system-integration-issues. .Style-Heading-4-+-Not-Bold}

## Transition

### The transition approach shall include: {#the-transition-approach-shall-include .Style-Heading-3-+-Not-Bold}

a.  a process for moving between systems, elements and components, as
    well as

b.  a fallback process

that is operationally acceptable.

### A transition plan shall be developed that allows for: {#a-transition-plan-shall-be-developed-that-allows-for .Style-Heading-3-+-Not-Bold}

a.  facility equipment,

b.  space,

c.  operations, and

d.  personnel

impacts and procedures.

### The transition plan shall ensure that the transition has no adverse impact on: {#the-transition-plan-shall-ensure-that-the-transition-has-no-adverse-impact-on .Style-Heading-3-+-Not-Bold}

a.  ATC and

b.  airspace user

operations.

### The transition plan shall allow for the: {#the-transition-plan-shall-allow-for-the .Style-Heading-3-+-Not-Bold}

a.  installation,

b.  integration, and

c.  acceptance testing

of the equipment.

### The transition plan shall provide: {#the-transition-plan-shall-provide .Style-Heading-3-+-Not-Bold}

a.  procedures and

b.  methodology

for the

a.  logical and

b.  physical

transition of data communications into the NAS and where applicable, for
transition of the legacy system out of the NAS.

### The transition plan shall include the approach for: {#the-transition-plan-shall-include-the-approach-for .Style-Heading-3-+-Not-Bold}

a.  Operations,

b.  Physical Equipment, and

c.  Facilities.

### The transition plan shall provide for continuity of full ATC services. {#the-transition-plan-shall-provide-for-continuity-of-full-atc-services. .Style-Heading-3-+-Not-Bold}

### The transition process shall provide for: {#the-transition-process-shall-provide-for .Style-Heading-3-+-Not-Bold}

a.  redundancy, and

b.  fallback.

## In-service Transition

### Data communications shall provide for in-service transition activities with related systems. {#data-communications-shall-provide-for-in-service-transition-activities-with-related-systems. .Style-Heading-3-+-Not-Bold}

### Air traffic operational capability shall be maintained during transition. {#air-traffic-operational-capability-shall-be-maintained-during-transition. .Style-Heading-3-+-Not-Bold}

### The data communications transition strategy shall provide for: {#the-data-communications-transition-strategy-shall-provide-for .Style-Heading-3-+-Not-Bold}

a.  interfaces and

b.  external facilities

to ensure the continuity of Air Traffic Control Services.

### Required {#required .Style-Heading-3-+-Not-Bold}

a.  operational interruptions or

b.  changes in operational procedures

shall be:

c.  defined,

d.  examined,

e.  evaluated, and

f.  managed

through a transition plan.

## ATC Facilities Interface

### Data communications shall be capable of interfacing with all appropriate ATC facilities regardless of the: {#data-communications-shall-be-capable-of-interfacing-with-all-appropriate-atc-facilities-regardless-of-the .Style-Heading-3-+-Not-Bold}

a.  transition state or

b.  level of technical evolution

of each site.

## Data Presented to Service Providers

### The data presented to any communication service provider during initial system transition shall be consistent with industry standards for the communication service provider interface. {#the-data-presented-to-any-communication-service-provider-during-initial-system-transition-shall-be-consistent-with-industry-standards-for-the-communication-service-provider-interface. .Style-Heading-3-+-Not-Bold}

## Coexistence with Present System

### The installation and operation of data communications shall produce no adverse impact upon the other NAS subsystems with which it interfaces. {#the-installation-and-operation-of-data-communications-shall-produce-no-adverse-impact-upon-the-other-nas-subsystems-with-which-it-interfaces. .Style-Heading-3-+-Not-Bold}

## Implementation Considerations

The message composition tools should consider the following:

a.  RTCA, DO-256, *Minimum Human Factors Standards for Air Traffic
    Services Provided Via Data Communications Utilizing the ATN, Builds
    I and IA* and

b.  RTCA, DO-238, *Human Engineering Guidance for Data Link Systems*.

# QUALITY ASSURANCE

The quality assurance requirements for data communications are presented
in the following sections.

## Quality Assurance Program

### The data communications Quality Assurance Program (QAP) shall be: {#the-data-communications-quality-assurance-program-qap-shall-be .Style-Heading-3-+-Not-Bold}

a.  established and

b.  maintained

in accordance with ISO 9001:2000 *Quality Management Systems
Requirement, International Organization for Standardization*, and
provide:

c.  A quality assurance organization that has sufficient responsibility
    and authority to identify and evaluate quality problems, and to
    initiate, recommend, or provide solutions.

d.  Procedures and controls to assure hardware and software quality
    assurance during all operations through final acceptance.

e.  Controls to assure (including internal program quality assurance
    audits) that all inspection and testing is performed in compliance
    with contract requirements and that all test data is complete,
    correct, traceable, repeatable, and acceptable.

f.  Maintenance of proper record keeping function to provide objective
    evidence and traceability of operations performed.

g.  Procedures and controls for assuring that all hardware and software
    products or services procured from subcontractors conform to
    contract requirements.

h.  Procedures and controls to assure that all documentation is
    adequately reviewed and meets contract requirements.

i.  Procedures and controls for the prevention of hardware and software
    deficiencies, detection and analysis of deficiencies when they do
    occur, as well as procedures for corrective action.

### The data communications QAP shall comply with RTCA DO-264, section 7.1.1. {#the-data-communications-qap-shall-comply-with-rtca-do-264-section-7.1.1. .Style-Heading-3-+-Not-Bold}

A system of periodic internal quality audits or reviews to verify
quality activities and related results are in compliance with planned
arrangements, and to verify that the QAP is performing effectively.

# CONFIGURATION MANAGEMENT

The data communications configuration management requirements are
presented in the following sections.

## NAS Configuration Management Change Control Procedures

### Data communications Configuration Management shall be in accordance with: {#data-communications-configuration-management-shall-be-in-accordance-with .Style-Heading-3-+-Not-Bold}

a.  FAA Order 1800.8f, *National Airspace Configuration Management* and

b.  EIA-649-A, *National Consensus Standard for Configuration
    Management*.

### Data communications Engineering Change Proposals and deviations shall comply with EIA-649-A, *National Consensus Standard for Configuration Management*. {#data-communications-engineering-change-proposals-and-deviations-shall-comply-with-eia-649-a-national-consensus-standard-for-configuration-management. .Style-Heading-3-+-Not-Bold}

### Data communications NAS Change Proposals (NCPs) shall comply with FAA Order 1800.8F, *National Airspace System Configuration Management*. {#data-communications-nas-change-proposals-ncps-shall-comply-with-faa-order-1800.8f-national-airspace-system-configuration-management. .Style-Heading-3-+-Not-Bold}

# IN-SERVICE MANAGEMENT

Requirements for assessing the performance of data communications are
presented in the following sections.

## Product Baseline

### The product baseline for data communications shall comply with RTCA DO-264, section 7.1.2. {#the-product-baseline-for-data-communications-shall-comply-with-rtca-do-264-section-7.1.2. .Style-Heading-3-+-Not-Bold}

## Performance Monitoring

### Performance shall be: {#performance-shall-be .Style-Heading-3-+-Not-Bold}

a.  monitored and

b.  provided

using data obtained in Section 5.1.1, Remote Maintenance Monitoring
System Interface Capabilities of this document.

### Data communications performance shall comply with RTCA DO-264, section 7.2.1. {#data-communications-performance-shall-comply-with-rtca-do-264-section-7.2.1. .Style-Heading-3-+-Not-Bold}

# SYSTEM SAFETY MANAGEMENT

The system safety management requirements for data communications are
presented in the following sections.

## Safety Assessments

### Program safety assessments shall be in accordance with the following: {#program-safety-assessments-shall-be-in-accordance-with-the-following .Style-Heading-3-+-Not-Bold}

a.  the RTCA DO-264, *Guidelines for Approval of ATS Supported by Data
    Communications,*

b.  the ATO-S 2006-1, *Safety Risk Management Guidance for System
    Acquisitions (SRMGSA)*,

c.  the FAA *Safety Management System (SMS) Manual*,

d.  FAA Order 8040.4 *Safety Risk Management*, and

e.  FAA *System Safety Handbook*, December 30, 2000.

## Integrated Safety Plan

### An Integrated Safety Plan (ISP) shall be developed for the final investment decision in accordance with ATO-S 2006-1, *Safety Risk Management Guidance for System Acquisitions* (SRMGSA). {#an-integrated-safety-plan-isp-shall-be-developed-for-the-final-investment-decision-in-accordance-with-ato-s-2006-1-safety-risk-management-guidance-for-system-acquisitions-srmgsa. .Style-Heading-3-+-Not-Bold}

## Risk Acceptance and Safety Risk Management Documentation Approval

### Program Risk Acceptance and Documentation Approval procedures shall be conducted in accordance with ATO-S 2006-1, *Safety Risk Management Guidance for System Acquisitions (SRMGSA)* and the Safety Management System. {#program-risk-acceptance-and-documentation-approval-procedures-shall-be-conducted-in-accordance-with-ato-s-2006-1-safety-risk-management-guidance-for-system-acquisitions-srmgsa-and-the-safety-management-system. .Style-Heading-3-+-Not-Bold}

## Standards

### The requirements for data communications shall also be in accordance with the following; {#the-requirements-for-data-communications-shall-also-be-in-accordance-with-the-following .Style-Heading-3-+-Not-Bold}

a.  Executive Order 12196, *Occupational Safety and Health Program for
    Federal Employees*,

b.  Title 29 CFR 1960, *Safety And Health Provisions for Federal
    Employees*,

c.  FAA Order 3900.19B, *Occupational Safety and Health Program*,

d.  FAA Order 8040.4, *Safety Risk Management*,

e.  *Aeronautical Information Manual*,

f.  Federal Aviation Regulations,

g.  FAA Order JO 1000.37 Air Traffic Organization *Safety Management
    System*,

h.  FAA-STD-025E, *Preparation of Interface Documentation*,

i.  FAA-STD-60, *Data Standard for National Aerospace System*, and

j.  RTCA DO-278, *Guidelines for Communication, Navigation, Surveillance
    and Air Traffic Management (CNS/ATM) Systems Software Integrity
    Assurance* or equivalent.

###  {#section-9 .Style-Heading-3-+-Not-Bold .unnumbered}

[]{#__RefHeading___Toc177274042 .anchor}Appendix A Mission Shortfall
Correlation Matrix

The Mission Shortfall Statement/Requirements correlation matrix below
traces shortfall statements from the Mission Shortfall Statement for
Data Communications to the Preliminary Program Requirements for Data
Communications. The shortfall statements are called out below and
section/sub-section numbers are used to direct the reader to the
appropriate section of the Mission Shortfall Statement (MSS).

Those shortfall statements for which no trace to the requirements is
shown, are related to the infrastructure improvement needs and are not
specifically addressed in the *Preliminary Program Requirements for Data
Communications*.

+---------+---------+-----------------------+-------------------------+
| **MSS   | **MSS   | **Shortfall           | **PPR Section or        |
| Se      | Sub-Se  | Statement**           | Sub-Section**           |
| ction** | ction** |                       |                         |
+=========+=========+=======================+=========================+
| 2.0     | 2.1.1   | The current NAS voice | 3.1.1.1 Messaging       |
| SERVICE | Safety  | air/ground            | Requirements\           |
| IMPR    | Tec     | communications system | 3.1.1.3 Data            |
| OVEMENT | hnology | requires controllers  | Communications          |
| MISSION | Oppo    | to issue and verify   | Requirements            |
| NEED    | rtunity | instructions to       |                         |
|         |         | pilots. This          | 3.1.1.4 Instructions,   |
|         |         | workload-intensive,   | Advisories, and Report  |
|         |         | voice-based process   | Request Responses       |
|         |         | can generate          | Requirements            |
|         |         | miscommunications,    |                         |
|         |         | which can contribute  | 3.1.1.5 Automatic       |
|         |         | to operational        | Terminal Information    |
|         |         | errors.               | Service Requirements\   |
|         |         |                       | 3.1.1.8 Departure and   |
|         |         |                       | Taxi Clearance          |
|         |         |                       | Requirements            |
|         |         |                       |                         |
|         |         |                       | 3.1.1.9 En Route        |
|         |         |                       | Clearance Requirements  |
+---------+---------+-----------------------+-------------------------+
| 2.0     | 2.1.2   | Data communications   | 3.1.1.4 Instructions,   |
| SERVICE | Produ   | achieves these        | Advisories, and Report  |
| IMPR    | ctivity | results by automating | Request Responses       |
| OVEMENT | Sh      | repetitive tasks,     | Requirements            |
| MISSION | ortfall | replacing voice       |                         |
| NEED    |         | communications with   | 3.1.1.5 Automatic       |
|         |         | less                  | Terminal Information    |
|         |         | workload-intensive    | Service Requirements\   |
|         |         | data communications,  | 3.1.1.6 Integration     |
|         |         | and enabling ground   | Requirements            |
|         |         | systems to use        |                         |
|         |         | real-time aircraft    | 3.1.1.8 Departure and   |
|         |         | data to improve       | Taxi Clearance          |
|         |         | traffic management    | Requirements            |
|         |         | efficiency.           |                         |
|         |         |                       | 3.1.1.9 En Route        |
|         |         |                       | Clearance Requirements  |
+---------+---------+-----------------------+-------------------------+
| 2.0     | 2.1.3   | The 1996 *Terminal    | 3.1.3 Segment Three     |
| SERVICE | C       | Data Benefits Study*, | Requirements            |
| IMPR    | apacity | bolstered by recent   |                         |
| OVEMENT | Sh      | Eurocontrol research  |                         |
| MISSION | ortfall | and trials, showed    |                         |
| NEED    |         | slightly larger       |                         |
|         |         | capacity gains were   |                         |
|         |         | possible when data    |                         |
|         |         | communications were   |                         |
|         |         | introduced in         |                         |
|         |         | bottleneck approach   |                         |
|         |         | and departure         |                         |
|         |         | airspace.             |                         |
+---------+---------+-----------------------+-------------------------+
| 2.0     | 2.1.3   | Advanced concepts     | 3.1.1.6 Integration     |
| SERVICE | C       | such as 4 dimensional | Requirements\           |
| IMPR    | apacity | flight path           | 3.1.1.9 En Route        |
| OVEMENT | Sh      | management, higher    | Clearance Requirements\ |
| MISSION | ortfall | density operations,   | 3.1.2 Segment Two       |
| NEED    |         | and "management by    | Requirements\           |
|         |         | planning/intervention | 3.1.3 Segment Three     |
|         |         | by exception", will   | Requirements\           |
|         |         | be possible when data | 3.2.1.1 Performance     |
|         |         | communications are    |                         |
|         |         | robust and universal. | 3.2.1.2 Number of       |
|         |         | Only then can the NAS | Aircraft Supported      |
|         |         | realize the system    |                         |
|         |         | capacity required to  | 3.2.1.3 Message         |
|         |         | meet ever-increasing  | Exchange Rates          |
|         |         | demand for air travel |                         |
|         |         |                       | 3.2.1.4 Coverage Area   |
|         |         |                       | Supported\              |
|         |         |                       | 3.2.2 Segment Two       |
|         |         |                       | Product Characteristics |
|         |         |                       | and Performance         |
|         |         |                       | Requirements            |
|         |         |                       |                         |
|         |         |                       | 3.2.2.1 Performance     |
|         |         |                       |                         |
|         |         |                       | 3.2.2.2 Number of       |
|         |         |                       | Aircraft Supported      |
|         |         |                       |                         |
|         |         |                       | 3.2.2.3 Message         |
|         |         |                       | Exchange Rates          |
|         |         |                       |                         |
|         |         |                       | 3.2.2.4 Coverage Area   |
|         |         |                       | Supported               |
|         |         |                       |                         |
|         |         |                       | 3.2.3 Segment Three     |
|         |         |                       | Product Characteristics |
|         |         |                       | and Performance         |
|         |         |                       | Requirements\           |
|         |         |                       | 3.2.3.1 Performance     |
|         |         |                       |                         |
|         |         |                       | 3.2.3.2 Number of       |
|         |         |                       | Aircraft Supported\     |
|         |         |                       | 3.2.3.3 Message         |
|         |         |                       | Exchange Rates          |
+---------+---------+-----------------------+-------------------------+
| 2.0     | 2.1.3   | Solutions to meet     | 3.1.1.10 Applicable     |
| SERVICE | C       | these performance     | Standards               |
| IMPR    | apacity | gaps must be          |                         |
| OVEMENT | Sh      | operationally and     |                         |
| MISSION | ortfall | technically           |                         |
| NEED    |         | interoperable between |                         |
|         |         | airspace users and    |                         |
|         |         | the ATO; and, be      |                         |
|         |         | globally harmonized.  |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.2   | Additional functions  | 3.1.1.3 Data            |
| INFRAST | Ground  | in the controller and | Communications          |
| RUCTURE | User    | supervisor            | Requirements            |
| IMPR    | Int     | workstations will be  |                         |
| OVEMENT | erfaces | required.             | 3.1.2 Segment Two       |
| MISSION |         |                       | Requirements            |
| NEED    |         |                       |                         |
|         |         |                       | 3.1.2.1 Data            |
|         |         |                       | Communications          |
|         |         |                       | Requirements            |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.2   | It is also expected   | 3.1.1.7 Recording of    |
| INFRAST | Ground  | that, depending on    | Messages, Statistical,  |
| RUCTURE | User    | systems engineering   | and Performance Data    |
| IMPR    | Int     | decisions, other      |                         |
| OVEMENT | erfaces | displays, such as     |                         |
| MISSION |         | traffic management    |                         |
| NEED    |         | unit displays and     |                         |
|         |         | maintenance/support   |                         |
|         |         | user interfaces will  |                         |
|         |         | require additional    |                         |
|         |         | functionality in      |                         |
|         |         | order to support data |                         |
|         |         | communications.       |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3   | Data Communications   | 3.1.1.6 Integration     |
| INFRAST | Ground  | will require new      | Requirements            |
| RUCTURE | Data    | functions (controller |                         |
| IMPR    | Pro     | pilot data            |                         |
| OVEMENT | cessing | communications,       |                         |
| MISSION |         | flight information    |                         |
| NEED    |         | functions, and the    |                         |
|         |         | ability to uniquely   |                         |
|         |         | identify aircraft     |                         |
|         |         | capable of data       |                         |
|         |         | communications) which |                         |
|         |         | directly support data |                         |
|         |         | communications (shown |                         |
|         |         | in subsequent         |                         |
|         |         | paragraphs).          |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3   | For example, the      | 3.1.1.6 Integration     |
| INFRAST | Ground  | flight data processor | Requirements            |
| RUCTURE | Data    | interfaces directly   |                         |
| IMPR    | Pro     | with controller-pilot |                         |
| OVEMENT | cessing | data communications   |                         |
| MISSION |         | function.             |                         |
| NEED    |         |                       |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3   | The flight data       | 3.1.1.2 Unique          |
| INFRAST | Ground  | processor will also   | Identification          |
| RUCTURE | Data    | require new           | Requirements            |
| IMPR    | Pro     | functionality (e.g.   |                         |
| OVEMENT | cessing | data verification,    |                         |
| MISSION |         | eligible              |                         |
| NEED    |         | controller/aircraft   |                         |
|         |         | identification).      |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3   | Enhancements to the   | 3.1.3 Segment Three     |
| INFRAST | Ground  | accuracy of conflict  | Requirements            |
| RUCTURE | Data    | probes, as well as    |                         |
| IMPR    | Pro     | timely and accurate   |                         |
| OVEMENT | cessing | interchanges with     |                         |
| MISSION |         | Traffic Flow          |                         |
| NEED    |         | Management and        |                         |
|         |         | various Weather       |                         |
|         |         | Systems, could be     |                         |
|         |         | provided through      |                         |
|         |         | direct interfaces or  |                         |
|         |         | through System Wide   |                         |
|         |         | Information           |                         |
|         |         | Management (SWIM)     |                         |
|         |         | system.               |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3   | This new              | 3.1.2 Segment Two       |
| INFRAST | Ground  | functionality will    | Requirements\           |
| RUCTURE | Data    | provide by 2017 to    | 3.1.3 Segment Three     |
| IMPR    | Pro     | allow for the         | Requirements            |
| OVEMENT | cessing | transfer to expanded  |                         |
| MISSION |         | airport information   |                         |
| NEED    |         | to include the        |                         |
|         |         | transfer of static    |                         |
|         |         | airport maps to the   |                         |
|         |         | cockpit. Additional   |                         |
|         |         | functionality will    |                         |
|         |         | later be added which  |                         |
|         |         | provides for an       |                         |
|         |         | enhanced map support  |                         |
|         |         | zero visibility       |                         |
|         |         | ground operations.    |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3.1 | Providing             | 3.1.1.2 Unique          |
| INFRAST | Iden    | controllers, flight   | Identification          |
| RUCTURE | tifying | crews and various     | Requirements            |
| IMPR    | Data    | automation systems a  |                         |
| OVEMENT | Communi | single point to       |                         |
| MISSION | cations | identify data         |                         |
| NEED    | Capable | communications        |                         |
|         | A       | capable aircraft and  |                         |
|         | ircraft | ground systems is     |                         |
|         | and     | essential for the     |                         |
|         | Ground  | safe and efficient    |                         |
|         | Systems | operation of a data   |                         |
|         |         | communications        |                         |
|         |         | system.               |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3.2 | This application will | 3.1.1.1 Messaging       |
| INFRAST | Con     | provide the           | Requirements\           |
| RUCTURE | troller | capability to         | 3.1.1.2 Unique          |
| IMPR    | Flight  | establish, manage,    | Identification          |
| OVEMENT | Crew    | and terminate         | Requirements\           |
| MISSION | Communi | controller-flight     | 3.1.1.3 Data            |
| NEED    | cations | crew communications   | Communications          |
|         |         | between ATS ground    | Requirements\           |
|         |         | and aircraft system   | 3.1.1.4 Instructions,   |
|         |         | peers. Once a         | Advisories, and Report  |
|         |         | connection is         | Request Responses       |
|         |         | established it will   | Requirements\           |
|         |         | provide the           | 3.1.1.5 Automatic       |
|         |         | capability to         | Terminal Information    |
|         |         | exchange clearances,  | Service Requirements    |
|         |         | data requests,        |                         |
|         |         | informational message | 3.1.1.8 Departure and   |
|         |         | exchanges which       | Taxi Clearance          |
|         |         | includes the          | Requirements\           |
|         |         | automation of         | 3.1.1.9 En Route        |
|         |         | processes which       | Clearance Requirements  |
|         |         | today's systems       |                         |
|         |         | require manual        |                         |
|         |         | controller            |                         |
|         |         | intervention.         |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.3.2 | Specifically, this    | 3.1.2 Segment Two       |
| INFRAST | Con     | function enables the  | Requirements\           |
| RUCTURE | troller | transmission of       | 3.1.3 Segment Three     |
| IMPR    | Flight  | aircraft state and    | Requirements            |
| OVEMENT | Crew    | parametric            |                         |
| MISSION | Communi | information to the    |                         |
| NEED    | cations | ground system (on an  |                         |
|         |         | automated basis) to   |                         |
|         |         | enable the ground to  |                         |
|         |         | perform enhanced      |                         |
|         |         | trajectory management |                         |
|         |         | and more accurate     |                         |
|         |         | conflict detection .  |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.4   | The existing          | 3.2.2.2 Number of       |
| INFRAST | Ground  | functionality may     | Aircraft Supported\     |
| RUCTURE | Message | require additional    | 3.2.3.2 Number of       |
| IMPR    | D       | capacity as the use   | Aircraft Supported      |
| OVEMENT | elivery | of data               |                         |
| MISSION |         | communications grows  |                         |
| NEED    |         | in the NAS.           |                         |
+---------+---------+-----------------------+-------------------------+
| 3.0     | 3.1.5   | This air/ground       | 3.1.1.3 Data            |
| INFRAST | Air     | network includes the  | Communications          |
| RUCTURE | -Ground | ground and air radio  | Requirements            |
| IMPR    | Message | systems as well as    |                         |
| OVEMENT | D       | the routing and       |                         |
| MISSION | elivery | communications        |                         |
| NEED    |         | management functions  |                         |
|         |         | which directly        |                         |
|         |         | support the           |                         |
|         |         | establishment and     |                         |
|         |         | management of the     |                         |
|         |         | radio link.           |                         |
+---------+---------+-----------------------+-------------------------+

[]{#__RefHeading___Toc177274043 .anchor}Appendix B Acronyms

  --------------- -------------------------------------------------------
  **4-D**         Four Dimensional (latitude, longitude, altitude, and
                  time)

  **A/G**         Air/Ground

  **ACL**         ATC Clearance Service

  **ACM**         ATC Communications Management Service

  **AMC**         ATC Microphone Check Service

  **AMS**         Acquisition Management System

  **AOS**         Operational Support

  **ARMAND**      Arrival Manager Information Delivery Service

  **ARTCC**       Air Route Traffic Control Center

  **ASAS**        Airborne Separation Assistance Service

  **ASTM**        American Society for Testing and Materials

  **ATC**         Air Traffic Control

  **ATIS**        Automatic Terminal Information Service

  **ATM**         Air Traffic Management

  **ATN**         Aeronautical Telecommunications Network

  **ATO**         Air Traffic Organization

  **ATS**         Air Traffic Services

  **ATSP**        ATS Provider

  **C&P**         Crossing and Passing

  **CDA**         Current Data Authority

  **CFR**         Code of Federal Regulations

  **CNS/ATM**     Communications, Navigation, Surveillance and Air
                  Traffic Management

  **COCR**        Communications Operating Concept and Requirements

  **COI**         Critical Operational Issue

  **CONUS**       Continental United States

  **COTRAC**      Common Trajectory Coordination Service

  **COTS**        Commercial Off-the-Shelf

  **CP**          Conflict Probe

  **CPDLC**       Controller-Pilot Data Link Communications

  **D-ATIS**      Data Link Automatic Terminal Information Service

  **D-FLUP**      Data Link Flight Update

  **D-TAXI**      Data Link Taxi

  **DCL**         Departure Clearance Service

  **DLL**         Data Link Logon Service

  **DOT**         Department of Transportation

  **DR&A**        Data Reduction and Analysis

  **DSC**         Down Stream Clearance Service

  **EIA**         Electronic Industries Alliance

  **EPA**         Environmental Protection Agency

  **ERAM**        En Route Automation Modernization

  **ESD**         Electrostatic Discharge

  **ETD**         Estimated Time of Departure

  **FAA**         Federal Aviation Administration

  **FAALC**       FAA Logistics Center

  **FANS**        Future Air Navigation System

  **FCSP**        Federal Catalog and Standardization Programs

  **FDP**         Flight Data Processor

  **FIPS**        Federal Information Processing Standards

  **FL**          Flight Level

  **FLIPINT**     Flight Path Intent Service

  **FOC**         Full Operational Capability

  **FRDF**        Facility Reference Data File

  **FSEP**        Facilities, Services, and Equipment Profiles

  **FY**          Fiscal Year

  **GSIP**        Generic Site Implementation Plan

  **HFDG**        Human Factors Design Guide

  **HFDS**        Human Factors Design Standard

  **HMI**         Human Machine Interface

  **HP**          High Performance

  **HP-SIDs**     HP Standard Instrument Departures

  **HP-STARs**    HP Standard Terminal Arrival Routes

  **HPA**         High Performance Airspace

  **HVAC**        Heating, Ventilation, and Air Conditioning

  **ICAO**        International Civil Aviation Organization

  **ICD**         Interface Control Document

  **ILS**         Integrated Logistics Support

  **IOC**         Initial Operational Capability

  **IRD**         Interface Requirements Document

  **ISO**         International Organization for Standardization

  **ISP**         Integrated Safety Plan

  **ITP**         In-Trail Procedure

  **JPDO**        Joint Planning and Development Office

  **LRU**         Lowest Replaceable Unit

  **M&S**         Merging and Spacing

  **MMAC**        Mike Monroney Aeronautical Center

  **MSS**         Mission Shortfall Statement

  **MTBF**        Mean Time Between Failure

  **NAS**         National Airspace System

  **NCP**         NAS Change Proposal

  **NextGen**     Next Generation Air Transportation System

  **NFPA**        National Fire Protection Association

  **NIST**        National Institute of Standards and Technology

  **NM**          Nautical Mile

  **OSHA**        Occupational Safety and Health Administration

  **PAIRAPP**     Paired Approaches

  **PPD**         Pilot Preferences Downlink

  **QAP**         Quality Assurance Program

  **RF**          Radio Frequency

  **RNAV**        Area Navigation

  **RoHS**        Reduction of Hazardous Substances

  **RTAs**        Required Times of Arrival

  **SARPs**       Standards And Recommended Practices

  **SIDs**        Standard Instrument Departures

  **SMS**         Safety Management System

  **SRMGSA**      Safety Risk Management Guidance for System Acquisitions

  **STAR**        Standard Terminal Arrival Route

  **STARS**       Standard Terminal Automation Replacement System

  **T&E**         Test and Evaluation

  **TBD**         To Be Determined

  **TDLS**        Tower Data Link Services

  **TFM**         Traffic Flow Management

  **TIB**         Technical Instruction Book

  **TRACON**      Terminal Radar Approach Control

  **UFAS**        Uniform Federal Accessibility Standard

  **VDL2**        VHF Data Link Mode 2

  **VHF**         Very High Frequency

  **WJHTC**       William J. Hughes Technical Center
  --------------- -------------------------------------------------------

[]{#__RefHeading___Toc177274044 .anchor}Appendix C Definitions

***Aircraft Identification:*** A group of letters, figures or a
combination thereof which is identical to or the code equivalent of the
aircraft call sign. It is used in Field 7 of the ICAO model flight plan.

***Aircraft Address:*** A unique combination of 24 bits available for
assignment to an aircraft for the purpose of air-ground communications,
navigation, and surveillance.

***Authority:*** The ground facility that the aircraft recognizes as the
one from which it will accept data communications messages.

***Availability (non-security)***: Availability is the probability that
data communications with all appropriately equipped aircraft in the area
is in service.

***Availability (security):*** Ensuring timely and reliable access to
and use of information.

***Certification***: The technical verification performed prior to
commissioning and/or service restoration of the ground system after a
scheduled/unscheduled interruption affecting certification parameters,
and periodically thereafter inclusive of the insertion of the prescribed
entry in the facility maintenance log. The certification validates that
the ground system is providing an advertised service to the user, and/or
that the system/equipment is capable of providing that advertised
service. It includes independent determination about when a
system/equipment should be continued in, restored to, or removed from
service.

***Certification Parameter***: Ground system certification parameters
are selected critical indicators of the quality of the required or
advertised services being provided to the user of systems, subsystems,
and equipment.

***Confidentiality:*** Preserving authorized restrictions on access and
disclosure, including means for protecting personal privacy and
proprietary information.

***Conformance Management:*** Conformance management is the process by
which the aircraft and the ground system exchange detailed data to
ensure that the aircraft's flight path and the ground system stored
flight plan match within defined parameters.

***Continuity:*** Continuity is the probability that the transaction
will be completed before the transaction expiration time, assuming that
data communications is available when the transaction is initiated.

***Control Position:*** A control position encompasses all sector air
traffic controllers working at a sector.

***Current Data Authority***: The ground authority permitted to conduct
a data communications session with an aircraft.

***Data Communications***: All services, hardware, and software procured
by the data communications program that supports the data communications
end-to-end service.

***Data Communications End-to-End Service***: The capability for
controllers and pilots or maintainers and test devices to exchange ATC
messages in a digital data format.

***Data Communications End-to-End System***: The end-to-end
infrastructure (including services, hardware, and software) that enables
the capability for controllers and pilots to exchange Air Traffic
Control (ATC) messages in digital format. This includes aircraft
avionics, ground system, and any service provider. The term digital
format does not preclude the possible use of voice recognition and
synthesis technology.

***Data Communications Ground System***: All ground based services,
hardware, and software that support the data communications end-to-end
service.

***Data Communications Ground Based Unique Equipment***: Any piece of
FAA ground equipment whose sole purpose is to support data
communications service.

***Display System:*** FAA ground equipment that displays flight and
surveillance data to the sector team.

***Eligible Aircraft***: Those aircraft for which a control position(s)
is responsible for providing ATC services.

***End-to-End***: Pertaining to or relating to an entire communication
path, typically from (1) the interface between the information source
and the communication system at the transmitting end to (2) the
interface between the communication system and the information user or
processor or application at the receiving end.

***End-to-End Data***: Data that is passed between the processor at the
controller's position (or other information source) and the airborne
processor.

***End-to-End Transfer Delay***: The period elapsed from the time at
which the originating user (or other information source) initiates the
triggering event until the time the transmitted information is available
for display to the intended recipient.

***End User***: An ultimate source and/or consumer of information.

***Enhanceability***: The capability of a system to interface with
additional unspecified systems, process data from those systems, and
accommodate improvements to hardware and software elements, with the
original architecture (no system or architecture modifications
required).

***Estimated Off Block Time***: The ICAO terminology for "Estimated Time
of Departure" (ETD).

***FAA-Owned or Operated Equipment:*** Any device or system component
that the FAA holds title to, is directly responsible for the continued
operation of, and/or which the FAA intends to take ownership of upon
termination of a lease.

***FAA Telecommunications Infrastructure:*** FAA ground equipment that
is used to interconnect the data communications system with ATN
communications service providers. It is also used for interfacility
communications.

***Failure***: The event or inoperable state in which any function,
within a subsystem that is being used as an integral part of the NAS
primary function, does not or would not perform as specified.

***Ground-based unique equipment installed in FAA-owned or provided
facilities:*** Any device or system component that is required to
provide, monitor or control any element of the data communications
service, and is physically located in a building, shelter or location
that is government owned or provided on behalf of the government.

***Integrity (non-security)***: Integrity is the acceptable rate of
transactions completed with undetected error.

Note: Integrity relates to the trust which can be placed in the
correctness of the information provided.

***Integrity (security):*** Guarding against improper information
modification or destruction, and includes ensuring information
non-repudiation and authenticity.

***Key Parameter***: Requirements that must be met to provide a
minimally acceptable level of service. When key parameters are not met
the program will be subject to termination by the Joint Resources
Council.

***Lowest Replaceable Unit***: The lowest replaceable component at the
site.

***M&C:*** The FAA ground equipment that displays system monitor and
control information to the airway facilities team.

***Mean Time Between Failures***: A basic measure of reliability for
items: The mean number of life units during which all parts of the item
perform within their specified limits, during a particular measurement
interval under stated conditions.

***Mean Time to Repair***: Mean Time to Repair includes diagnostic time,
removal of the failed LRU, replacement and installation of the new LRU
including any adjustments or data loading necessary to initialize the
LRU, and all adjustments required to return the subsystem to normal
operation and to perform certification.

***Mean Time to Restore Service***: The mean time required to restore
functionality, performance, and the operational state existing prior to
any failure.

***Next Data Authority***: The ground system that provides for the
establishment and maintenance of a transport connection for the purposes
of rapid switching to the Current Data Authority (CDA) state and
conducting a data communications dialogue pertaining to the services of
the receiving Air Traffic Services unit when the aircraft designates it
as the CDA.

***Normal Termination***: The intentional discontinuation of service.

***Outstanding Messages***: Messages that have not received a qualified
response from the intended recipient.

***Qualification***: Evaluation of the implementation and performance to
its requirements document.

***Reliability***: A characteristic of a system element or service
expressed as the Mean Time Between Failure (MTBF). MTBF is computed as
the mean time from an initial instant when the element or service is
available until the next failure event.

***Security Controls***: The management, operational, and technical
controls (safeguards or countermeasures) prescribed for an information
system, which taken together, adequately protect the confidentiality,
integrity, and availability of the system, its data, and information.

***Service Transaction***: A transaction begins when a controller,
pilot, or automation sends a message that requires an operational
response. The transaction ends when the initiator receives the
operational response for the initial message. In most cases, this is two
messages. Note that this does not include non-operational messages such
as transport layer acknowledgements and logical acknowledgements. A
Standby response does not close the transaction.

***Terminal***: The terminal, terminal area, or terminal airspace is a
generic term that includes tower airspace and TRACON airspace.

***Threshold***: Minimum or maximum acceptable operational value for
system capability or characteristic that, in the user's judgment, is
necessary to provide an operational capability that will satisfy the
mission need.

***Tools***: An application that supports the operation of the NAS. A
tool generally has an interface to the user for input, output, or both,
but may perform some functions directly between systems without user
interaction. Data communications tools allow the controller and flight
crew to initiate the transfer of data between the air and the ground and
to monitor responses for the opposing system.

***Trajectory Agreement***: A trajectory agreement consists of a 4-D
route and the conformance parameters for that route.

[]{#__RefHeading___Toc177274045 .anchor}Appendix D References

Note: The latest version of all referenced material will be used. Where
there is conflict between the documents, FAA Orders will take
precedence.

36 CFR 1194, *Electronics and Information Technology Accessibility
Standard*

*Acquisition Management System (AMS) Test & Evaluation Process
Guidelines*

*Aeronautical Information Manual*

ANSI/IEEE 1100-1992, *Grounding Shielding and Bonding*

ASD-100-SSE-1, *NAS Modernization System Safety Management Program*

ASTM-D3951, *Standard Practice for Commercial Packaging*

ATO-S 2006-1, *Safety Risk Management Guidance for System Acquisitions
(SRMGSA)*

Code of Federal Regulations, Title 40, *Environmental Protection*

*Communications Operating Concept and Requirements for the Future Radio
System*, COCR Version 2.0, dated May 4, 2007

Directive 2002/95/EC, *Reduction of Hazardous Substances*

DOT/FAA/CT-96/1 *Human Factors Design Guide (HFDG) for Acquisition of
Commercial-Off-the-Shelf Subsystems, Non-Developmental Items, and
Developmental Systems*

EIA-649-A, *National Consensus Standard for Configuration Management*

Executive Order 12196, *Occupational Safety and Health Program for
Federal Employees*

Executive Order 13123, *Greening the Government Through Efficient Energy
Management*, dated June 3, 1999

FAA Bar Coding Specification

FAA-C-1217, *Electrical Work, Interior*

FAA-G-2100G, *Electronic Equipment, General Requirements*

FAA HDBK-006, *Reliability, Availability, and Maintainability (RMA)
Handbook*

FAA *Human Factors Job Aid*

FAA Order 1100.157, *National Systems Engineering Divisions Maintenance
Program Procedures, Operational Support (AOS)*

FAA Order 1370.82A*, FAA Information Systems Security Program*

FAA Order 1375.4, *Standard Data Elements*

FAA Order 1380.40, *Airway Facilities Sector Level Staffing Standard
System*

FAA Order 1600.1, *Personnel Security Program*

FAA Order 1600.6, *Physical Security Management Program*

FAA Order 1600.69, *FAA Facility Security Management Program*

FAA Order 1600.72, *Contractor and Industrial Security Program*

FAA Order 1800.8F, *National Airspace Configuration Management*

FAA Order 3900.19B, *Occupational Safety and Health Program*

FAA Order 4140.1, *Integrated Material Management Program*

FAA Order 4500.3, *Federal Catalog and Standardization Programs (FCSP)*

FAA Order 4630.1, *Management of Depot Inventories of Operating
Material*

FAA Order 4630.2, *Standard Allowance of Supplies and Working Equipment
for National Airspace System Facilities*

FAA Order 4630.3, *Survey of Lost, Damaged, or Destroyed Personal
Government Personal Property*

FAA Order 4630.30, *Management and Control of NAS F&E Project Material*

FAA Order 4633.1, *Physical Inventory*

FAA Order 4650.31, *Vendor Shipments of Nationally Furnished
Operations-Funded Material*

FAA Order 4650.7, *Management of NAS F&E Project Material*

FAA Order 4770.3, *Transportation and Traffic Management of Government
Property*

FAA Order 4800.2, *Utilization and Disposal of Excess and Surplus
Personal Property*

FAA Order 6000.15, *General Maintenance Handbook for Airway Facilities*

FAA Order 6000.30, *National Airspace System Maintenance Policy*

FAA Order 6000.38, *Policy to Determine NAS Equipment Sparing
Requirements for Airways Facilities Work Centers*

FAA Order 6000.41, *Policy Governing Contractor-Assisted Maintenance For
The National Airspace System*

FAA Order 6030.45, *Facility Reference Data*

FAA Order 6630.4, *En Route Communications Installation Standards
Handbook*

FAA Order 6950.2, *Electrical Power Policy Implementation, NAS
Facilities*

FAA Order 6950.19, *Practices and Procedures for Lightning Protection
Grounding, Bonding, and Shielding Implementation*

FAA Order 6950.20, *Fundamental Considerations of Lightning Protection
Grounding, Bonding, and Shielding*

FAA Order 6950.22, *Maintenance of Electrical Power and Control Cables*

FAA Order 8040.4, *Safety Risk Management*

FAA Order 9550.8, *Human Factors Policy*

*FAA Safety Management System (SMS) Manual*

FAA-STD-019E, *Lightning and Surge Protection, Grounding, Bonding and
Shielding Requirements for Facilities and Equipment*

FAA-STD-025E, *Preparation of Interface Documentation*

FAA-STD-028C, *Contract Training Programs*

FAA-STD-60, *Data Standard for National Aerospace System*

FAA *System Safety Handbook*, December 30, 2000

FED-STD-795, *Uniform Federal Accessibility Standard (UFAS)*

Federal Aviation Regulations

FIPS PUB 140-2, *Security Requirements for Cryptographic Modules*

HF-STD-001, FAA *Human Factors Design Standard*

ICAO 9880-AN/466, *Manual On Detailed Technical Specifications For The
Aeronautical Telecommunication Network (ATN) using ISO/OSI standards and
protocols*

ICAO Doc 4444, *Procedures for Air Navigation Services -- Air Traffic
Management (PANS-ATM)*

ICAO SARPs, *Aeronautical Telecommunication Network (ATN), Volume II,
Part II, Communications Procedures, Chapter 5, Aeronautical Mobile
Service, Second Edition*

*ICAO Standards and Recommended Practices (SARPs), Aeronautical
Telecommunications, Annex 10 to the Convention on International Civil
Aviation, Volume III, Part I, Digital Communication Systems, Chapter 3,
Aeronautical Telecommunication Network (ATN)*

ISO 9001:2000 *Quality Management Systems Requirement, International
Organization for Standardization*

MIL-HDBK-46855A, *Human Engineering Program Process and Procedures*

MIL-STD-2073-1, *DOD Material Procedures for Development and Application
of Packaging Requirements*

NAS-SR-1000, *National Airspace System, System Requirements
Specification*

National Fire Protection Association Standard 70, *National Electric
Code*

RTCA DO-238*, Human Engineering Guidance for Data Link Systems*

RTCA DO-256*, Minimum Human Factors Standards for Air Traffic Services
Provided via Data Communications Utilizing the ATN, Builds I and IA*

RTCA DO-264, *Guidelines for Approval of ATS Supported by Data
Communications*

RTCA DO-278, *Guidelines for Communication, Navigation, Surveillance and
Air Traffic Management (CNS/ATM) Systems Software Integrity Assurance*

RTCA DO-280B, *Interoperability Requirements Standard For ATN Baseline 1
(INTEROP ATN B1)*

RTCA DO-290, *Safety and Performance Requirements Standard for Air
Traffic Data Link Services in Continental Airspace (Continental SPR
Standard), Change 2*

RTCA DO-305, *Future Air Navigation System 1/A (FANS 1/A) --
Aeronautical Telecommunications Network (ATN) Interoperability Standard*

RTCA DO-yyy, *Safety and Performance Requirements Standard for Advanced
Air Traffic Data Communications Services*, (draft)

Title 29 CFR 1960, *Basic Program Elements For Federal Employee Safety
And Health Programs And Related Matters*

[]{#__RefHeading___Toc177274046 .anchor}Appendix E COCR Mapping to Data
Communications Services

The following table is a mapping of the COCR identified services to the
data communications program services.

  ---------------------- ---------------------- ---------------- ----------- -----------
  **Data Communications  **COCR Capability**    **Data                       
  Functional Service**                          Communications               
                                                Service                      
                                                Availability**               

                                                **Segment One**  **Segment   **Segment
                                                                 Two**       Three**

  ATC Clearances         ATC Clearance Service  X                X           X
                         (ACL)                                               

  Free Text (e.g., ATC   ATC Microphone Check   X                X           X
  Microphone Check)      Service (AMC)                                       

  Initial 4-D            Common Trajectory      X                X           X
  Trajectories in mixed  Coordination Service                                
  airspace.              (COTRAC)                                            

  Unique Identification  Data Link Logon        X                X           X
                         Service (DLL)                                       

  D-ATIS                 Data Link Automatic    X                X           X
                         Terminal Information                                
                         Service (D-ATIS)                                    

  Departure Clearances   Departure Clearance    X                X           X
                         Service (DCL)                                       

  Automatic Hand-Off     ATC Communication      X                X           X
  Generation (providing  Management Service                                  
  frequency for voice    (ACM)                                               
  and connection mgmt                                                        
  for data)                                                                  

  Departure Taxi         Data Link Taxi Service X                X           X
  Clearances             (D-TAXI)                                            

  Uplink Controlled Time Arrival Manager        X                X           X
  of Arrival to          Information Delivery                                
  aircraft.              Service (ARMAND)                                    

  Aircrew Preferences    Pilot Preferences                       X           X
  (Aircraft              Downlink (PPD)                                      
  capabilities)                                                              

  Arrival Taxi           D-TAXI                                  X           X
  Instructions                                                               

  4-D Trajectory         COTRAC                                  X           X
  Agreements in                                                              
  Performance-Based                                                          
  Airspace (e.g., 60                                                         
  minutes conflict free)                                                     

  Down Stream Clearance  Down Stream Clearance                   X           X
  service (G-G           Service (DSC)                                       
  implementation)                                                            

  Conformance Management Flight Path Intent                      X           X
  (using ADS-C)          Service (FLIPINT)                                   

  Info on                Data Link Flight                        X           X
  Delays/Constraints     Update Service                                      
  (D-FLUP)               (D-FLUP)                                            

  M&S, C&P, ITP services Airborne Separation                                 X
  dependent on ACL       Assistance System                                   
  messages               (ASAS) Merging &                                    
                         Spacing (M&S),                                      
                         Crossing & Passing                                  
                         (C&P), In-Trail                                     
                         Procedures (ITP)                                    

  Widespread use of 4-D  COTRAC                                              X
  Trajectory Agreements                                                      
  down to Paired                                                             
  Approach (e.g., 2 hr.                                                      
  conflict free)                                                             

  Paired Approaches      Paired Approaches                                   X
                         (PAIRAPP)                                           
  ---------------------- ---------------------- ---------------- ----------- -----------

In the table above an X in a box indicates that service is planned to be
available in that data communications program segment.

[]{#__RefHeading___Toc177274047 .anchor}Appendix F Terminal Site Lists

The following table is the list of data communications TDLS sites for
Segment One.

[]{#__RefHeading___Toc177116945 .anchor}Table ‎14‑4 Segment One TDLS
Sites

  -----------------------------------------------------------------------------
  **ID**   **Facility**                            **CITY**         **STATE**
  -------- --------------------------------------- ---------------- -----------
  ABQ      Albuquerque International Sunport       Albuquerque      NM
           Airport                                                  

  ADW      Andrews Air Force Base                  Camp Springs     MD

  ALB      Albany International Airport            Albany           NY

  ANC      Ted Stevens Anchorage International     Anchorage        AK
           Airport                                                  

  ATL      Hartsfield-Jackson Atlanta              Atlanta          GA
           International Airport                                    

  AUS      Austin-Bergstrom International Airport  Austin           TX

  BDL      Bradley International Airport           Windsor          CT

  BNA      Nashville International Airport         Nashville        TN

  BOI      Boise Air Terminal/Gowen Field Airport  Boise            ID

  BOS      General Edward Lawrence Logan           Boston           MA
           International Airport                                    

  BUF      Buffalo Niagara International Airport   Buffalo          NY

  BUR      Bob Hope Airport                        Burbank          CA

  BWI      Baltimore/Washington International      Baltimore        MD
           Thurgood Marshall Airport                                

  CLE      Cleveland-Hopkins International Airport Cleveland        OH

  CLT      Charlotte/Douglas International Airport Charlotte        NC

  CMH      Fort Columbus International Airport     Columbus         OH

  CVG      Cincinnati/Northern Kentucky            Covington        KY
           International Airport                                    

  DAL      Dallas Love Field Airport               Dallas           TX

  DCA      Ronald Reagan Washington National       Washington       DC
           Airport                                                  

  DEN      Denver International Airport            Denver           CO

  DFW      Dallas/Fort Worth International Airport Dallas-Forth     TX
                                                   Worth            

  DTW      Detroit Metropolitan Wayne County       Detroit          MI
           Airport                                                  

  ELP      El Paso International Airport           El Paso          TX

  EWR      Newark Liberty International Airport    Newark           NJ

  FLL      Fort Lauderdale/Hollywood International Fort Lauderdale  FL
           Airport                                                  

  GSO      Piedmont Triad International Airport    Greensboro       NC

  HNL      Honolulu International Airport          Honolulu         HI

  HOU      William P. Hobby Airport                Houston          TX

  HPN      Westchester County Airport              White Plains     NJ

  IAD      Washington Dulles International Airport Washington       DC

  IAH      George Bush Intercontinental/Houston    Houston          TX
           Airport                                                  

  IND      Indianapolis International Airport      Indianapolis     IN

  JAX      Jacksonville International Airport      Jacksonville     FL

  JFK      John F. Kennedy International Airport   New York         NY

  LAS      McCarran International Airport          Las Vegas        NV

  LAX      Los Angeles International Airport       Los Angeles      CA

  LGA      La Guardia Airport                      New York         NY

  LIT      Adams Field Airport                     Little Rock      AR

  MCI      Kansas City International Airport       Kansas City      MO

  MCO      Orlando International Airport           Orlando          FL

  MDW      Chicago Midway International Airport    Chicago          IL

  MEM      Memphis International Airport           Memphis          TN

  MIA      Miami International Airport             Miami            FL

  MKE      General Mitchell International Airport  Milwaukee        WI

  MSP      Minneapolis-St Paul                     Minneapolis      MN
           International/Wold-Chamberlain Airport                   

  MSY      Louis Armstrong New Orleans             New Orleans      LA
           International Airport                                    

  OAK      Metropolitan Oakland International      Oakland          CA
           Airport                                                  

  OKC      Will Rogers World Airport               Oklahoma City    OK

  OMA      Eppley Airfield Airport                 Omaha            NE

  ONT      Ontario Municipal Airport               Ontario          CA

  ORD      Chicago O\'Hare International Airport   Chicago          IL

  PBI      Palm Beach International Airport        West Palm Beach  FL

  PDX      Portland International Airport          Portland         OR

  PHL      Philadelphia International Airport      Philadelphia     PA

  PHX      Phoenix Sky Harbors International       Phoenix          AZ
           Airport                                                  

  PIT      Pittsburgh International Airport        Pittsburgh       PA

  PVD      Theodore Francis Green State Airport    Providence       RI

  RDU      Raleigh/Durham International Airport    Raleigh/Durham   NC

  RNO      Reno/Tahoe International Airport        Reno             NV

  SAN      San Diego International Airport         San Diego        CA

  SAT      San Antonio International Airport       San Antonio      TX

  SDF      Louisville International-Standiford     Louisville       KY
           Field Airport                                            

  SEA      Seattle/Tacoma International Airport    Seattle          WA

  SFO      San Francisco International Airport     San Francisco    CA

  SJC      Norman Y. Mineta San Jose International San Jose         CA
           Airport                                                  

  SJU      Louis Munoz Marin International Airport San Juan         PR

  SLC      Salt Lake City International Airport    Salt Lake City   UT

  SMF      Sacramento International Airport        Sacramento       CA

  SNA      John Wayne Airport-Orange County        Santa Anna       CA
           Airport                                                  

  STL      Lambert-St. Louis International Airport St. Louis        MO

  TEB      Teterboro Airport                       Teterboro        NJ

  TPA      Tampa International Airport             Tampa            FL

  TUL      Tulsa International Airport             Tulsa            OK
  -----------------------------------------------------------------------------

The following table is the list of data communications airport tower
sites for Segment Two that are in addition to the Segment One data
communications sites.

[]{#__RefHeading___Toc177116946 .anchor}Table ‎14‑5 Segment Two Tower
Sites

  --------------------------------------------------------------------------------
  **ID**   **Facility**                             **CITY**           **STATE**
  -------- ---------------------------------------- ------------------ -----------
  ABE      LEHIGH VALLEY INTERNATIONAL ARPT         Allentown          PA

  ACY      ATLANTIC CITY INTERNATIONAL ARPT         Atlantic City      NJ

  AHN      ATHENS/BEN EPPS ARPT                     Athens             GA

  ANE      ANOKA COUNTY-BLAINE ARPT(JANES FIELD)    Minneapolis        MN
           ARPT                                                        

  APA      CENTENNIAL ARPT                          Denver             CO

  APC      NAPA COUNTY ARPT                         Napa               CA

  ARR      AURORA MUNI ARPT                         Chicago/Aurora     IL

  AXH      HOUSTON SOUTHWEST ARPT                   Houston            TX

  BDR      IGOR SIKORSKY MEM ARPT                   Bridgeport         CT

  BFI      BOEING FIELD AIRPORT                     Seattle            WA

  BHM      BIRMINGHAM INTL ARPT                     Birmingham         AL

  BIL      BILLINGS LOGAN INTERNATION ARPT          Billings           MT

  CAE      COLUMBIA METROPOLITAN ARPT               Columbia           SC

  CCR      BUCHANAN FIELD ARPT                      Concord            CA

  CDW      ESSEX COUNTY ARPT                        Caldwell           NJ

  CNO      CHINO ARPT                               Chino              CA

  CPR      NOTRONA COUNTY INTERNATIONAL ARPT        Casper             NY

  CRP      CORPUS CHRISTI INTERNATIONAL ARPT        Corpus Christi     TX

  CRQ      MC CLELLAN-PALOMAR ARPT                  Carlsbad           CA

  CSG      COLUMBUS METROPOLITAN ARPT               Columbus           GA

  DAY      JAMES M COX DAYTON INTL ARPT             Vandalia           OH

  DPA      DUPAGE ARPT                              Chicago/West       IL
                                                    Chicago            

  DSM      DES MOINES INTERNATIONAL ARPT            Des Moines         IA

  DVT      PHOENIX DEER VALLEY ARPT                 Phoenix            AZ

  DWH      DAVID WAYNE HOOKS MEMORIAL ARPT          Houston            TX

  EMT      EL MONTE ARPT                            El Monte           CA

  ENW      KENOSHA REGIONAL ARPT                    Kenosha            WI

  EVV      EVANSVILLE REGIONAL ARPT                 Evansville         IN

  FAI      FAIRBANKS INTERNATIONAL ARPT             Fairbanks          AK

  FCM      FLYING CLOUD ARPT                        Minneapolis        MN

  FDK      FREDERICK MUNICIPAL ARPT                 Frederick          MD

  FFZ      FALCON FLD ARPT                          Mesa               AZ

  FRG      REPUBLIC ARPT                            Farmingdale        NY

  FTY      FULTON COUNTY AIRPORT-BROWN FIELD ARPT   Atlanta            GA

  FWA      FORT WAYNE INTERNATIONAL ARPT            Fort Wayne         IN

  FXE      FORT LAUDERDALE EXECUTIVE ARPT           Fort Lauderdale    FL

  GEG      SPOKANE INTERNATIONAL ARPT               Spokane            WA

  GLS      SCHOLES INTERNATIONAL ARPT AT GALVESTON  Galveston          TX

  GYR      PHOENIX GOODYEAR ARPT                    Goodyear           AZ

  HEF      MANASSAS REGIONAL/HARRY P. DAVIS FIELD   Manassas           VA
           ARPT                                                        

  HHR      JACK NORTHROP FIELD/HAWTHORNE MUNICIPAL  Hawthorne          CA
           ARPT                                                        

  HPN      WESTCHESTER COUNTY ARPT                  White Plains       NY

  HVN      TWEED-NEW HAVEN ARPT                     New Haven          CT

  HWD      HAYWARD EXECUTIVE ARPT                   Hayward            CA

  ICT      WICHITA MID-CONTINENT ARPT               Wichita            KS

  ILG      NEW CASTLE COUNTY ARPT                   Wilmington         DE

  ISP      LONG ISLAND MAC ARTHUR ARPT              Islip              NY

  JVL      SOUTHERN WISCONSIN REGIONAL ARPT         Janesville         WI

  LGB      LONG BEACH /DAUGHERTY FIELD/ ARPT        Long Beach         CA

  LMT      KLAMATH FALLS ARPT                       Klamath Falls      OR

  LVK      LIVERMORE MUNI ARPT                      Livermore          CA

  LWS      LEWISTON-NEZ PERCE COUNTY ARPT           Lewiston           ID

  MAF      MIDLAND INTERNATIONAL ARPT               Midland            TX

  MCN      MIDDLE GEORGIA REGIONAL ARPT             Macon              GA

  MGM      MONTOGOMERY REGIONAL ARPT                Montgomery         AL

  MHT      MANCHESTER ARPT                          Manchester         NH

  MIC      CRYSTAL ARPT                             Minneapolis        MN

  MLB      MELBOURNE INTL ARPT                      Melbourne          FL

  MMU      MORRISTOWN MUNI ARPT                     Morristown         NJ

  MOD      MODESTO CITY-CO-HARRY SHAM FLD ARPT      Modesto            CA

  MRY      MONTEREY PENINSULA ARPT                  Monterey           CA

  MYF      MONTGOMERY FIELD ARPT                    San Diego          CA

  OGG      KAHULUI ARPT                             Kahului            HI

  OMN      ORMOND BEACH MUNICIPAL                   Ormond Beach       FL

  ORL      EXECUTIVE ARPT                           Orlando            FL

  PAE      SNOHOMISH COUNTY (PAINE FLD) ARPT        Everett            WA

  PAO      PALO ALTO ARPT OF SANTA CLARA CO ARPT    Palo Alto          CA

  PDK      DEKALB-PEACHTREE ARPT                    Atlanta            GA

  PNE      NORTHEAST PHILADELPHIA ARPT              Philadelphia       PA

  POC      BRACKETT FIELD ARPT                      La Verne           CA

  POU      DUTCHESS COUNTY ARPT                     Poughkeepsie       NY

  PRC      ERNEST A. LOVE FIELD ARPT                Prescott           AZ

  PWK      CHICAGO EXECUTIVE ARPT                   Chicago/Prospect   IL
                                                    Heights/Wheeling   

  RAL      RIVERSIDE MUNI ARPT                      Riverside          CA

  RDM      ROBERTS FIELD ARPT                       Redmond            OR

  RFD      CHICAGO/ROCKFORD INTL ARPT               Chicago/Rockford   IL

  RHV      REID-HILLVIEW OF SANTA CLARA COUNTY ARPT San Jose           CA

  RIC      RICHMOND INTERNATIONAL ARPT              Richmond           VA

  RSW      SOUTHWEST FLORIDA INTL ARPT              Fort Myers         FL

  SAC      SACRAMENTO EXECUTIVE ARPT                Sacramento         CA

  SCK      STOCKTON METROPOLITAN ARPT               Stockton           CA

  SDL      SCOTTSDALE ARPT                          Scottsdale         AZ

  SEE      GILLESPIE FIELD ARPT                     San Diego/El Cajon CA

  SFB      ORLANDO SANFORD ARPT                     Orlando            FL

  SLE      MCNARY FLD ARPT                          Salem              OR

  SMO      SANTA MONICA MUNI ARPT                   Santa Monica       CA

  SNS      SALINAS MUNI ARPT                        Salinas            CA

  STP      ST PAUL DOWNTOWN HOLMAN FLD ARPT         St Paul            MN

  STS      CHARLES M. SCHULZ SONOMA COUNTY ARPT     Santa Rosa         CA

  TIX      SPACE COAST REGIONAL ARPT                Titusville         FL

  TLH      TALLAHASEE REGIONAL ARPT                 Tallahassee        FL

  TMB      KENDALL-TAMIAMI EXECUTIVE ARPT           Miami              FL

  TOA      ZAMPERINI FIELD ARPT                     Torrance           CA

  TUS      TUCSON INTL ARPT                         Tucson             AZ

  UGN      WAUKEGAN REGIONAL ARPT                   Chicago/Waukegan   IL

  VGT      NORTH LAS VEGAS ARPT                     Las Vegas          NV

  VNY      VAN NUYS ARPT                            Van Nuys           CA
  --------------------------------------------------------------------------------

The following table is the list of data communications TRACON sites for
Segment Two.

[]{#__RefHeading___Toc177116947 .anchor}Table ‎14‑6 Segment Two TRACON
Sites

  ------------------------------------------------------------------------------
  **ID**   **Facility**                             **CITY**         **STATE**
  -------- ---------------------------------------- ---------------- -----------
  A80      Atlanta TRACON                           Peachtree City   GA

  A90      Boston TRACON                            Boston           MA

  ABQ      Albuquerque TRACON                       Albuquerque      NM

  ALB      Albany TRACON                            Albany           NY

  AUS      Austin TRACON                            Austin           TX

  BNA      Nashville TRACON                         Nashville        TN

  BOI      Boise TRACON                             Boise            ID

  BUF      Buffalo TRACON                           Buffalo          NY

  C90      Chicago TRACON                           Elgin            IL

  CLE      Cleveland TRACON                         Cleveland        OH

  CLT      Charlotte TRACON                         Charlotte        NC

  CMH      Columbus TRACON                          Columbus         OH

  CVG      Cincinnati TRACON                        Covington        KY

  D01      Denver TRACON                            Denver           CO

  D10      Dallas-Fort Worth TRACON                 Dallas-Forth     TX
                                                    Worth            

  D21      Detroit TRACON                           Detroit          MI

  ELP      El Paso TRACON                           El Paso          TX

  GSO      Greensboro TRACON                        Greensboro       NC

  I90      Houston TRACON                           Houston          TX

  IND      Indianapolis TRACON                      Indianapolis     IN

  JAX      Jacksonville TRACON                      Jacksonville     FL

  L30      Las Vegas TRACON                         Las Vegas        NV

  LIT      Little Rock TRACON                       Little Rock      AR

  M98      Minneapolis TRACON                       Minneapolis      MN

  MCI      Kansas City TRACON                       Kansas City      MO

  MCO      Orlando TRACON                           Orlando          FL

  MEM      Memphis TRACON                           Memphis          TN

  MIA      Miami TRACON                             Miami            FL

  MKE      Milwaukee TRACON                         Milwaukee        WI

  MSY      New Orleans TRACON                       New Orleans      LA

  N90      New York TRACON                          Ronkonkoma       NY

  NCT      Northern California TRACON               Sacramento       CA

  OKC      Oklahoma City TRACON                     Oklahoma City    OK

  P50      Phoenix TRACON                           Phoenix          AZ

  P80      Portland TRACON                          Portland         OR

  PBI      Palm Beach TRACON                        West Palm Beach  FL

  PCT      Potomac TRACON                           Warrenton        VA

  PHL      Philadelphia TRACON                      Philadelphia     PA

  PIT      Pittsburgh TRACON                        Pittsburgh       PA

  PVD      Rhode Island TRACON                      Providence       RI

  RDU      Raleigh/Durham TRACON                    Raleigh/Durham   NC

  RNO      Reno/Tahoe TRACON                        Reno             NV

  S46      Seattle/Tacoma TRACON                    Seattle/Tacoma   WA

  S56      Salt Lake City TRACON                    Salt Lake City   UT

  SAT      San Antonio TRACON                       San Antonio      TX

  SCT      Southern California TRACON               San Diego        CA

  SDF      Louisville TRACON                        Louisville       KY

  T75      St. Louis TRACON                         St. Louis        MO

  TPA      Tampa TRACON                             Tampa            FL

  TUL      Tulsa TRACON                             Tulsa            OK
  ------------------------------------------------------------------------------

[^1]:
    > *During the transition from domains which **are** equipped for
    > data communications to those that **are not**, the data
    > communications system must have knowledge of what control
    > position/facility is equipped to provide data communications
    > services. Managing the data communications eligibility transfer to
    > that control position in a manner which protects the integrity of
    > data communications to ensure that errors are not introduced by
    > inadvertent data communications exchanges before eligibility is
    > established is of paramount importance and will be a key
    > requirement of the FAA's Data Communications infrastructure.*