Appendix 1 to AMC 20-9 PDC versus DCL: A Comparison

• ED Decision 2006/012/R found in: AMC-20 Amdt 21 - Airworthiness of Products, Parts and Appliances (Apr 2021)

Appendix 1to AMC 20-9 PDC versus DCL: A Comparison ED Decision 2006/012/R The US Pre-Departure Clearance. In the United States, the concept of Pre-departure Clearance is used where PDC messages are delivered via the airlines own ACARS network and operational host computer. The airline host, or the flight crew, initiates the process for the generation of the PDC by submitting the flight plan information to the air traffic service, which in turn forwards the flight strip information to the appropriate airport control tower. Approximately 30 minutes before the aircraft is scheduled to depart, the approved PDC is transmitted from the tower via ground-ground data link to the airline host computer. The airline host responds with an acknowledgement that ultimately feeds back to the tower PDC workstation. Depending upon the airline capabilities, the PDC may then be transmitted directly to the aircraft flight deck via the ACARS data link. If the aircraft is not equipped with ACARS, the approved PDC is sent to an airport gate printer for delivery by hand in printed format to the aircraft. For a clearance requested from the aircraft, the flight crew will initiate a PDC request via the ACARS data link network to the airline host computer. The host will then respond via the ACARS network with the approved PDC. Thus, the airline is responsible for ensuring that the clearance is delivered to the flight crew. Without PDC, Instrument Flight Rule (IFR) clearances for departing aircraft are provided by the clearance-delivery controller via a tower voice channel. The PDC is pre-formatted in an ARINC 620 free text message. The ARINC 623 standard also may be used but it is not required. All failures are classified Minor by the fact that flight crew has to follow a procedure to verify the information with the initial flight plan and, by voice communication, with departure control. Guidance on the use of PDC may be found in FAA document Safety and Interoperability Requirements for Pre-Departure Clearance, issued by AIR-100 on April 21, 1998. The European Departure Clearance. In Europe, departure clearance over ACARS is a direct ATC to pilot data link communication based on the EUROCAE ED-85A and ARINC 623 standards. The clearance delivered by data link is fully considered as an ATC departure clearance and it is not the responsibility of the airline to ensure delivery via its own facilities. ARINC 623 provides enhanced integrity of end-to-end communication, compared to ARINC 620 as used in the USA. However, flight crew verification procedures may still be required due to departure clearance options such as alternative SIDs, or to satisfy AIP requirements for local safety reasons. Current operational implementation in Europe does not include a re-issued clearance capability, which is under study by some ATS providers. [Amdt 20/1] Appendix 1 to AMC 20-9 PDC versus DCL: A Comparison ED Decision 2006/012/R The US Pre-Departure Clearance. In the United States, the concept of Pre-departure Clearance is used where PDC messages are delivered via the airlines own ACARS network and operational host computer. The airline host, or the flight crew, initiates the process for the generation of the PDC by submitting the flight plan information to the air traffic service, which in turn forwards the flight strip information to the appropriate airport control tower. Approximately 30 minutes before the aircraft is scheduled to depart, the approved PDC is transmitted from the tower via ground-ground data link to the airline host computer. The airline host responds with an acknowledgement that ultimately feeds back to the tower PDC workstation. Depending upon the airline capabilities, the PDC may then be transmitted directly to the aircraft flight deck via the ACARS data link. If the aircraft is not equipped with ACARS, the approved PDC is sent to an airport gate printer for delivery by hand in printed format to the aircraft. For a clearance requested from the aircraft, the flight crew will initiate a PDC request via the ACARS data link network to the airline host computer. The host will then respond via the ACARS network with the approved PDC. Thus, the airline is responsible for ensuring that the clearance is delivered to the flight crew. Without PDC, Instrument Flight Rule (IFR) clearances for departing aircraft are provided by the clearance-delivery controller via a tower voice channel. The PDC is pre-formatted in an ARINC 620 free text message. The ARINC 623 standard also may be used but it is not required. All failures are classified Minor by the fact that flight crew has to follow a procedure to verify the information with the initial flight plan and, by voice communication, with departure control. Guidance on the use of PDC may be found in FAA document Safety and Interoperability Requirements for Pre-Departure Clearance, issued by AIR-100 on April 21, 1998. The European Departure Clearance. In Europe, departure clearance over ACARS is a direct ATC to pilot data link communication based on the EUROCAE ED-85A and ARINC 623 standards. The clearance delivered by data link is fully considered as an ATC departure clearance and it is not the responsibility of the airline to ensure delivery via its own facilities. ARINC 623 provides enhanced integrity of end-to-end communication, compared to ARINC 620 as used in the USA. However, flight crew verification procedures may still be required due to departure clearance options such as alternative SIDs, or to satisfy AIP requirements for local safety reasons. Current operational implementation in Europe does not include a re-issued clearance capability, which is under study by some ATS providers. [Amdt 20/1] Appendix 1to AMC 20-9 PDC versus DCL: A Comparison ED Decision 2006/012/R The US Pre-Departure Clearance. In the United States, the concept of Pre-departure Clearance is used where PDC messages are delivered via the airlines own ACARS network and operational host computer. The airline host, or the flight crew, initiates the process for the generation of the PDC by submitting the flight plan information to the air traffic service, which in turn forwards the flight strip information to the appropriate airport control tower. Approximately 30 minutes before the aircraft is scheduled to depart, the approved PDC is transmitted from the tower via ground-ground data link to the airline host computer. The airline host responds with an acknowledgement that ultimately feeds back to the tower PDC workstation. Depending upon the airline capabilities, the PDC may then be transmitted directly to the aircraft flight deck via the ACARS data link. If the aircraft is not equipped with ACARS, the approved PDC is sent to an airport gate printer for delivery by hand in printed format to the aircraft. For a clearance requested from the aircraft, the flight crew will initiate a PDC request via the ACARS data link network to the airline host computer. The host will then respond via the ACARS network with the approved PDC. Thus, the airline is responsible for ensuring that the clearance is delivered to the flight crew. Without PDC, Instrument Flight Rule (IFR) clearances for departing aircraft are provided by the clearance-delivery controller via a tower voice channel. The PDC is pre-formatted in an ARINC 620 free text message. The ARINC 623 standard also may be used but it is not required. All failures are classified Minor by the fact that flight crew has to follow a procedure to verify the information with the initial flight plan and, by voice communication, with departure control. Guidance on the use of PDC may be found in FAA document Safety and Interoperability Requirements for Pre-Departure Clearance, issued by AIR-100 on April 21, 1998. The European Departure Clearance. In Europe, departure clearance over ACARS is a direct ATC to pilot data link communication based on the EUROCAE ED-85A and ARINC 623 standards. The clearance delivered by data link is fully considered as an ATC departure clearance and it is not the responsibility of the airline to ensure delivery via its own facilities. ARINC 623 provides enhanced integrity of end-to-end communication, compared to ARINC 620 as used in the USA. However, flight crew verification procedures may still be required due to departure clearance options such as alternative SIDs, or to satisfy AIP requirements for local safety reasons. Current operational implementation in Europe does not include a re-issued clearance capability, which is under study by some ATS providers. [Amdt 20/1]