U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Use of Flight Deck Displays of Digital Weather and Aeronautical Information Date: 6/3/24 AC No: 00-63B Initiated by: AFS-400 Change:
1 PURPOSE OF THIS ADVISORY CIRCULAR (AC). This AC provides guidance to flightcrew members and other airmen on the best practices for the use of data link to access Flight Information Services (FIS). This AC addresses both the Federal Aviation Administration (FAA) FIS–Broadcast (FIS-B) provided through the Automatic Dependent Surveillance–Broadcast (ADS-B) Universal Access Transceiver (UAT) network and non-FAA FIS systems provided through commercial data link services. The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies.
1.1 Flight Information Services (FIS). FIS is a service that provides meteorological information (METI) and Aeronautical Information (AI) to enhance pilot awareness of weather and/or airspace constraints while providing information for decision support tools and improving safety. METI and AI data link services enable flightcrews to support the Next Generation Air Transportation System (NextGen) concepts of information sharing and provide airmen with a common operating picture necessary to support the evolving global air traffic management (ATM) concepts.
1.2 Advantages of FIS METI and AI. FIS of METI and AI can augment pilot voice communications with Flight Service Stations (FSS), other air traffic control (ATC) facilities, airline dispatch centers, flight following facilities, or other Operations Control Centers (OCC), typically referred to as System Operations Control (SOC). In addition, internet connectivity provides the capability for Baseline Synchronization Services (BSS) to be utilized to update the aircraft’s navigational and other databases prior to flight.
2 AUDIENCE. The guidance contained in this AC applies to all certificate holders (CH), program managers, and operators using FAA and non-FAA FIS systems.
3 WHERE YOU CAN FIND THIS AC. You can find this AC on the FAA’s website at https://www.faa.gov/regulations_policies/advisory_circulars and the Dynamic Regulatory System (DRS) at https://drs.faa.gov.
4 WHAT THIS AC CANCELS. AC 00-63A, Use of Cockpit Displays of Digital Weather and Aeronautical Information, dated April 7, 2014, is canceled.
2 5 RELATED REGULATIONS AND DOCUMENTS.
5.1 Title 14 of the Code of Federal Regulations (14 CFR). Specific portions of 14 CFR to which this guidance applies include:
• Part 1, § 1.1.
• Part 43, § 43.3(k).
• Part 61, §§ 61.65(b)(6), (8), (9), and (10); 61.93(e)(3), (f)(3), (g)(3), (i)(3), and (k)(3) and (12); 61.97(b)(5) and (11); 61.105(b)(6) and (12); 61.125(b)(4), (11), and (15);
and 61.155(c)(2), (3), (5), and (12).
• Part 63, § 63.53(a)(3) and (8); Appendix A, Subparagraph (e)(46); Appendix B, Subparagraph (a)(2)(iii); and Appendix C, Subparagraph (a)(2)(iii).
• Part 65, § 65.55(a)(2) and Appendix A, Section II.
• Part 91, §§ 91.21 and 91.103.
• Part 107, § 107.49.
• Part 121, §§ 121.101(a), (b), (c), and (d); 121.119(a) and (b); 121.419(a)(2)(vi);
121.441; 121.655; and 121.711.
• Part 125, §§ 125.287(a)(6), (7), and (8); and 125.353.
• Part 135, §§ 135.213(a); 135.225(a), (b), and (c); 135.293(a)(7); and 135.345(b)(6).
• Part 141 Appendix A, Subparagraphs 3(e) and (k); Appendix B, Subparagraphs 3(b)(6) and (12); Appendix C, Subparagraphs 3(b)(6) and (8);
Appendix D, Subparagraphs 3(b)(4) and (11); and Appendix E, Subparagraphs 3(b)(4), (5), (6), (12), and (13).
5.2 Related Reading Materials (current editions).
5.2.1 ACs:
• AC 20-149, Installation Guidance for Domestic Flight Information Service - Broadcast.
• AC 20-173, Installation of Electronic Flight Bag Components.
• AC 91-63, Temporary Flight Restrictions (TFR) and Flight Limitations.
• AC 120-76, Authorization for Use of Electronic Flight Bags.
5.2.2 Handbooks. FAA-H-8083-28, Aviation Weather Handbook.
5.2.3 FAA Orders:
• Order JO 7110.10, Flight Services.
• Order 7930.2, Notices to Air Missions (NOTAM).
5.2.4 Aeronautical Information Manual (AIM):
• Chapter 4, Section 5, Surveillance Systems.
• Chapter 7, Section 1, Meteorology.
5.2.5 International Civil Aviation Organization (ICAO) Documents. (Refer to https://store.icao.int/.)
• Annex 14, Aerodromes.
• Annex 15, Aeronautical Information Services, Chapter 2, Responsibilities and Functions.
5.2.6 RTCA/European Organization for Civil Aviation Equipment (EUROCAE) Documents.
(Refer to https://my.rtca.org/nc__store and/or https://eshop.eurocae.net/eurocaedocuments-and-reports/.)
• RTCA DO-200, Standards for Processing Aeronautical Data.
• RTCA DO-201, User Requirements for Navigation Data.
• RTCA DO-267, Minimum Aviation System Performance Standards (MASPS) for Flight Information Services–Broadcast (FIS-B) Data Link.
• RTCA DO-308/EUROCAE ED-151, Operational Services and Environment Definition (OSED) for Aeronautical Information Services (AIS) and Meteorological (MET) Data Link Services.
• RTCA DO-324, Safety and Performance Requirements (SPR) for Aeronautical Information Services (AIS) and Meteorological (MET) Data Link Services.
• RTCA DO-340, Concept of Use for Aeronautical Information Services (AIS) and Meteorological (MET) Data Link Services.
• RTCA DO-358, Minimum Operational Performance Standards (MOPS) for Flight Information Services–Broadcast (FIS-B) with Universal Access Transceiver (UAT), Aeronautical Information Services (AIS) and Meteorological Data Link Services.
5.2.7 SAE International Documents. SAE Aerospace Recommended Practice (ARP) 5621, Electronic Display of Aeronautical Information (Charts).
6 BACKGROUND. ACARS data link of textual METI and AI has been available for many years, primarily to transport category aircraft. Beginning in the mid-1990s, METI and AI textual and graphical data link services became available to GA aircraft, and more recently to uncrewed aircraft (UA). Additionally, the internet was and is used to send aeronautical database revisions (BSSs) to users to update both certified as well as noncertified devices. The recent proliferation of less expensive receivers has made accessing data links, such as commercial satellite and the FAA’s ADS-B UAT network, more feasible to a larger user population. Additionally, onboard broadband internet connectivity through ground or satellite systems, along with the advancement of portable
4 electronic devices (PED) permitted for flight deck use, provides flightcrews of equipped aircraft increased access to METI and AI.
6.1 Data Link Service Providers (DLSP). DLSPs deploy and maintain airborne, ground-based, and, in some cases, space-based infrastructure that support the transmission of AI/METI over one or more data links. DLSPs may also transmit information other than METI and AI over these links, such as ATM information or specific company Airline Operational Control Center (AOCC) information. They also may provide a free of charge or for-fee service that permits end users to uplink and downlink AI/METI and other information. For example, the introduction of high bandwidth wireless data link to the aviation sector enables frequent transmission of graphic intensive content.
6.2 Examples of DLSPs.
6.2.1 FAA FIS-B. A ground-based broadcast service provided through the UAT network. The service provides users with a 978 MHz data link capability when operating within range and line of sight of a transmitting ground station. FIS-B enables users of equipped aircraft to receive and display a suite of broadcast weather and AI products. FIS-B is available NAS-wide. You can find detailed information concerning FIS-B METI and AI products available using UAT FIS-B in the AIM and in Appendix A, The FAA’s Flight Information Service–Broadcast Over Universal Access Transceiver Data Link.
6.2.2 No n -FAA FIS Systems. Several commercial vendors provide customers with FIS data over both the aeronautical spectrum and on other frequencies using a variety of data link protocols. Services available from these providers vary greatly and may include tier-based subscriptions. Advancements in bandwidth technology permit preflight as well as in-flight access to the same METI and AI available on the ground. Pilots and operators now routinely load their databases using such services. Pilots and operators using non-FAA FISs for METI and AI should be knowledgeable regarding the weather services the commercial vendors provide, as some commercial vendors may be repackaging National Weather Service (NWS)-sourced weather, while other commercial vendors may alter the weather information to produce vendor-tailored or vendor-specific weather reports and forecasts.
6.3 System Wide Information Management (SWIM). The NextGen Implementation Plan identifies seven transformational programs required to implement NextGen. One such transformational program is the SWIM program. SWIM provides enterprise messaging infrastructure to enable systems to request and receive information when they need it, subscribe for automatic receipt, and publish information and services as appropriate. This will provide for sharing of information among diverse systems. SWIM allows a more cohesive and efficient decision-making process and also enables such new aviation concepts as trajectory-based operations and Optimum Profile Descents (OPD). SWIM infrastructure is designed to use a Service Oriented Architecture (SOA) to communicate aviation data and services without the restrictive, time-consuming, and expensive process of developing unique interfaces for systems used in the NAS.
6.3.1 Publishing to SWIM. One publisher to SWIM will be the FAA’s Common Support Services–Weather (CSS-Wx). CSS-Wx will publish aviation weather information to SWIM, provide for filtering of the information by user-specified criteria, provide for access to information via web services, and over time replace the legacy weather dissemination systems.
6.3.1.1 CSS-Wx will enhance the collection and dissemination of weather information and provide access to all users throughout the NAS. CSS-Wx will be the single source of aviation weather information to the FAA for ATM decisions. Standardization of weather information will provide for flexibility in the integration of weather information into ATM decisions. CSS-Wx provides all categories of weather users with improved access to timely and accurate weather observation and forecast information to support improved decision making while enhancing safety.
6.3.1.2 In addition, as the CSS-Wx and NextGen Weather Processor (NWP) implementation evolves, new categories of aviation weather information and its effect on NAS operations will be available. This information will include projections of weather-constrained NAS airspace, which can be used to assess weather-related effect on flows and individual trajectories, and to assist in development of mitigation strategies.
6.3.2 Global Information Sharing. To facilitate global information sharing and interoperability, data exchange models are being developed based on Open Geospatial Consortium (OGC) standards. The FAA and Eurocontrol are jointly developing the Weather Information Exchange Model (WXXM) and the Aeronautical Information Exchange Model (AIXM).
WXXM will be utilized in the worldwide ground exchange of METI data and products.
AIXM will be utilized in the worldwide ground exchange of AI. FIS data link systems will use more efficient (compressed) data formats for transmitting METI and AI data to aircraft.
6.4 AI and METI Data Link Services. These are a compilation of systems that can be useful for communications to and from aircraft, including being a source of AI and METI to meet aviation regulatory requirements on which to base operational decisions. Pilots and operators may use AI and METI data link services for preflight, as well as in-flight, updates to support operational decisions and assist in the safe conduct of flight. Users may act on products and information delivered by AI and METI data link services while considering the quality, latency, and integrity of information. If the AI and METI data link service becomes inoperative, there must be procedures or mitigation methods established and in place on board the aircraft and on the ground to transition to an alternative means of communication of pertinent information without a degradation to safety.
7 DISCUSSION. The timely, efficient exchange of AI and METI will contribute to safety, efficiency, and utility in aircraft operations. Stakeholders will need timely access to accurate AI and METI to plan, revise, assess, and safely execute flight operations. Data link provides the means for timely access for pilots/aircrew.
7.1 Benefit of AI and METI Data Link Services.
7.1.1 Enhanced Operational Safety. Pilots that understand the limitations of the data link METI and AI are better able to make sound decisions regarding safety of flight. In part 121 operations, decisions may require concurrence by an aircraft dispatcher (domestic and flag) or person authorized to exercise operational control (supplemental), unless the pilot is declaring an emergency. For additional information on pilot and dispatcher roles and responsibilities, refer to AC 120-101, Part 121 Air Carrier Operational Control.
7.1.2 Increased Situational Awareness (SA). AI and METI data link products, especially graphical products, significantly improve the pilot’s SA level and ability to quickly interpret AI and METI.
7.1.3 B etter Airline and GA Economics . Improved flight efficiencies can increase schedule predictability, aircraft utilization, passenger comfort, and the return on investment while reducing fuel consumption.
7.1.4 B etter Alternate Airport Planning . Improve the pilot’s ability (along with the aircraft dispatcher or person authorized to exercise operational control in part 121 domestic, flag, or supplemental operations) to select the best alternate airport while preflight planning, or en route, because of access to near-real-time alternate airport field conditions available in the flight deck.
7.1.5 R educed Aircraft Maintenance. Display of weather hazards, such as hail and severe turbulence, will assist the pilot in avoiding these hazardous areas, which will reduce, if not eliminate, maintenance that would be otherwise needed to inspect the aircraft and return it to service.
7.1.6 R educed Pilot Workload. Decreases the pilot’s actions required to obtain a specific piece of information (e.g., NOTAMs), or can increase the amount of AI and METI gathered, reviewed, and understood with the same effort as required with the current method of AI and METI gathering.
7.2 Three Data Link Modes. There are three data link modes that are used for transmission of AI and METI to aircraft. The intended use of the AI and/or METI will determine the most appropriate data link mode.
• Broadcast Mode.
• Publish-Subscribe Mode.
• Request-Reply Mode.
7.3 AI Data Link Services. AI uplink services offer the potential to harmonize AI among stakeholders to increase safety, capacity, efficiency, and economic and environmental benefits, and to minimize the risks associated with information overflow. Today, NOTAMs are mainly text-based.
7.3.1 The FAA has created a single place for pilots, operators, dispatchers, and software developers to find all FAA NOTAMs. This benefits all aviation stakeholders by reducing the number of places pilots need to check for NOTAMs.
7.3.2 Pilots, operators, and dispatchers can access NOTAMs through the FAA’s NOTAM Search website which provides search, sort, and filter capabilities.
7.3.3 Access for machine-to-machine data connections is provided through the Federal NOTAM System NOTAM Distribution Service (FNS NDS) via the SWIM Cloud Distribution Service and the NOTAM Application Programming Interface (API).
7.3.4 The Notice to Airmen Publication (NTAP) and Pilot Web applications have been sunsetted. Information previously found in the NTAP is now available through the Domestic Notice and International Notices webpages.
7.3.5 Information from the International and Domestic Notices sections of the NTAP will be transferred to these new websites. In addition, links to International Notices and Domestic Notices will be available on the FAA NOTAM Search website (at https://notams.aim.faa.gov/notamSearch/) and on the Air Traffic Plans and Publications website (at https://www.faa.gov/air_traffic/publications/).
7.3.6 More information, including notice submission procedures and submission cut-off dates, will be published on the International Notices website at https://www.faa.gov/air_traffic/ publications/internationalnotices/ a nd on the Domestic Notices website at https://www.faa.gov/air_traffic/publications/domesticnotices/, when available.
7.3.7 Graphical depiction in combination with text would in many cases make the information more intuitive and easier to interpret, such as with TFRs, thus increasing safety. In the transition to the digital world, there are two distinct services.
7.3.7.1 Data Link BSS. This service provides complete and/or update synchronization of the aircraft AI databases. BSS is envisioned to replace or update, in whole or in part, all AI resident in onboard databases. Pilots in part 91 operations already update their installed avionics using BSS, usually by downloading a new database to a memory card and then inserting the card into the aircraft avionics. Pilots update their portable device databases using BSS directly from the internet. Section 43.3(k) now permits pilots to update BSS in certain types of avionics without a logbook entry. As technology advances, these avionics systems may be updated via data link BSS, which will simplify the update process, as well as provide more frequent updates than the 28-day Aeronautical Information Regulation and Control (AIRAC) cycle.
1. Examples include:
• The 28-day navigation, terrain, obstacle, and aerodrome mapping data updates.
• Updates to precomposed as well as data-driven charts. (Data-driven charts are described in SAE ARP 5621.)
2. Complete or update BSS synchronization:
• Complete Sync is the replacement of an entire database in the aircraft’s data system.
• Update Sync is the replacement of AI that has changed since the previous sync specific to the dataset.
7.3.7.2 Data Link Aeronautical Update Service (AUS). This service provides temporary and permanent changes to aeronautical data to the flight deck throughout the current 28-day AIRAC cycle (e.g., NOTAMs).
7.3.7.2.1 The original onboard data file does not change. Updates are independent of the databases resident on the flight deck and are only intended to be graphically “overlaid” on aeronautical data already stored onboard an aircraft.
(In practice, though, AUS data could be merged with data-driven files, providing the AUS changes were brought to the attention of the flightcrew.)
1. Updates may include both permanent and/or temporary changes to onboard or stored information.
2. AUS may include official State NOTAMs as well as company and other data integrator bulletins.
3. AUS services (as distinct from BSS) generally inform the pilot about abnormal conditions. Since the message will be based on specific conditions that exist for that time and date, each message will be unique.
However, some examples of messages include:
• Relevant flight trajectory airspace changes (e.g., Systems Application Architecture, including TFRs) to address operational constraints and/or provide changes in routing opportunities;
• Updated nonroutine bulletins (e.g., Bird Notices to Air Missions (BIRDTAM), NOTAMs) to address changes along the route of flight;
• Updated airspace capabilities (e.g., Global Navigation Satellite System (GNSS) outage depictions) resulting in reduced surveillance and navigation system capabilities;
• Flight optimization information (e.g., noise-sensitive environmental affected areas, North Atlantic Organized Track System (NAT OTS) and Pacific Organized Track System (PACOTS) track routings);
• Airport/aerodrome surface moving map changes, including runway/taxiway closures, construction areas; and
• Gate-accessible, gate-linked dispatch/flight release documents.
7.3.7.2.2 AUS information has specific effective times when overlaid upon a valid BSS database. The AUS relies on ground-air communication of AI effective during the planned flight (from pushback to arrival at the destination gate or parking
9 area, including contingencies and anticipated delays). Therefore, when a request for aeronautical updates is made, the information considered for transmission is based upon an assessment of what information will be effective during the scheduled and actual flight time based on the time the request was made, and the planned route. Sometimes, though, crews may request NOTAMs for other airports, for contingency planning purposes.
Updates are issued for the effective period of the updated information.
7.4 Aircraft Crosslink and Downlink of Meteorological Data.
7.4.1 Transmitted Data. Aircraft sensors and equipment can detect and transmit meteorological and environmental data to the ground and other nearby aircraft. These transmissions include such information as temperature, wind, humidity/water vapor, turbulence, icing conditions, precipitation/convection, wind shear, trends in rapidly developing/evolving convection, and volcanic ash. In addition, nonmeteorological aircraft parameters supporting wake vortex avoidance applications can be transmitted.
7.4.2 D ownlinked Data . Data from aircraft that are downlinked to the ground (e.g., WMO AMDAR program) can be used for validation of data from other sources and used as input to other downlinked METI to form enhanced or new products.
7.4.3 C rosslinked Data . Data received by proximate aircraft are referred to as crosslink data.
Proximate aircraft can use the information as point data for conditions at the location of the aircraft that transmitted the information (e.g., reports of adverse conditions such as severe to extreme turbulence).
8 RESPONSIBLE FLIGHT DECK USE OF DATA LINK AI AND METI. METI and AI are highly dynamic and time-sensitive. The goal of AI and METI data link service is to provide timely distribution of AI and METI data both to and from the aircraft. Through these AI and METI data link services, pilots and/or flight deck applications should have timely access to information consistent with the information available to the ATM ground community.
• It should be noted that currently available AI and METI services to the flight deck cannot be solely used to fulfill the part 121 regulatory requirement for aircraft dispatchers to provide the pilot in command (PIC) with the most current available weather information.
• Users of FIS should familiarize themselves with the operational characteristics and limitations of their systems. Sources of information that may provide this specific guidance include manufacturer’s manuals, training programs, and reference guides.
8.1 Using Data Link Services for FAA Flight Services and/or Weather Briefing Documents/Dispatch Paperwork via AI and METI Data Link Service. Flight planning via a data link service and using a portable or installed Electronic Flight Bag (EFB), whether on the ground or airborne, is an acceptable use of AI and METI data link services.
8.1.1 Pilots conducting flights not certificated under the provisions of 14 CFR part 119 are encouraged to use FAA/NWS products through FSS and/or FAA Flight Services. Pilots that are comfortable with self-briefing, via FAA Flight Services, or an equivalent means, may use the EFB to display the METI and AI as well as to file flight plans. There are numerous commercial applications that facilitate the pilot’s ability to access METI and AI that conform to the weather briefings standard defined in the Aviation Weather Handbook, Chapter 3, Overview of Aviation Weather Information, Paragraph 3.3.1.1, Standard Briefing. Pilots should be familiar with any applicable disclaimer related to the accuracy of the information provided by the subscribed commercial service.
8.1.2 Certificated operators using weather briefing documents and/or dispatch documents may use data link to provide METI and AI displayed on an EFB to deliver the flightcrews’ weather briefing documents per the operator’s flight dispatch, flight following, or operational control system. The EFB should be capable of displaying the METI and AI and/or dispatch/flight release package. The EFB should be easily accessible to the pilot for quick access to information when needed.
8.1.3 Certificated operators may also choose to dispatch and release flights electronically while on the ground or airborne using data link and an EFB, similar to the process some operators use via ACARS today. It should be noted that any signatures to an electronic dispatch or flight release should meet the FAA’s criteria for what constitutes a valid digital/electronic signature. Criteria for the validity of digital/electronic signatures are described in AC 120-78, Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals. All certificated operators must comply with all applicable 14 CFR parts, including dispatch and flight release rules, and the retention of records and reports (§ 121.687(b)). In accordance with the requirements of parts 121 and 125, CHs must include (or attach) weather reports and weather forecasts to each dispatch or flight release. The operator must retain these dispatch and flight releases in accordance with part 121 or 125 requirements, as applicable.
8.1.4 To replace a traditional paper copy of the weather package that is printed on the ground (or airborne, via ACARS), the EFB must be capable of displaying/storing the METI and AI (§ 121.687(b)).
8.2 Pilot Actions. While data link has proven, significant potential to improve safety, realization of the derived safety benefits depends heavily upon the pilot’s knowledge and understanding of the specific system’s capabilities and limitations. With data link METI and AI, pilots should pay particular attention to the service provided and any system particularities and limitations.
8.2.1 Product Latency. Be aware of the product time or “valid until” time on the particular data link information displayed in the flight deck. (For example, since initial processing and transmission of Next Generation Weather Radar (NEXRAD) data can take several minutes, pilots must assume that data link weather information will always be a minimum of 7 to 8 minutes older than shown on the time stamp. Thus, pilots should only use data link weather radar images for broad strategic avoidance of adverse weather.) Pilots operating part 121 domestic or flag flights should contact their dispatcher for verification
11 of adverse non-forecast weather information. This is particularly important when adverse weather phenomena are encountered and a change to the route or alternate may be required.
8.2.2 Product Update Cycles. Be aware of when and how often a product is updated as well as the DLSP update rate for particular products.
8.2.3 I ndication of Syst em Failure. Be aware of partial or total system failure indications and the actions necessary to obtain affected METI and AI through other sources.
8.2.4 C overage Areas/Service Volume. Coverage limitations are associated with the type of data link network in use. For example, ground-based systems that require a line of sight may have relatively limited coverage below 5,000 feet above ground level (AGL).
Satellite-based data link weather services can have limitations stemming from whether the network is in geosynchronous orbit or low Earth orbit. Also, NWS NEXRAD coverage has gaps, especially in the western states.
8.2.5 C ontent/Format. Since service providers often refine or enhance data link products for flight deck display, pilots should be familiar with the content, format, and meaning of symbols and displays (e.g., the legend) in the specific system.
8.2.6 D ata Integrity/Limitations to Use. This refers to the reliability of information depicted.
Be aware of any applicable disclaimer by the service provider.
8.2.7 U se of Equipment/Avionics Display . Pilots remain responsible for the proper use of an EFB or installed avionics.
8.2.8 O verload of Information. Most DLSPs offer numerous METI and AI products with information that can be layered on top of each other. Pilots should be aware that too much information can have a negative effect on their cognitive workload. Pilots need to manage the amount of information to a level that offers the most pertinent information to the specific phase of flight without creating a flight deck distraction (§ 91.13). Pilots may need to adjust the amount of information based on numerous factors including, but not limited to, the phase of flight, single-pilot operation, autopilot availability, class of airspace, and the weather conditions encountered.
9 USE OF AI AND METI BY CERTIFICATED OPERATORS AND PROGRAM MANAGERS.
9.1 Integration of AI and METI. Part 91 subpart K (part 91K) program managers and parts 121 and 135 CHs may integrate data link METI and AI into their respective aviation weather information system. When authorized, data link METI and AI data should support all phases of flight. CHs/program managers should ensure that the METI via FIS comes from an approved source of weather reports and forecasts as listed on the CHs/program manager’s Operations Specification (OpSpec)/Management Specification (MSpec) A010, Aviation Weather Information.
9.2 Use of EFBs. An EFB is an acceptable means to view METI and AI in the flight deck. As the EFB requires software and data connectivity, the EFB at a minimum is classified as either a portable or installed EFB using Type A or Type B software. Operations under 14 CFR (i.e., parts 121, 135, or part 91 subpart F, and part 91K) require an authorization for use via OpSpec/MSpec/Letter of Authorization (LOA) A061, Electronic Flight Bag (EFB) Program (refer to ICAO Annex 6, Operation of Aircraft, paragraph 6.25.3, EFB Operational Support). CHs/program managers using an EFB to display METI and AI to the flight deck should comply with the guidelines related to EFBs found in AC 120-76, AC 20-149, and AC 20-173.
9.3 Use of Software Applications Requiring METI or AI Input. Some Type B software applications, as defined in AC 120-76, may require METI or AI to function as intended
(e.g., ground deice/anti-ice holdover table applications). This is an acceptable use of AI and METI data link service and requires an authorization for use via OpSpec/MSpec/LOA A061 (refer to ICAO Annex 6, paragraph 6.25.3).
9.4 Broadcast FIS. Broadcast METI products have several advantages over in-flight weather radar, particularly with respect to coverage (availability of information well in front of the aircraft). These products also have performance limitations, particularly with respect to the timeliness of the data that is available and the applicability to a particular flight altitude. Operators should not rely on these products to determine that adverse weather phenomena have cleared or to select a route through adverse weather phenomena.
9.5 Internet-Based Connectivity—Publish-Subscribe Mode. CHs/program managers may choose to provide METI and AI in the flight deck, similar to the flight release information provided to flightcrews and aircraft dispatchers (or persons authorized to exercise operational control) during preflight planning on the ground. The CH/program manager should develop protocols for using an internet-based system in the flight deck, to include:
9.5.1 Adherence to all pertinent 14 CFR parts. In particular, CHs conducting part 121 operations who desire to use an internet-based system and EFB to communicate with a flightcrew must comply with communication and record retention requirements of §§ 121.99, 121.122, 121.695, 121.697, and 121.711.
9.5.2 Security. If leveraging onboard internet systems, a network security plan should exist for ensuring data confidentiality, integrity, and availability for flight deck access to the cabin system. CHs and program managers using public internet for weather information are responsible for assuring timely delivery of information without data corruption during the transmission.
9.5.3 Restrictions to flightcrew use of nonpertinent information via the internet during all aircraft movement operations.
9.6 AI and METI Requirements.
9.6.1 CHs/program managers should develop METI and AI guidance to flightcrews for safe and effective use of data-linked FIS. This includes changes to manuals, operational