698KA8-DDLS FY2026 Market Survey Question and Answer Form - FAA Response.pdf

Number Reference Exerpt Question FAA's Answer 1 §7.1/§8.1 (pg. 6) vs. Q&A

Form 'Instructions' tab Survey lists "9-AJO-AJM-DDLS@faa.gov"; the Q&A form Instructions tab lists "9-AJM- DDLS@faa.gov".

The survey body and the Q&A form instructions list different group mailbox addresses. Please confirm the correct group email address to which responses and questions should be sent.

The correct group e-mail box for submissions is 9-AJO- AJM-DDLS@faa.gov

2 §4.1 Scope of this Market Survey (pg. 2); DDLSNSD

"The primary scope of this market survey is for the provision of operational network services and associated monitoring ...

referred to as the Data Communications Network Service (DCNS)."

Will the Government make the interface specifications and control documents required to interoperate at the FAA demarcation (e.g., ERAM/TDLS interfaces, the NAS Enterprise Security Gateway, the FANS message set, and the DDLS Network Service Description) available to all interested offerors, including non-incumbents, and at what point in the acquisition?

Yes. The program expects that these artifacts should be available with the release of a draft SIR. Currently the program expects a draft SIR to be released in Q2 FY28.

3 §4.1 (pg. 2) and Question 4.d (pg. 4)

"Can the functional and performance requirements be technology agnostic, yet still support the use of the FANS application in aircraft?"

Does the FAA intend to specify DDLS functional and performance requirements in a bearer-agnostic, performance-based manner (permitting media other than VDL-2 that meet FANS compatibility and the stated performance thresholds), or is continued use of VDL Mode 2 a mandatory requirement?

The FAA does not intend for DDLS implementation to adversely affect aircraft operators or users relying on currently equipped avionics and VHF-based Data Comm services. However, the FAA is open to industry-proposed alternative communications technologies or bearer solutions for future consideration, provided they meet applicable functional, performance, interoperability, security, availability, and operational requirements and can be introduced without disrupting existing services or requiring unacceptable impacts to the current avionics population.

4 §4.1 (pg. 2); Questions 2.d–2.f (pg. 3–4)

"Under the current DCIS contract, combination of the operational network service and monitoring service is referred to as the Data Communications Network Service (DCNS)."

Given the FAA's recent use of multiple-qualified-vendor structures under the Brand-New Air Traffic Control System initiative (for example, the Surface Awareness Initiative), does the Government anticipate structuring DDLS as a multiple-qualified-provider acquisition — with each qualified provider delivering the complete service (operational network and its associated monitoring) for an assigned region or domain, coordinated at the FAA program level — rather than as a single-integrator model?

The program is considering a multiple qualified vendor approach along with other approaches. In all approaches a provider needs to supply the service to all operational facilities (which currently includes all 65 airports and all 20 operational en route centers).

698KA8-DDLS FY2026 - DDLS Market Survey 2 Question & Answer Form FAA Response

5 SAM.gov Notice — Classification (Set-Aside;

NAICS 517111)

SAM.gov notice, Classification: "Original Set Aside: No Set aside used"; "NAICS Code 517111 — Wired Telecommunications Carriers."

Does the Government anticipate conducting the anticipated DDLS Screening Information Request on a full and open (unrestricted) basis, consistent with the "No Set aside used" designation in this notice? If small-business participation is a consideration, how does the Government intend to address it — for example, through subcontracting goals — so that both small and other-than-small businesses can compete at the prime level?

The FAA anticipates conducting a full and open competition for DDLS. The FAA does expect to establish small business goals per the agency requirements.

6 Question 4.c (pg. 4) "movement and non-movement areas at 65 airports, the arrival and departure flows from these airports as well as CONUS Class A Airspace have coverage."

Will the Government provide the list of the 65 airports and a definition of the required arrival/departure flow and CONUS Class A coverage volumes (e.g., altitude floors/ceilings and lateral extents) so that offerors can develop consistent coverage and cost estimates?

The FAA will provide the list of the 65 airports no later than the industry day and the definition of the arrival/departure flow and CONUS Class A coverage volumes will be developed in the DDLS requirements and will be based upon input. The FAA intends to release the requirements with a draft SIR.

7 §9.1 Future Activities (pg.

7)

"The Data Comm program anticipates conducting an Industry Day in late summer / early fall, which will include one-on-one sessions with interested parties."

Will the Government publish the Industry Day date(s), format (in-person/virtual), and the registration and one-on-one session request procedures via SAM.gov, and will one-on-one sessions be offered to all respondents?

The FAA will provide details on the date of the industry day, link to virtual access. The process for registering for one-on-one sessions will be offered to all respondents and will be posted on SAM.gov.

8 6.1 A page limit is not enforced, would 30 pages or less assist the reviewers in assimilating the information provided?

The FAA is interested in relevent and complete feedback.

Please use the number of pages you feel is necessary to provide this.

9 5.1.2.b Will FAA create and lead an industry forum to promote new technologies (similar to SESAR in Europe)?

The FAA will participate in such forums. The FAA is embracing new technologies, but the official position is continuing to evolve.

10 2.d What would be the integrators scope, roles & responsibilities, and point of demarcation in DDLS? Will FAA takeover any partial role of existing 'integrator's' role? Will FAA provide any system/solution (HW/SW) to potential new "integrator"?

The FAA has made no decision on the need for an integrator for DDLS and seeks industry input on the role of a DDLS provider. The current DCIS contract is a service contract. The FAA does not own any of the currently provided DCNS infrastructure.

11 5.1 & 2.d What is limiting FAA from performing the "integrator" role for DDLS Program?

The FAA is seeking input for the best model for providing

DDLS.

12 5.1.4.a What are FAA's overall objective of DDLS Program? What constitutes a success and failure of the DDLS Program?

The FAA has provided the current objectives of the DDLS program within Section 3.1 of the market survey announcement.

13 5.1.4.i What additional message set (applications) and aircraft types does FAA plan to support in the future?

The FAA is considering what the full scope of DDLS will

be. Currently, only a subset of FANS CPDLC messages have been implemented in automation. There may be additional FANS messages which could be implemented in the future.

14 5.1.4.c Will FAA share airport modernization plans of 65 (and possible more) airports?

Currently the program does not have this information.

As it becomes known, the FAA will see to what extent this information can be shared.

15 4.1 Scope of this Market Survey

"The primary scope of this market survey is for the provision of operational network services and associated monitoring as shown in the figure below."

Beyond the routing of CPDLC messages to/from the CSPs, can the FAA identify the complete set of functions currently performed within the DCNS that are expected to be provided under DDLS? For example, does the scope include the DLD service that provides CPDLC messages to Airline Operation Centers (AOCs) via SWIM, and are there other gateway or application-layer functions that a DDLS provider would be expected to support?

The FAA is seeking input on the best model for providing DDLS and any associated requirements to include. The FAA will develop DDLS requirements and based upon input intends to release the requirements with a draft

SIR.

16 5.1 Questions to Industry, Question 5.a

"What do you consider the significant operational, technical, and programmatic challenges and risks during a like-for-like transition from incumbent to new provider?

How can these challenges and risks be mitigated?"

Can the FAA clarify the intent of "like-for-like" in the context of transition? Specifically, does "like-for-like" mean a new provider must replicate the incumbent's exact reporting formats, tools, and metrics (e.g., the specific structure and content of existing performance reports), or does it mean achieving the same operational outcomes and meeting the same performance requirements through potentially different or improved methods? Is there flexibility for a new provider to deliver equivalent or enhanced monitoring and reporting capabilities using alternative approaches, provided the FAA's underlying information needs are met?

The FAA is focused on the latter alternative identified within the question, i.e. achieving similar or better operational outcomes and performance.

17 3.1 Program Objectives "Facilitate a transition from DCIS to DDLS that minimizes technical and operational risk."

Upon expiration of the current DCIS contract, what is the anticipated disposition of contractor-owned or contractor-developed infrastructure currently deployed for the DCNS (e.g., FANS Gateway hardware/software, ground-ground network equipment, monitoring systems, and tools hosted at Service Delivery Points)? Does the existing DCIS contract contain provisions — such as data rights, government property clauses, or technical data deliverables — that would make this infrastructure, its design documentation, or associated intellectual property available to the Government or a successor provider? Will a follow-on provider be expected to deploy entirely new infrastructure, or will there be an opportunity to acquire or utilize existing assets?

The FAA does not own any of the currently provided DCNS infrastructure, nor does it have a license to make it available to successor provider(s).

18 5.1 Questions to Industry, Question 5.f

"What strategy would you propose to make the transition as operationally transparent to end-to-end users as possible? What strategies would be implemented to ensure the transition remains operationally transparent?"

Will the FAA require the incumbent to provide technical documentation, network configurations, interface specifications, and historical performance data to a new DDLS provider during a transition period? If so, is there a mechanism (e.g., a contract deliverable or data rights clause under the current DCIS contract) that ensures this information is available to the Government for transfer?

The FAA is interested in any input on DDLS requirements for Government Furnished Information to facilitate transition. Once the FAA better understands what information will facilitate transition, it can assess what can be provided under the current contract terms and conditions.

19 5.1 Questions to Industry, Question 5.d / 9.2 Future Activities

"Is there a minimum period the transition should be for the scenarios identified in questions 5.a, 5.b, and 5.c?" / "The FAA anticipates releasing a SIR for the DDLS requirements in the Second quarter of

FY2029."

Given that transition activities such as system deployment, security authorization, and operational testing must be completed before a new provider can carry operational CPDLC traffic, and considering the anticipated SIR release in Q2 FY2029 relative to the DCIS contract expiration of September 30, 2029, should respondents assume a transition period that extends beyond the current DCIS contract expiration date?

There is a typo in the Market Survey. SIR release is anticipated in Q2 FY2028, not FY2029.

20 None provided None provided How will future incremental upgrades be managed to ensure interoperability and continuity of operations during deployment, including backward compatibility?

Ensuring interoperability and backward compatibality is a high priority for the FAA and remains under consideration because significant investment has been made in incentivizing equipage and the greater the equipage, the higher the benefit.

21 None provided None provided What contingency plans are in place to address service outages or failures in critical airspace volumes?

Currently the availability requirement is 0.9999 for the service. When outages occur, the FAA has a 24x7 monitoring approach that ensures outages are identified, notifications are in-place, and personnel are available to address the issues. Additional measures are being addressed in the follow-on contract to streamline the monitoring process and add robustness to the system.

22 None provided None provided What specific progress has been made in addressing prior audit findings related to unresolved cybersecurity vulnerabilities in DataComm systems?

The FAA follows the NIST Risk Management Framework and NIST 800-53 guidance to implement cybersecurity controls and address vulnerabilities.

23 None provided None provided How are minimum security controls—such as those outlined in NIST 800-53—being verified and enforced across both vendor and FAA systems?

Minimum security controls, including applicable NIST SP 800-53 controls, are verified through the FAA’s security assessment and continuous monitoring processes.

Verification includes periodic formal configuration and security control assessments, vulnerability/configuration scanning, review of security artifacts and system configurations, and remediation of identified findings.

These processes apply to both FAA-managed and vendor-provided system components, as applicable to the system authorization boundary and contractual security requirements.

24 None provided None provided How is coordination among vendors and stakeholders managed through Technical Interchange Meetings, and what mechanisms are in place to resolve integration issues?

The Data Communications Implementation Team (DCIT) was formed to provide a forum for the stakeholders to identify issues, collaborate and resolve issues.

Subgroups are formed within the DCIT that include TIMS to collaboratively work through issues.

25 None provided None provided Is there a plan for phased expansion of coverage to ensure DDLS services reach all intended operational profiles and user segments?

DDLS will provide the existing service footprint and operational profiles for both En Route CPDLC and Tower Data Link Services (TDLS). En Route service is generally provided at 16,000 feet and above, with additional coverage in and around key airports to support operational needs. The FAA remains open to evaluating future coverage changes or expansion if operational requirements, user needs, technology, or other emerging considerations warrant them.

26 None provided None provided Lastly, how will DDLS impact pilots’ use of data communications?

DDLS is a continuation of network services that carry the messages between the pilots and controllers. DDLS will not affect the pilot's use of data communications.