White Lists

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The White List

MUAC, Skyguide, Nav Portugal and DSNA are currently operating a white list which is intended to only allow aircraft that are known to suffer a lower provider abort (PA) rate to logon. Only the aircraft on the white list will be able to connect to these ANSPs. The objective of this white list is to reduce the rate of PAs suffered by the operational controllers and is likely to remain in place for some considerable time. This white list is being coordinated by the DPMF on behalf of the ANSPs and is described in more detail below. No other operational ANSPs are operating white lists.

White listed aircraft are observed to suffer from a much lower PA rate than aircraft not on the white list. The graph below illustrates the benefits of having updated avionics:

PA rate of White Listed Aircraft

The graph above shows the PA rate for aircraft using CPDLC in DFS, NATS and ANS CZ airspace. It shows the PA rate of aircraft that are on the white list, aircraft that are not on the white list as well as teh overall aggregated PA rate for all aircraft using CPDLC in DFS, NATS and ANS CZ airspace. MUAC and Skyguide airspace is not included since they will only allow aircraft on the white list to logon and use CPDLC and so it is not possible to compare the performance of white listed aircraft against non-white listed aircraft in MUAC or Skyguide airspace.

The white list does not impact FANS1/A aircraft. However note that MUAC are also intending to introduce a similar list for FANS1/A aircraft to ensure that only aircraft that the latency timer feature (i.e. are FANS1-A+) will be able to logon in the future. This list is not yet operational but data is being collected.

Which aircraft are currently on the white list?

The specific list of aircraft is available on the Data link Performance Monitoring Function One Sky Team web site (access is restricted to members of the DPMG). As of June 2018 there are 2860 aircraft on the white list.

Which aircraft are eligible to be added to the white list?

It has been decided to change the way the criteria for the white list are specified. As from the 19th July 2018 white list. rather than identifying a list of avionics that are acceptable a list of avionics that are not acceptable will be published (the 'black list'). All other avionics will be eligible for the white list and their performance will be monitored. Aircraft operators are still required to provide details of the avionics installed on each aircraft and are expected to provide regular updates to that information. Avionics which are seen to perform poorly but for which further data is required in order to be conclusive will be added to a ‘grey list’. The fact that an aircraft is on the white list does not guarantee that it performs well; simply that it has not been observed to perform poorly.

The Black List and Grey List criteria

Avionics will be added to black list if they are observed to have a PA rate 50% worse than comparable aircraft over an extended period of time (4 months) and where there is a reasonable sample size on which to judge performance (at least 250 hours of usage).

‘Comparable aircraft’ means that the aircraft against which the performance is being compared have other factors in common e.g. are using the same ACSP, have other avionic components in common and are operating in similar environments so that we can be confident the black listed avionics is the cause of the poor performance. Avionics where poor performance is observed but for which it is not possible to identify a suitably large set of comparable aircraft will be placed on the ‘grey list’ until such time as it is possible to confirm conclusively that the poor performance is due to the grey listed avionics (in which case it will be added to the black list) or until it is possible to conclude that the avionics are not the cause of the poor performance. The criteria to be applied to the black and grey list may evolve as experience is gained and a record of black/grey listing decisions is being maintained.

The Black List

Aircraft fitted with avionics identified below are not eligible for the white list:


• Rockwell Collins 2100/2200/920/4000 VDRs that have not been updated to address the VDR deafness problem. There is a list of the part numbers of the radios that already include the update or the required service bulletins here.

• Honeywell RTA44D with a software version before 064-50000-2052 (or service bulletin SB23-1570) installed for Airbus aircraft or part number 064-50000-2001 for Boeing aircraft.

• Honeywell EPIC avionics not fitted with mod D or greater for the VDR element (or mod S or later for EASy III avionics).

• Thales EVR 750 before the L22 standard. The part number for the EVR with the L22 standard is EVR 750-04-0101B and the service bulletin to install the L22 standard is EVR-750-23-11 Rev02

Data link management units

• Airbus ATSU with software version before CSB8.3

• Spectralux Dlink+ with software version before mod 5

• Garmin Integrated Avionics with software version before 7.72.x.

• Honeywell EPIC avionics with software version before CMF Block 3.1

• BCS1 and BCS3 aircraft types (Airbus A220) with Rockwell Collins RIU-4010 with Data Link Communications Application (DCLA) version 810-0315-100 and Integrated Modular Avionics (IMA) version 810-0311-2B0005.

• Honeywell Mk2+ CMU with software version earlier than the 998-6063-522 version (e.g. with software ending in -501 or -521)

The Grey List

Aircraft fitted with avionics identified below are still currently eligible for the white list but their performance appears to be a cause for concern.


• None

Data link management units

• Boeing 777 with AIMS version BP V171 or BP17A

How do I get my aircraft added to the white list?

To request to have your aircraft added to the white list please email the DPMF attaching an updated copy of this spreadsheet containing the details of the all the aircraft you wish to add to the white list. If you are updating a spreadsheet containing aircraft for which the DPMF already holds avionic information please highlight what information has changed.

There is also a file containing typical examples of the white list data which may help you filling in the spreadsheet, but please note these are only examples - your aircraft may well be different.

The white list will be updated at every AIRAC cycle. Requests to be added to the white list must be received at least three weeks before the next AIRAC date; this is to allow time for the ANSPs to agree the list and update their systems. Following the closure date for applications (see below) the DPMF will prepare a proposed white list for agreement by the ANSPs in a meeting which will be held shortly after the closing date for applications. Following agreement by the ANSPs, the DPMF will respond to each applicant indicating if their aircraft will be added to the white list and will publish the updated white list as described above.

The white list for 20th June 2019 has now been frozen.

  • Applications for the 18th July 2019 white list must be received before before noon (CET) on the 26th June 2019.
  • Applications for the 15th August 2019 white list must be received before before noon (CET) on the 23rd July 2019.
  • Applications for the 12th Sept 2019 white list must be received before before noon (CET) on the 21st Aug 2019.

How can I change the information you hold about my aircraft on the white list?

If any of the details about any of your aircraft on the white list have changed (including the contact email address) please send an update using the spreadsheet available in the paragraph above to the DPMF.

Supplementary Information

Airbus ATSU CSB8.3

Version CSB8.3 of the Airbus ATSU is known to significantly reduce the number of provider aborts suffered. So in June 2016 the ANSPs decided that Airbus aircraft with an ATSU older than CSB8.3 would no longer be eligible to be added to the white list and also that aircraft already on the white should be updated to CSB 8.3. A deadline for the update was initially set for the Sep 15th 2016 white list, however at the review of the September 2016 white list the ANSPs decided to extend the deadline for updates to the Feb 2017 white list (cut-off date for applications/ updates is the 11th Jan 2017) in recognition that some operators have experienced genuine difficulties meeting the date. However aircraft that have not been updated by the Feb 2017 white list cut-off date will be removed from the February 2017 white list.


It was decided to remove aircraft fitted with Garmin avionics from the 2nd June 2017 white list as they had been observed to suffer a higher than average PA rate. Garmin have subsequently stated that they believe aircraft fitted with Garmin Integrated Avionics version 7.72.x. or later should perform better and so aircraft fitted with this version are now eligible for the white list. Their performance will be monitored over the coming months. If you have any further questions about the white list please contact the DPMF.


23rd April 2019: It has recently been proposed to remove all aircraft on the white list that are equipped with Rockwell Collins RIU-4010 which were black listed recently. Rockwell Collins however believe that only some configurations of aircraft with RIU-4010 should be black listed and are in the process of providing evidence to support that supposition and of finding a way for the DPMF to be able to identify more precisely the configuration that should be black listed. So the list of aircraft proposed for removal from the white list on the 20th June 2019 is likely to change. The DPMF will contact the registered operators of all affected aircraft once the situation is clarified.

15th May 2019: Following feedback from Rockwell Collins and some consequent analysis it been decided to change the Black listing of aircraft with RIU-4010 equipment from all aircraft with RIU-4010 installed to be just aircraft types BCS1 and BCS3 with an RIU-4010 and Data Link Communications Application (DCLA) version 810-0315-100 and Integrated Modular Avionics (IMA) version 810-0311-2B0005. Not all aircraft with an RIU-xxxx installed will have the DCLA and IMA installed, but for those that do we require new white list applicants to advise which version of each is installed on their aircraft - this is to help monitor the performance of the different configurations and provide feedback to the manufacturer. The spreadsheet has been updated to include new columns to capture this information.