the immediate vicinity of the airport/aerodrome. This domain is used by ATC for pre-departure, taxi, takeoff, and landing portions of the flight. Surface applies to both towered and non-towered airports without an ATC presence. During this surface domain, it is assumed that the aircraft has moved for the purpose of flight.
(3) Terminal Maneuvering Area (TMA). The TMA domain consists of the airspace surrounding an airport/aerodrome, typically starting at ~5,000 feet AGL up to ~flight level (FL)
245. This is the transition airspace used by ATC to merge and space aircraft for landing or for entrance into the en route domain. The TMA typically radiates out ~50 nautical miles (NM) from the center of an airport/aerodrome.
(4) En route. The en route domain consists of the airspace that surrounds the TMA domain starting at ~FL245 to ~FL600. It is the continental (or domestic) airspace used by ATC for the cruise portion of the flight. Oceanic, remote, and polar are operating domains similar to the en route domain, except that they are associated with geographical areas generally outside of continental airspace.
f. Aircraft Crosslink and Downlink of Meteorological Data.
(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, non-meteorological aircraft parameters supporting wake vortex avoidance applications can be transmitted.
(2) Downlinked Data. Data from aircraft that are downlinked to the ground (e.g., World Meteorological Organization 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.
(3) Crosslinked 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 COCKPIT 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 cockpit applications should have timely access to information consistent with the information available to the ATM ground community.
• It should be noted that availability of AI and METI in the cockpit does not fulfill the part 121 regulatory requirement for aircraft dispatchers to provide the 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.
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a. Data Link Service Matrix.
Category Information Mode Service 1 METI Contract/Update WPDS/WNDS/WIDS 1 AI Contract/Update BSS/AUS 2 METI Broadcast/Contract/Demand or Contract/Update WPDS/WNDS 2 AI Broadcast, Contract/Demand, or Contract/Update BBS/AUS
b. Using Data Link Services for Direct User Access Terminal (DUAT)/Direct User Access Terminal System (DUATS), Lockheed Martin Flight Services, and/or Weather Briefing Documents/Dispatch Paperwork via Category 2 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 Category 2 Data Link Services.
(1) Pilots conducting flights not certificated under the provisions of 14 CFR part 119 are encouraged to use FAA/NWS products through FSS, Lockheed Martin Flight Services, and/or DUAT/DUATS. Pilots that are comfortable with self-briefing, via Lockheed Martin Flight Services, DUAT/DUATS, or an alternate 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. Pilots should be familiar with any applicable disclaimer related to the accuracy of the information provided by the subscribed commercial service.
(2) Certificated operators using weather briefing documents and/or dispatch documents may use data link to provide updated METI and AI displayed on an EFB to complement flightcrews’ weather briefing documents per the operator’s flight dispatch, flight following, or operational control system. The EFB must 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.
(3) Certificate 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 must meet the FAA’s criteria for what constitutes a valid digital/electronic signature. Criteria for the validity of digital/electronic signatures are described in the current edition of AC 120-78, Acceptance and Use of Electronic Signatures, Electronic Recordkeeping Systems, and Electronic Manuals, and FAA Order 8900.1, Volume 3, Chapter 31, Section 2. All certificated operators must comply with all applicable 14 CFR parts, including dispatch and flight release rules, and the retention of records and reports. In accordance with the requirements of parts 121 and 125, certificate holders 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.
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(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.
c. 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 must pay particular attention to the service provided and any system particularities and limitations.
(1) Product Latency. Be aware of the product time or “valid until” time on the particular data link information displayed in the cockpit. (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 must only use data link weather radar images for broad strategic avoidance of adverse weather.) Pilots operating part 121 domestic or flag flights must contact their dispatcher for verification of current weather information. This is particularly important when adverse weather phenomena are present, or forecast.
(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.
(3) Indication of System Failure. Be aware of partial or total system failure indications and the actions necessary to obtain affected METI and AI through other sources.
(4) Coverage 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 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.
(5) Content/Format. Since service providers often refine or enhance data link products for cockpit display, pilots must be familiar with the content, format, and meaning of symbols and displays (e.g., the legend) in the specific system.
(6) Data Integrity/Limitations to Use. This refers to the reliability of information depicted. Be aware of any applicable disclaimer by the service provider.
(7) Use of Equipment/Avionics Display. Pilots remain responsible for the proper use of an EFB or installed avionics. Pilots should be cognizant that, per the FAA practical test standards (PTS), they may be evaluated on the use and interpretation of METI and AI on an EFB.
(8) Overload of Information. Most DLSPs offer numerous METI and AI products with information that can be layered on top of each other. Pilots need to 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 cockpit distraction. Pilots may need to adjust the amount of information based on numerous factors including, but not limited to, the phase of flight, Par 8 Page 15
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.
a. Integration of AI and METI. Part 91 subpart K (part 91K) program managers and parts 121 and 135 certificate holders may integrate data link METI and AI into their respective aviation weather information system, as specified in FAA Order 8900.1, Volume 3, Chapter 26.
When authorized, data link METI and AI data should support all phases of flight. Certificate holders/program managers must ensure that the METI via FIS comes from an approved source of weather reports and forecasts as listed on the certificate holder’s/program manager’s Operations Specification (OpSpec)/Management Specification (MSpec) A010, Aviation Weather Information.
b. Use of EFBs. An EFB is an acceptable means to view METI and AI in the cockpit. As this requires software and data connectivity, the EFB at a minimum is classified as a Class 2 EFB using Type B software and requires an authorization for use via OpSpec/MSpec/Letter of Authorization (LOA) A061, Use of Electronic Flight Bag. Certificate holders/program managers using an EFB to display METI and AI to the cockpit should comply with the guidelines and guidance related to EFBs found in the current editions of AC 120-76, AC 20-149, and AC 20-173, as well as Order 8900.1, Volume 4, Chapter 15, Section 1.
c. Broadcast FIS. Do not use broadcast data-linked METI and AIS products as a sole source for making tactical in-flight decisions regarding flight safety when avoiding adverse weather phenomena (e.g., negotiating a path through a weather hazard area), airspace, or obstacle hazards. Current data-linked METI and AI products may support strategic decisionmaking
(e.g., route selection to avoid a weather hazard area in its entirety). Most broadcast DLSPs may be classified as Commercial Weather Information Providers (CWIP). Prior to using any weather information provided by a CWIP, certificate holders and program managers must contact their FAA certificate-holding district office (CHDO). In some cases, using weather information provided by a CWIP may require an FAA-approved Enhanced Weather Information System (EWINS).
d. Internet-Based Connectivity – Contract/Demand or Contract/Update. Certificate holders/program managers may choose to provide METI and AI in the cockpit, 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 certificate holder/program manager needs to develop protocols for using an Internet-based system in the cockpit, to include:
(1) Adherence to all pertinent 14 CFR parts. In particular, certificate holders 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.
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(2) Security. If leveraging onboard Internet systems, a network security plan should exist for ensuring data confidentiality, integrity, and availability for cockpit access to the cabin system. Certificate holders and program managers using public Internet for weather information are responsible for assuring timely delivery of information without data corruption during the transmission.
(3) Restrictions to flightcrew use of non-pertinent information via the Internet during all aircraft movement operations.
e. Category 2 METI and AI Requirements. Category 2 services may include WPDS, WNDS, and AUS as standalone services or as a combination of services.
(1) Certificate holders/program managers need to develop METI and AI guidance to flightcrews for safe and effective use of data-linked FIS. This includes changes to manuals, operational procedures, minimum equipment lists (MEL), and the qualification of flightcrews through the approved training programs.
(2) Additionally, certificate holders conducting part 121 operations must develop guidance for aircraft dispatchers (domestic and flag) and operational control personnel (supplemental) that addresses the use of METI and AI in the cockpit. The procedures must include the method by which the certificate holder’s pilots and dispatchers/operational control personnel have access to the same METI and AI for preflight planning and conduct of all flights.
(3) Certificate holders 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.
f. Safety Management System (SMS). The certificate holder/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.
g. 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.
h. FIS Training Program Requirements.
(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;
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• Differences between flight-planning METI and AI products and in-cockpit 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 cockpit 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;
• Comparability between onboard weather radar and NEXRAD images; and
• Restrictions to using nonapproved METI and AI products.
(2) Initial Evaluation of FIS Knowledge and Skills. Evaluate individual flightcrew member’s 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.
(3) FIS 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.
(4) FIS Recurrent Evaluation. Integrate FIS recurrent evaluation into recurrent proficiency and/or competency checking.
(5) Line 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.
(6) Crew Resource Management (CRM). CRM programs should address effective teamwork for using FIS information while in the cockpit.
i. Master Minimum Equipment List (MMEL)/MEL. Certificate holders/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.
j. FIS Issues Unique to a Certificate Holder/Program Manager. Certificate holders/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.
k. Category 1 Additional Requirements. Category 1 services will entail all of the Category 2 requirements as well as additional requirements that are still in development. A detailed list of the additional Category 1 requirements will be published in a future revision of Par 9 Page 18
this AC. However, as development work continues, it is anticipated that, at a minimum, the following items will need consideration:
(1) Availability. Accessibility to data within a designated service volume.
(2) Continuity. The probability that a communication transaction could be initiated and completed when needed.
(3) Currency. A temporal attribute indicating that displayed data received is up to date.
(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 that a data element meets the users’ requirements determines its fitness for use. Ensuring data quality will be a key metric in enabling future Category 1 FIS data link services.
(5) Human 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: Acceptable AI and METI human factors guidance is currently published in Section 3.8 of RTCA’s DO-267A, Minimum Aviation System Performance Standards (MASPS) for Flight Information Services-Broadcast (FIS-B) Data Link, although DO-267A is light on specifying cockpit display criteria (human factors) for AI. Future guidance on this topic is expected from SAE G-10 during calendar year 2014.
(6) Integrity. The probability that communication transactions are completed without errors.
(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, Safety and Performance Requirements (SPR) for Aeronautical Information Services (AI) and Meteorological (MET) Data Link Services. 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.
(8) Preemptive Prioritization. The 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 impact 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.
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(9) Security. An 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.
(10) Suitability. In 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.
(11) Total Transaction Time (TTT). The total time required to initiate and complete an information transfer. Transaction time applies to demand, contract, 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. Total transaction time 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.
/s/ John Barbagallo Acting Director, Flight Standards Service Par 9 Page 20
Appendix 1 APPENDIX 1.THE FEDERAL AVIATION ADMINISTRATION’S FLIGHT
INFORMATION SERVICE – B OVER UNIVERSAL ACCESS TRANSCEIVER
DATA LINK
Flight Information Service – Broadcast (FIS-B) over Universal Access Transceiver (UAT) data link service provides meteorological and aeronautical information to the cockpit for aircraft operating in the U.S. National Airspace System (NAS). These products are broadcast over the ADS-B UAT link so pilots have timely information of regional weather and NAS status/changes that might impact flight. It is critical that pilots understand that FIS-B Meteorological Information (METI) and Aeronautical Information (AI) products are advisory-use information only and must not be used as the only source of METI and AI for making operational decisions (thus A Category 2 data link service).
FIS-B does not replace a Flight Service Station (FSS) via the phone, a Lockheed Martin Flight Services via the internet, Direct User Access Terminal/Direct User Access Terminal System (DUAT/DUATS), or dispatch/System Operations Control (SOC) (if applicable) briefing. FIS-B information may be used by the pilot for the safe conduct of flight and aircraft movement;
however, the information should not be the only source of METI and AI. A pilot should be particularly alert and understand the limitations and quality assurance issues associated with individual products. This includes graphical representation of next generation weather radar (NEXRAD) imagery and Notices to Airmen (NOTAM)/temporary flight restrictions (TFR).
1. Current FIS-B Products. Here is a listing of the FIS-B over UAT products currently being provided:
FIGUREA-1. 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 h azardous 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 three miles, and extensive mountain obscurement.
Text/Graphic Page 1
Appendix 1 Product Description Format 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 A Convective SIGMET will be issued when the Text/Graphic SIGMET 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 exhib iting 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.
METAR METAR (aviation routine weather report) 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 Next-Generation Radar (NEXRAD) is a nationwide Graphic NEXRAD network of high resolution Doppler weather radars, which detect precipitation & atmospheric movement or wind. NEXRAD returns data which when processed can be displayed in a m osaic map which shows patterns of precipitation & its movement. The “CONUS NEXRAD” FIS-B product is a summary composite of available NEXRAD radar imagery across the 48 states.
Regional The “Regional NEXRAD” FIS-B product is a composite Graphic NEXRAD of available NEXRAD radar imagery in a local area, showing a more detailed image than the “CONUS NEXRAD” product.
NOTAM Notices To Airmen (NOTAM) are created and transmitted by the FAA under guidelines specified by International Civil Aviation Organ ization (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 consists of NOTAM Ds & NOTAM -FDCs ( including TFRs and Text data transmitted.
(Onboard software may render as graphic.)
Appendix 1 Product Description Format Public Law Security NOTAMs).
PIREP Pilot Reports (PIREP) are reports of actual weather conditions encountered by an aircraft in flight. This information is usually radioed by pilots to the nearest Flight Service Station (FSS). The PIREP is then encoded and made available to other weather offices and air traffic service units.
Text SUA Status Special Use Airspace (SUA) is an area designated for operations of a nature such t hat 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 act ivity 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 informat ion. Each TAF is valid for 24 hour s or 30 hours, is updated four times a day at 0000Z, 0600Z, 1200Z, and 1800Z, and is amended (updated) as conditions require . TAFs complement and use similar encoding to METAR reports. They are produced by a human forecast er based on the ground. For this reason there are fewer TAF locations than there are METARs.
Text Winds & Winds & Temperature Aloft Forecast is forecast for Text Temperatures specific atmospheric conditions in terms of wind and Aloft temperature in a specific altitude measured mostly in feet above mean sea level (MSL).
FIS-B Outage This message informs the user that a particular product is Text Notification unavailable from the FIS-B Data Source, therefore there will not be any update for this product type beg inning 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.
2. Future FIS-B Products. The FAA has authorized implementation of five new FIS-B over UAT data link products in the next few years.
a. Lightning. Graphical representation of each lightning stroke in a past 5-minute period.
b. Turbulence NOWcast. Two-kilometer resolution grid containing an eight-value turbulence intensity scale in each grid cell. The intensity scale depicts a weighted average turbulence for flight levels (FL) of 10,000 ft and above.
Appendix 1
c. Icing NOWcast. Two-kilometer resolution grids, where each grid represents one of the eight 3,000 ft ranges from FL 030 to FL 240. Within each grid, each grid cell contains the four-value icing indication and the presence or absence of Supercooled Large Drop (SLD) formation.
d. Cloud Tops. Two-kilometer resolution grid indicating the altitude of the cloud top to an accuracy of 3,000 ft, ranging from FL 030 to FL 480.
e. One-Minute Automated Weather Observing System (AWOS). More frequent updates of METAR-formatted information.
3. 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 5 of this appendix.)
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 ground speed in excess of 200 knots. Thus, traveling at over 3 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.