13 procedures, minimum equipment lists (MEL), and the qualification of flightcrews through the approved training programs.
9.6.2 Additionally, CHs conducting part 121 operations should develop guidance for aircraft dispatchers (domestic and flag) and operational control personnel (supplemental) that addresses the use of METI and AI in the flight deck. The procedures must include the method by which the CH’s pilots and dispatchers/operational control personnel have access to the same METI and AI for preflight planning and conduct of all flights.
9.6.3 CHs conducting part 121 domestic and flag operations must also have policies and procedures that address the requirements of § 121.601, which requires aircraft dispatchers to provide the PIC with the most current available information before a flight departs and while a flight is en route.
9.7 Safety Management System (SMS). The CH/program manager should conduct Safety Risk Management (SRM) and Safety Assurance (SA) of the data link system per their SMS program. The SRM process, at minimum, should assess situations of conflicting, incomplete, or missing METI and AI as well as for the loss of the complete METI and AI data link system. The risk assessment should result in a risk severity of no worse than “Minor.”
9.8 Manuals and Other Publications. Airplane Flight Manuals (AFM), operating manuals, maintenance manuals, general policy manuals, other manuals, publications, or written material, as applicable, must be appropriately amended to describe data link FIS equipment, procedures, and operational policies according to the appropriate regulation (§§ 91.9 and 121.141).
9.9 FIS Training Program Requirements.
9.9.1 FIS Initial Training. FIS curriculum should contain, at a minimum:
• Textual description of each METI and AI product available;
• Graphical example (if applicable) of each METI and AI product available;
• Description of time stamping, color, and symbology schemes;
• Limitations in specific products;
• Differences between flight-planning METI and AI products, and in-flight-deck METI and AI products (if applicable);
• For part 121 operations, communication protocols with the dispatch center or flight following facilities regarding the METI and AI available in the flight deck vs. what is available in the dispatch center or flight following facility. Emphasis must be on commonality of information available to both the flightcrew and the dispatcher (§§ 121.599 and 121.601);
• Comparability between onboard weather radar and NEXRAD images; and
• Restrictions to using nonapproved METI and AI products.
9.9.2 Initial Evaluation of FIS Knowledge and Skills. Evaluate individual flightcrew members’ FIS knowledge and skills prior to FIS use. Acceptable means of initial assessment include the evaluation by an authorized instructor or check pilot using written, computer-based, or oral tests, and a flight simulation training device (FSTD) or an aircraft.
9.9.3 F IS Recurrent Training . Integrate FIS recurrent training into other established recurrent training programs. Recurrent training should address any significant issues identified by in-service experience, system changes, procedural changes, or unique characteristics, such as the introduction of new aircraft/display systems or operations.
9.9.4 F IS Recurrent Evaluation. Integrate FIS recurrent evaluation into recurrent proficiency and/or competency checking.
9.9.5 L ine Checks and Route Checks. When using FIS- equipped aircraft during line or route checks, check pilots should routinely incorporate proper FIS use as a discussion item.
9.9.6 C rew Resource Management (CRM). CRM programs should address effective teamwork for using FIS information while in the flight deck.
9.10 Master Minimum Equipment List (MMEL)/MEL. CHs/program managers should formulate necessary revisions to their MEL for each specific fleet type. At no time may FIS METI data mitigate current MMEL/MEL restrictions related to any of the aircraft’s onboard systems, such as weather radar.
9.11 FIS Issues Unique to a CH/Program Manager. CHs/program managers should address any FIS issues that may be unique to their particular route environment, aircraft, procedures, or FIS display and control features. Examples include the following:
• Special Areas of Operation (SAO);
• Oceanic operations; and
• Polar/remote operations.
9.12 AI and METI Additional Considerations.
9.12.1 Availability. Accessibility to data within a designated service volume.
9.12.2 Continuity. The probability that a communication transaction could be initiated and completed when needed.
9.12.3 C urrency. A temporal attribute indicating that displayed data received is up to date.
9.12.4 Data Quality. The quality of aeronautical data and the way it is processed is characterized by: accuracy, resolution, assurance level, traceability, timeliness, completeness, and format. The degree to which a data element meets the users’ requirements determines its fitness for use. Ensuring data quality will be a key metric in enabling future FIS data link services.
9.12.5 H uman Factors . Use of best recommended human factor design practices for promoting both effective and efficient human-machine interaction. Acceptable designs need to address both general and product-specific requirements.
Note: A cceptable AI and METI human factors guidance is curr ently published in RTCA DO-358 and SAE ARP 6467, Human Factors Minimum Requirements and Recommendations for the Flight Deck Display of Data Linked Notices to Airmen (NOTAMs); and SAE ARP 5740, Cockpit Display of Data Linked Weather Information (ICAO Annex 6 and ICAO Doc 10020, Ma nual on Electronic Flight Bags (EFBs)).
9.12.6 Integrity. T he probability that communication transactions are completed without errors.
9.12.7 Mitigations. Mitigations reduce the level of risk of an operational hazard to within acceptable limits. Operational hazards and mitigation procedures pertaining to aeronautical and weather data link services are identified in RTCA DO-324. For example, an alternative means of communications (e.g., use of another data link or voice link) could be used as a means to provide the same or equivalent information to an aircraft in the event of lost data link or the detection of corrupted communication over the intended communications link.
9.12.8 Preemptive Prioritization. T he ability of an onboard system-level server to permit data intended for both cabin and flight deck use to be prioritized, so as not to adversely affect the ability to send or receive data-linked messages to the flight deck. Preemptive prioritization ensures that if an aircraft’s data link system is used to provide both flight deck operational use and cabin entertainment data, the flightcrew has prioritized access, such that the operational use of that data will not be affected.
9.12.9 Security. A n end-to-end, systems-level analysis of present and future vulnerabilities, based upon a threat analysis, along with the introduction of appropriate mitigations to manage risks and maintain data assurance.
9.12.10 Suitability. I n the context of this AC, suitability is defined as the ability of the overall data link system to transfer trusted (e.g., quality assured) and current AI and METI from the data originator to the flightcrew to meet regulatory requirements. Suitability is the quality of having the needed attributes and properties appropriate for a specific intended function.
9.12.11 Transaction Time, Maximum (TTmax). The total maximum time required to initiate and complete an information transfer. Transaction time applies to Publish-Subscribe, Request-Reply, and Broadcast Modes. Transaction time, by definition, may include an additional voice or electronic acknowledgement that a communication has been received by the flightcrew and/or the onboard automation. TTmax may include two-way communications if the message is to be used to comply with the operating rules (i.e., an acknowledgement of receipt). Transaction time is denoted in seconds.
16 10 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
Jack ie L. Black for Lawrence Fields Executive Director, Flight Standards Service
Appendix A A-1 APPENDIX A. THE FAA’S FLIGHT INFORMATION SERVICE–BROADCAST OVER
UNIVERSAL ACCESS TRANSCEIVER DATA LINK Flight Information Service–Broadcast (FIS-B) over Universal Access Transceiver (UAT) data link service provides meteorological information (METI) and Aeronautical Information (AI) to the flight deck for aircraft operating in the U.S. National Airspace System (NAS). These products are broadcast over the Automatic Dependent Surveillance– Broadcast (ADS-B) UAT link so pilots have timely information of regional weather and NAS status/changes that might affect flight. It is critical that pilots understand that FIS-B METI and AI products provide strategic in-flight-deck information that enhances a preflight briefing. FIS-B METI and AI do not include all the weather products or Notices to Air Missions (NOTAM). As a result, FIS-B METI and AI may not include all the weather products or NOTAMs that a preflight briefing includes. (NOTAM information is limited to the past 30 days. The pilot in command (PIC) is responsible for reviewing all necessary information prior to flight (Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.103 and part 107, § 107.49). Therefore, AI information obtained via FIS-B ma y not be relied on for a thorough preflight briefing.) For additional information on standard briefing, refer to the Aeronautical Information Manual (AIM), Chapter 7, Section 1, Meteorology, Subparagraph 7-1-5b, Weather Products.
NOTE: Temporary flight restrictions (TFR) NOTAMs and NOTAMs with end dates w ill not be purged after 30 days.
FIS-B information may be used by the pilot for the safe conduct of flight and aircraft movement. However, FIS-B does not replace a thorough preflight briefing that may be from one or several METI and AI sources. Pilots are encouraged, but not required, to use the dispatch/System Operations Control (SOC) (if applicable) or to access a Flight Service Station (FSS) via the phone. Sections 91.103 and 107.49 require the PIC to be familiar with all available information concerning that flight. Depending on the operation being conducted (e.g., visual flight rules (VFR) local area flying), FIS-B data may meet the requirements for a thorough preflight briefing. A pilot should be particularly alert and understand the limitations and quality assurance (QA) issues associated with individual products. This includes graphical representation of Next Generation Weather Radar (NEXRAD) imagery and NOTAM/TFRs.
Appendix A A-2 A.1 Current FIS-B Products. Here is a listing of the FIS-B over UAT products currently being provided:
FIGURE A-1. UAT FLIGHT INFORMATION SERVICE–BROADCAST (FIS-B)
PRODUCTS Product Description Format AIRMET Airmen’s Meteorological Information (AIRMET) is a weather advisory issued by a meteorological watch office for aircraft that is potentially hazardous to low-level aircraft and/or aircraft with limited capability. AIRMETs cover moderate turbulence, moderate icing, sustained surface winds of 30 knots or more, widespread areas of ceilings less than 1,000 feet and/or visibilities less than 3 miles, and extensive mountain obscurant.
Text/Graphic SIGMET Significant meteorological information (SIGMET) is a concise description of the occurrence or expected occurrence of specified weather phenomena which may affect the safety of aircraft operations. SIGMETs are intended for dissemination to all pilots in flight to enhance safety. A SIGMET is issued for severe (or greater) turbulence, severe icing, widespread dust storm/sandstorm, and volcanic ash.
Text/Graphic Convective SIGMET A convective SIGMET will be issued when the following conditions are occurring or, in the judgment of the forecaster, are expected to occur:
a. A line of thunderstorms at least 60 miles long with thunderstorms affecting at least 40 percent of its length.
b. An area of active thunderstorms affecting at least 3,000 square miles covering at least 40 percent of the area concerned and exhibiting a very strong radar reflectivity intensity or a significant satellite or lightning signature.
c. Embedded or severe thunderstorm(s) expected to occur for more than 30 minutes during the valid period regardless of the size of the area.
Text/Graphic METAR Aviation Routine Weather Report (METAR) is a format for reporting weather information. METARs are predominantly used by pilots in fulfillment of a part of a preflight weather briefing. METARs typically come from airports or permanent weather observation stations.
Text CONUS NEXRAD NEXRAD is a nationwide network of high-resolution Doppler weather radars, which detect precipitation and Graphic
Appendix A A-3 Product Description Format atmospheric movement or wind. NEXRAD returns data which when processed can be displayed in a mosaic map which shows patterns of precipitation and its movement.
The “Continental United States (CONUS) NEXRAD” FIS-B product is a graphical representation of the most recent mosaic of available NEXRAD Composite Reflectivity radar imagery.
Regional NEXRAD The “Regional NEXRAD” FIS-B product is a graphical representation of the most recent mosaic of available NEXRAD Composite Reflectivity radar imagery in a local area, showing a more detailed image than the “CONUS NEXRAD” product.
Graphic NOTAM NOTAMs are created and transmitted by the FAA under guidelines specified by International Civil Aviation Organization (ICAO) Annex 15, Aeronautical Information Services. NOTAMs are filed by various agencies with an aviation authority to alert aircraft pilots of any hazards en route or at a specific location. FIS-B NOTAM products consist of Uplink NOTAMS provided by FAA NOTAM systems as either NOTAM-Temporary Restricted Area (TRA), NOTAM-Temporary Military Operation Area (TMOA), NOTAM-Temporary Flight Restriction (TFR), NOTAM-Flight Data Center (FDC), or NOTAM-Distant (D) Text and graphical data are transmitted.
(Onboard software may render as graphic.)
PIREP Pilot Weather Reports (PIREP) are reports of actual weather conditions encountered by an aircraft in flight. This information is usually radioed by pilots to the nearest FSS.
The PIREP is then encoded and made available to other weather offices and Air Traffic Service Units (ATSU).
Text SUA Status Special Use Airspace (SUA) is an area designated for operations of a nature such that limitations may be imposed on aircraft not participating in those operations. Often these operations are of a military nature. The designation of SUAs identifies for other users the areas where such activity occurs, provides for segregation of that activity from other users, and allows charting to keep airspace users informed of potential hazards. SUAs are usually depicted on aeronautical charts.
Text TAF The Terminal Aerodrome Forecast (TAF) is a format for reporting aviation weather forecast information. Each TAF is valid for 24 hours or 30 hours; is updated four times a day Text
Appendix A A-4 Product Description Format at 0000Z, 0600Z, 1200Z, and 1800Z; and is amended (updated) as conditions require. TAFs complement and use similar encoding to METARs. They are produced by a human forecaster based on the ground. For this reason, there are fewer TAF locations than there are METARs.
Winds & Temperatures Aloft Winds & Temperature Aloft Forecast is forecast for specific atmospheric conditions in terms of wind and temperature in a specific altitude measured mostly in feet above mean sea level (MSL).
Text Lightning Provides strike count and polarity information on lightning strikes. Data is received and uplinked every 5 minutes. Age of lightning strikes can be determined from accumulating successive transmissions. Lightning strike information is displayed on a map to assist pilots in determining the most severe areas of convective activity within areas of potentially dangerous weather. (Note: This data is not available in Alaska, Hawaii, Guam, or Puerto Rico.)
Graphic Turbulence Uplink of Graphical Turbulence Guidance (GTG), which is an automatically generated turbulence forecast product that identifies areas of turbulence. Includes both Clear Air Turbulence (CAT) and Mountain Wave Turbulence.
Uplinked every 15 minutes. Altitude levels are from 2,000 to 24,000 feet in 2,000-foot increments. This product assists pilots in determining the level and severity of turbulence.
(Note: This data is not available in Alaska, Hawaii, Guam, or Puerto Rico.)
NOTE: GTG Max combined intensity (1,000 feet MSL to flight level (FL) 500).
Graphic Cloud Tops Uplink of cloud-top data to indicate the altitude of cloud layers and how high the tops of clouds extend. Informs pilots on remaining clear of clouds or in helping them determine a comfortable cruising altitude. Uplinked every 15 minutes. Altitude levels are from 1,500 to 15,000 feet in 1,500-foot increments and from 15,000 feet to 24,000 feet in 3,000-foot increments.
Graphic Icing Uplink of Current Icing Product (CIP) and Forecast Icing Product (FIP) probability and severity along with the probability of Supercooled Large Drops (SLD) being present. Uplinked every 15 minutes. Altitude levels are from 2,000 to 24,000 feet in 2,000-foot increments. This Graphic
Appendix A A-5 Product Description Format product provides pilots with icing information that helps them avoid areas which could be hazardous to flight.
NOTE: CIP/FIP are intended for flight planning purposes and should always be used in combination with icing information from all available sources including AIRMETs, SIGMETs, and PIREPS. CIP and FIP aid flight planning and situational awareness (SA) through graphical depiction of current and forecast icing conditions across an area or along a route of flight.
G-AIRMET Graphical AIRMET (G-AIRMET) is a decision-making tool based on weather “snapshots” displayed at short time intervals:
• Identifies hazardous weather in space and time.
• Provides more precise and informative weather hazard depictions than the text-only AIRMET.
• Provides graphical forecasts of en route weather hazards valid at discrete times:
– Instrument flight rules (IFR) conditions.
– Mountain obscuration.
– Icing.
– Freezing level.
– Turbulence.
– Low-Level Wind shear (LLWS).
– Strong surface winds.
Graphic CWA Center Weather Advisory (CWA) is an aviation weather warning for conditions meeting or approaching national in-flight advisory (AIRMET, SIGMET, or convective SIGMET):
• Used by aircrews to anticipate and avoid adverse weather conditions in the en route and terminal airspace.
• Valid for up to 2 hours and may include forecasts of conditions expected to begin within 2 hours.
• Issued for any of the following events:
– Conditions meeting convective SIGMET criteria.
– Icing (moderate or greater).
– Turbulence (moderate or greater).
– Heavy precipitation.
– Freezing precipitation.
– Conditions at or approaching low IFR.
– Surface winds/gusts >30 knots.
– LLWS (surface to 2,000 feet).
– Volcanic ash, dust storms, or sandstorms.
Text and Graphic
Appendix A A-6 Product Description Format FIS-B Outage Notification This message informs the user that a particular product is unavailable from the FIS-B Data Source; therefore, there will not be any update for this product type beginning at the time specified in the message. FIS-B starts broadcasting this message within 30 seconds of the product outage and keeps retransmitting it periodically until the product has come back online.
Text A.2 FIS-B Data Link “Tiering.” To make more efficient use of the available bandwidth for the FIS-B UAT uplink, a network of “tiers” of UAT radio stations have been established, in which UAT radio stations are assigned to one of four altitude tiers: high, medium, low, or surface. This allows the system to provide tailored sets of products that most effectively serve the different customer groups at each altitude tier. Pilots need to consider how the FIS-B tiers affect their specific flight scenario. The availability of certain FIS-B products depends on:
• Altitude tier an aircraft operates in.
• Look-ahead distance factor.
• In some cases, the size factor of an airport (for METAR and TAF reports).
(See paragraph A.4.)
NOTE: Pilots need to consider the performance of the aircraft as well as the update rate for a specific product. For example, a pilot of a light twin aircraft, flying at a medium altitude with a tailwind could easily have a groundspeed in excess of 200 knots. Thus, traveling at over 3 nautical miles (NM) per minute, a pilot may not have enough time to receive and decipher a pop-up TFR based on the 100 NM look-ahead and a 10-minute transmission interval.
Appendix A A-7 FIGURE A-2. UAT ALTITUDE TIERS Tier Altitude Range Description High Altitude Surface to FL240 (optimum from 9,100’ above ground level (AGL) to FL240) This altitude band extends up to the upper limit of FIS-B service (24,000’ MSL). These ground stations serve higher performance General Aviation (GA) aircraft (turbocharged or turbine) operating in an en route environment, and also could serve aircraft in climb/descent (and some en route).
Medium Altitude Surface to 14,000’ AGL (optimum from 2,200’ AGL to 14,000’ AGL) These ground stations serve the majority of GA aircraft operating in an en route environment. The upper band of 14,000 feet was chosen as this is typically at or above the service ceiling of the world’s most produced aircraft (Cessna 172: over 43,000 built); thus, this band includes the largest quantity of aircraft.
Low Altitude Surface to 3,000’ AGL These ground stations serve the majority of aircraft (of all types) operating in a terminal environment.
Surface Surface These ground stations consist of Surface Service Volume radios which serve aircraft in the immediate vicinity of major airports.
NOTE: While the required ceiling for FIS-B is FL240, it is expected that users can access the FIS-B service above that altitude. In the present design, approximately 90 percent of the implemented Service Volumes have FIS-B coverage at FL400.
Appendix A
A.3 FI S- B Look-Ahead and Transmission Intervals. Figure A-3 presents the product look-ahead ranges for low, medium, and high altitude tier radio stations, as well as surface stations.
FIG URE A-3. UAT PRODUCT PARAMETERS FOR LOW/MEDIUM/HIGH
ALTITUDE TIER RADIOS Product Surface Radios Low Altitude Tier Medium Altitude Tier High Altitude Tier
CONUS NEXRAD N/A CONUS NEXRAD not provided CONUS NEXRAD imagery CONUS NEXRAD imagery Winds & Temps Aloft 500 NM look-ahead range 500 NM look-ahead range 750 NM look-ahead range 1,000 NM look-ahead range METAR 100 NM look-ahead range 250 NM look-ahead range 375 NM look-ahead range CONUS: CONUS Class B & C airport METARs and 500 NM look-ahead range Outside of CONUS: 500 NM look-ahead range TAF 100 NM look-ahead range 250 NM look-ahead range 375 NM look-ahead range CONUS: CONUS Class B & C airport TAFs and 500 NM look-ahead range Outside of CONUS: 500 NM look-ahead range Regional NEXRAD 150 NM look-ahead range 150 NM look-ahead range 200 NM look-ahead range 250 NM look-ahead range
NOTAM-TRA,
NOTAM-TMOA,
NOTAM-TFR, NOTAM-FDC, or
NOTAM-D 100 NM look-ahead range 100 NM look-ahead range 100 NM look-ahead range 100 NM look-ahead range AIRMET/SIGMET 100 NM look-ahead range 250 NM look-ahead range 375 NM look-ahead range 500 NM look-ahead range PIREP/SUA N/A 250 NM look-ahead range 375 NM look-ahead range 500 NM look-ahead range A -8