5. TECHNICAL SUBSTANTIATION.
a. Permitting the Use of PEDs. The related 14 CFRs in paragraph 3 allow for the operation of PEDs that the operator of the aircraft has determined will not interfere with the navigation or communication systems of that aircraft. By regulation, the responsibility for permitting the use of a particular PED technology lies solely with the operator. The decision to allow the use of PEDs is based on determining the potential for PED interference on the aircraft communication, navigation, surveillance, and other electronic systems. For aircraft operated by the holder of an air carrier certificate or other operating certificate, that decision must be made by that operator (i.e., certificate holder). In all other cases, the operator, upon completion of an electronic interference evaluation using acceptable methods, must make the determination as to which PEDs may be used and when they may not be used. Acceptable methods published in paragraph (b), (d), (f), or equivalent methods specifically accepted by the FAA may be used as the evaluation basis. If the operator lacks the personal knowledge of these methods, no determination should be made to permit the use of these devices without consulting an appropriately trained and knowledgeable expert
b. Evaluating Potential Interference. Policies for allowing the use of PEDs originally addressed analysis of individual transmitting and non-transmitting PEDs to determine possible interference. However, the number and variety of PEDs in use today make it impractical to analyze individual devices. Guidance in the latest versions of RTCA/DO-294 and RTCA/DO-307 provides methods to determine aircraft tolerance to PEDs. These approaches eliminate the need to evaluate potential interference from individual PEDs and allow an operator to expand use of PEDs based on the aircraft’s ability to tolerate PED emissions. The determination made by the operator may be based on type certification data, PED tolerance tests, and risk evaluations relying on acceptable methods as published in or referenced in this AC.
c. Determining Potential Interference. RTCA/DO-294C identifies processes for evaluating acceptable use of T-PEDs, particularly when considering specific types of wireless technologies. The operator may want to obtain the services of a person or facility capable of determining non-interference to the aircraft’s communication, navigation, surveillance, or other electronic systems. Personnel specifically designated by the operator for this purpose may make this determination using the process described in RTCA/DO-294C
d. Demonstrating Tolerance. Showing that an aircraft meets the requirements of RTCA/DO-307 is most easily demonstrated by aircraft manufacturers that have access to data that defines the aircraft electronic system qualification and the aircraft radio receiver antenna installations. The operators may be able to obtain statements of any such demonstrations from the aircraft manufacturer for use in substantiating PED tolerance of the aircraft. The methods in RTCA/DO-307 may also be used by operators in demonstrating PED tolerance of their aircraft.
RTCA/DO-307 has separate methods for demonstrating tolerance to intentional transmissions from T-PEDs and demonstrating tolerance to spurious emissions from PEDs. Aircraft with an FAA-approved system (e.g., Onboard Mobile Telecommunications System (OMTS), WiFi, Airborne Access Systems (AAS), Network Control Units (NCU)) are considered PED-tolerant for those specific types of PEDs intended to be used with the installed system. If an aircraft model has demonstrated tolerance for both transmitting and non-transmitting PEDs, the operator may allow PED use during all phases of flight on these aircraft models. If the aircraft model has not demonstrated tolerance for non-transmitting PEDs, the operator should prohibit the use of PEDs during descent and approach when the aircraft landing guidance radios are required.