Advisory U.S. Department of Transportation Federal Aviation Administration Circular Subject: Use of Cockpit Displays of Digital Date: 4/7/14 AC No: 00-63A Weather and Aeronautical Initiated by: AFS-400 Change: Information
1. PURPOSE. This advisory circular (AC) provides guidance to flightcrew members and other airmen on 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.
a. 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.
b. 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 Operation 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. APPLICABILITY. The guidance contained in this AC applies to all certificate holders, program managers, and operators using FAA and non-FAA FIS systems.
3. CANCELLATION. AC 00-63, Use of Cockpit Displays of Digital Weather and Operational Information, dated September 24, 2004, is canceled.
4. RELATED REGULATIONS AND DOCUMENTS.
a. 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).
• Part 61, §§ 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 (e)(46); appendix B (a)(2)(iii); and appendix C (a)(2)(iii).
• Part 65, § 65.55(a)(2) and appendix A (b).
• Part 91, §§ 91.21 and 91.103.
• Part 121, §§ 121.101(a), (b), (c), and (d); 121.119(a) and (b); 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 (3)(e) and (k); appendix B (3)(b)(6) and (12);
appendix C (3)(b)(6) and (8); appendix D (3)(b)(4) and (11); appendix E (3)(b)(4),
(5), (6), (12), and (13).
b. Related Reading Materials (current editions).
• AC 00-6, Aviation Weather.
• AC 00-45, Aviation Weather Services.
• AC 20-173, Installation of Electronic Flight Bag Components.
• AC 20-149, Installation Guidelines for Domestic Flight Information
Services-Broadcast.
• AC 91-63, Temporary Flight Restrictions (TFRs/TFR).
• AC 120-76, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bags.
• Aeronautical Information Manual (AIM), Chapter 4, section 5.
• AIM, Chapter 7, section 1.
• FAA Order JO 7110.10, Flight Services.
• FAA Order JO 7930.2, Notices to Airmen (NOTAM).
• International Civil Aviation Organization (ICAO) Annex 14.
• ICAO Annex 15, Chapter 2.
• RTCA DO-200.
• RTCA DO-201.
• RTCA DO-267A.
• RTCA DO-308/EUROCAE ED-151.
• RTCA DO-324/EUROCAE ED-175.
• RTCA DO-340.
• SAE ARP 5621.
5. DEFINITIONS.
a. Advisory. Specific and defined advice and information provided to assist pilots in the safe conduct of flight and aircraft movement.
b. Advisory-Use Information. Information delivered to the cockpit to assist pilots in the safe conduct of flight and aircraft movement. However, that delivery method may subject the Par 4 Page 2
information to alteration, corruption, latency, or other impairments, as well as disruptions in data link service. Users may not solely rely upon this information for making operational decisions.
c. Aeronautical Data. A representation of aeronautical facts, concepts, or instructions in a formalized manner suitable for communication, interpretation, or processing.
d. Aeronautical Information (AI). Information resulting from the assembly, analysis, and formatting of aeronautical data.
e. Aeronautical Information Management. The dynamic, integrated management of aeronautical information services—safely, economically, and efficiently—through the provision and exchange of quality-assured digital aeronautical data in collaboration with all parties.
f. Aeronautical Information Service (AIS). A service established within the defined area of coverage responsible for the provision of aeronautical information/data necessary for the safety, regularity, and efficiency of air navigation.
g. Aircraft Communications Addressing and Reporting System (ACARS). A non-FAA data link system using two-way Very High Frequency (VHF) data link air/ground communications for Airline Operational Control (AOC), Airline Administrative Control (AAC), and ATC messages. FIS request/reply and contract messages can be sent over the ACARS network.
h. Air Traffic Service (ATS). A generic term for (1) ATC service; (2) air traffic advisory service; (3) FIS; and (4) alerting service.
i. Aircraft Meteorological Data Relay (AMDAR). World Meteorological Organization (WMO) program for automatically collecting and reporting meteorological reports from aircraft.
j. Baseline Synchronization Service (BSS). Synchronization of a system database with current aeronautical data in effect for a prescribed period.
k. Broadcast Message. A message that is transmitted via a broadcast mode and does not depend on a request message sent from a user (e.g., an aircraft).
l. Broadcast Mode. A one-way interaction in which AI and/or METI updates or changes applicable to a designated geographic area are continuously transmitted (or transmitted at repeated periodic intervals) to all aircraft capable of receiving the broadcast within the service volume defined by the system network architecture.
m. Contract/Demand Mode. A two-way interaction in which AI and/or METI are transmitted to an aircraft in response to a specific request.
n. Contract/Update Mode. A two-way interaction that is an extension of the Demand Mode. Initial AI and/or METI report(s) are sent to an aircraft and subsequent updates or changes to the AI and/or METI that meet the contract criteria are automatically or manually sent to an aircraft.
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o. Crosslink. Communication link from one aircraft to another aircraft, either directly or through downlink data interception (such as ADS-B).
p. Data Link. A wireless telecommunication between two or more locations for the purpose of transmitting or receiving data.
q. Data Link Application. Implementation of data link technology to achieve specific air traffic management (ATM) operational functionalities. Within each application, there may be several (sub) services.
r. Data Link Service. (Sub) service under a data link application that describes a particular service from an operational point of view. Within each service, there may be several data link report types.
s. Database. One or more files of data so structured that appropriate applications may draw from the files and update them.
t. Downlink. Communication link from the aircraft to the ground.
u. Exclusive Use Information. Information that has been delivered to the cockpit in such a manner that it is accurate, reliable, complete, safe, and fit for use in aviation. Users may solely use this information for making preflight and in-flight decisions.
v. FAA’s FIS-B Service Provider. A commercial vendor that provides FAA FIS-B on the ADS-B 978 megahertz (MHz) UAT data link under an agreement with the FAA.
w. Flight Information Service (FIS). A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.
x. Graphical Product. A FIS product composed of graphics with associated supporting text.
y. In-Flight. Occurring, carried out, or present during flight (e.g., in-flight icing).
z. Information. Data that (1) has been verified to be accurate and timely, (2) is specific and organized for a purpose, (3) is presented within a context that gives it meaning and relevance, and which (4) leads to an increase in understanding and decrease in uncertainty. The value of information lies solely in its ability to affect a behavior, decision, or outcome.
aa. Meteorological Data. A representation of meteorological observations and environmental model output in a formalized manner suitable for communication, interpretation or processing.
bb. Meteorological Information (METI). Information resulting from the assembly, analysis, and formatting of weather data.
cc. Near-Real-Time. Current or immediate information; responding to events or inputs as fast as possible, or as they happen.
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dd. Non-FAA FIS. A commercial data link service providing aviation weather and operational information to customers.
ee. Non-FAA FIS Provider. An organization that operates a commercial data link service providing aviation weather and operational information independent of a vendor service agreement with the FAA.
ff. Product. Data set or data set series of METI/AI produced and displayed in accordance with a published or defined format in a manner usable and interpretable to a pilot.
gg. Product Latency. An element of data age. The total latency of METI/AI messages includes the total time between the actual occurrence of the phenomenon, the data collection, processing, transmittal, and the display or application of the information on the flight deck. The amount of total latency may limit the use or application of the information.
hh. Special Activity Airspace (SAA). Any airspace with defined dimensions within the National Airspace System (NAS) wherein limitations may be imposed upon aircraft operations.
This airspace may be restricted areas, prohibited areas, military operations areas, ATC-assigned airspace, and any other designated airspace areas. The dimensions of this airspace are programmed into the User Request Evaluation Tool (URET) and can be designated as either active or inactive by screen entry. Aircraft trajectories are constantly tested against the dimensions of active areas and alerts issued to the applicable sectors when violations are predicted.
ii. Special Use Airspace (SUA). Airspace of defined dimensions identified by an area on the surface of the Earth wherein activities must be confined because of their nature and/or wherein limitations may be imposed upon aircraft operations that are not a part of those activities. Some types of SUA are Alert Area, Controlled Firing Area, Military Operations Area, Prohibited Area, Restricted Area, and Warning Area.
jj. Strategic. This term refers to the decisionmaking process by the pilot. Strategic decisionmaking addresses decisions related to flight planning, both preflight and in-flight.
kk. Tactical. This term refers to the decisionmaking process by the pilot. Tactical decisionmaking involves decisions of an operational nature that need to be applied immediately.
ll. Text Product. An FIS product that is composed of text only.
mm. Temporary Flight Restrictions (TFR). A TFR is a regulatory action issued by the FAA via the U.S. NOTAM System (USNS), under the authority of Title 49 of the United States Code (49 U.S.C.). The FAA issues TFRs within the sovereign airspace of the United States and its territories to restrict certain aircraft from operating within a defined area on a temporary basis to protect persons or property in the air or on the ground. While not all-inclusive, TFRs may be issued for disaster or hazard situations such as: toxic gas leaks or spills, fumes from flammable agents, aircraft accident/incident sites, aviation or ground resources engaged in wildlife suppression, or aircraft relief activities following a disaster. TFRs may also be issued in support of VIP movements; for reasons of national security; or when determined necessary for the management of air traffic in the vicinity of aerial demonstrations or major sporting events.
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nn. Universal Access Transceiver (UAT). A U.S.-centric surveillance radio system providing other data link services that’s intended to serve the majority of the General Aviation (GA) community. UAT transmits on 978 MHz and is approved per § 91.225 for use in all airspace below 18,000 ft. mean sea level (MSL). UAT supports ADS-B, FIS-B, and Traffic Information Service - Broadcast (TIS-B).
oo. Uplink. Communication link from the ground to the aircraft.
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. 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 electronic devices (PED) permitted for flight deck use, provides flightcrews of equipped aircraft increased access to METI and AI.
a. 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.
b. Examples of DLSPs.
(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 properly equipped aircraft to receive and display a suite of broadcast weather and AI products. NAS-wide service availability is planned for 2014. You can find detailed information concerning FIS-B METI and AI products available using UAT FIS-B in the AIM and in Appendix 1.
(2) Non-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 permits 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.
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c. 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 will allow a more cohesive and efficient decisionmaking process and also enable such new aviation concepts as trajectory-based operations and optimum profile descents. SWIM infrastructure is being 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.
(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.
(a) 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 decisionmaking, while enhancing safety.
(b) In addition, as the CSS-Wx and NextGen Weather Processor (NWP) implementation evolves, new categories of aviation weather information and its impact on NAS operations will be available. This information will include projections of weather-constrained NAS airspace, which can be used to assess weather-related impacts on flows and individual trajectories, and to assist in development of mitigation strategies.
(c) Aircraft Access to SWIM (AAtS) is an effort to define how aircraft will connect to SWIM, enabling access to a common collection of aeronautical services provided from multiple official sources to create a globally interoperable and shared aviation information environment. This will facilitate common situational awareness so that flightcrews can be involved in the collaborative decisionmaking process. It is important to understand that the AAtS initiative will not implement a specific infrastructure to create the actual link to the aircraft.
Rather, AAtS defines a set of operational and technical requirements and provides guidance that will be used to implement that infrastructure.
(2) Global Information Sharing. To facilitate global information sharing and interoperability, data exchange models are being developed based on Open Geospatial Consortium 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.
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d. Category 1 and 2 AI and METI Data Link Services. When establishing AI and METI Data Link Services, there needs to be a clear distinction between the information provided and the means to deliver that information. The characteristics that describe the minimum requirements of the data or information to be delivered are different from those criteria used to describe the delivery method. Data or information can be delivered over Category 1 or Category 2 services, as described below. The same data or information may be sent over either category, but the intended use of the data or information will drive the decision for which category of service is required.
(1) Category 1 AI and METI Data Link Services. A compilation of systems used as the primary means for communicating AI and METI services to and from aircraft to meet aviation regulatory requirements. Users may act on products and information delivered by Category 1 services without any need for confirming its validity. Data so received may be exclusively used to support decisions. Category 1 services are characterized as follows:
• Qualified through verification and validation as to the operational, safety, and performance requirements required for supporting the ATS function at the time the data is received in the aircraft.
• 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.
(2) Category 2 AI and METI Data Link Services. A compilation of systems that can be useful for communications to and from aircraft (but must not be used as the only source of AI and METI to meet aviation regulatory requirements) on which to base operational decisions.
Category 2 services are characterized as follows: AI and METI services used for situations where the delay or loss of data link messages is not essential for the safety of operations and does not significantly affect the performance of operations (e.g., effects of loss are within tolerable limits of pilot and controller workload to enable safe transition to alternative procedures since its use is not required for the ATS function it supports).
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.
a. Benefit of AI and METI Data Link Services.
(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, these decisions require concurrence by an aircraft dispatcher (domestic and flag) or person authorized to exercise operational control (supplemental), unless the pilot is declaring an emergency.
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(2) Increased Situational Awareness. AI and METI data link products, especially graphical products, significantly improve the pilot’s situational awareness level and ability to quickly interpret AI and METI.
(3) Better Airline and GA Economics. Improved flight efficiencies can increase schedule predictability, aircraft utilization, passenger comfort, and the return on investment while reducing fuel consumption.
(4) Better 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 cockpit.
(5) Reduced 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.
(6) Reduced Pilot Workload. Decreases the pilot’s actions required to obtain a specific piece of information (e.g., Notices to Airmen (NOTAM), 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.
b. 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.
• Contract/Demand Mode.
• Contract/Update Mode.
c. METI Data Link Service Decision Classifications. Pilots and aircraft dispatchers (part 121 domestic and flag operations) and persons authorized to exercise operational control (part 121 supplemental operations) use METI to support in-flight decisions. These decisions are impacted by many factors, including the flight environment and the time available for deliberation and action. Deliberation begins when information is made available to the flightcrew (and dispatcher or person authorized to exercise operational control for part 121 domestic, flag, or supplemental operations). The sooner the information is available, the better the chances are that the safest course of action is taken prior to the aircraft encountering adverse weather phenomena, or other operational constraint. Additionally, the age (known as latency) of METI establishes whether specific information is appropriate for use in any or all of the pilot decision classifications. Three classifications of pilot decisions are defined for use of METI.
(1) Data Link Weather Planning Decision Service (WPDS). This service provides METI that supports pilot decisions well in advance (i.e., 20 minutes or longer) of any potential encounter (strategic).
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(a) This service is designed to provide METI to support pilot decisions for flight planning and in-flight monitoring, and/or replanning with a lead time to decision of 20 minutes or longer. As a minimum, weather information from this service updates the pilot’s awareness of the future environment, including a probability assessment of that future. The information may indicate a need to monitor the situation more closely; it may suggest to the pilot to be more aware of the need for possible decisions and further updates required later on during the departure, en route, or arrival phases of flight.
(b) WPDS METI may consist of the entire range of METI useful for flight planning, in-flight monitoring, and/or replanning. Examples include surface observations, gridded winds and temperatures aloft, in situ pilot and automated aircraft reports, weather radar information, turbulence, in-flight icing, and volcanic ash. METI included in the WPDS may be provided by the broadcast, contract demand, or contract update modes. Information received by the flight deck avionics or a portable display device may be stored and made available for later use by the pilot (or cockpit applications), or displayed directly in the flight deck.
(2) Data Link Weather Near-Term Decision Service (WNDS). This service provides METI that supports pilot decisions that are closer (i.e., 3-20 minutes) to any potential encounter (strategic or limited tactical).
(a) This service is designed to provide METI as support for near-term decisions with a lead time between 3 and 20 minutes, such as weather avoidance. The WNDS will focus upon METI suitable for near-term deviations to avoid weather hazards.
(b) The information will consist primarily of hazardous weather advisories, surface observations, near-real-time pilot or automated aircraft weather reports (including information from nearby, proximate aircraft, using data crosslink), weather radar summaries, and derived hazard products.
NOTE: METI included in the WNDS may be provided by any of the broadcast, contract/demand, or contract/update modes.
(3) Data Link Weather Immediate Decision Service (WIDS). This service provides METI that supports pilot decisions that require immediate attention (i.e., less than 3 minutes) (tactical).
(a) This service is designed to provide METI to flightcrews to support immediate decisions, with a lead time of less than 3 minutes. This service provides information that may require immediate action by the pilot to avoid, exit, or mitigate a known hazard. WIDS information must be delivered to the pilot with high integrity, availability, and continuity in recognition of the importance to safety.
(b) Examples of such WIDS category related to METI include changes in Runway Visual Range (RVR) and/or a wind-shear warning while on final approach. Wake vortex visualization is another immediate decision-support application, in this case, one enabled by data crosslink between nearby, proximate aircraft. Decisions supported by WIDS typically will not permit deliberation or consultation; rather they require specific, rule-based actions by the pilot.
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NOTE: Frequent updates of observational data, analyses, and forecasts maintain the timeliness of weather information. METI included in the WIDS may be provided by the contract/update mode.
d. AI Data Link Services. AI uplink services offer the potential to harmonize AI among stakeholders to increase safety, capacity, efficiency, economic and environmental benefits, and to minimize the risks associated with information overflow. Today, NOTAMs are mainly text-based, with the exception of the graphical NOTAMs published in the FAA’s Notice to Airmen Publication (NTAP). Graphical depiction in combination with text would in many cases make the information more intuitive and easier to interpret, thus increasing safety. In the transition to the digital world, there are two distinct services.
(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 BBS 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.
(a) Examples include:
• The 28-day navigation, terrain, obstacle, and aerodrome mapping data updates.
• Updates to pre-composed as well as data-driven charts. (Data-driven charts are described in SAE ARP 5621, Electronic Display of Aeronautical Information (Charts)).
(b) 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.
(2) Data Link Aeronautical Update Service (AUS). This service provides temporary and permanent changes to aeronautical data to the cockpit throughout the current 28-day AIRAC cycle (e.g., NOTAMs).
(a) 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.)
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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 (SAA), including TFRs) to address operational constraints and/or provide changes in routing opportunities;
• Updated nonroutine bulletins (e.g., Bird Notices to Airmen (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 impact areas, North Atlantic (NAT) 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.
(b) 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 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.
e. Airspace Domains.
(1) Preflight. This operational phase includes flight planning, briefing requirements, and aircraft preparation. In part 121 operations responsibility for preflight planning is a shared function between the pilot in command (PIC) and an aircraft dispatcher (domestic and flag operations) or between the PIC and person authorized to exercise operational control (supplemental operations). The flightcrew will often not be on board the aircraft during the preflight planning phase. However, preflight planning can continue all the way up until the point a flight takes off and is en route.
(2) Surface. The surface domain consists of an area approximately 10 miles in diameter and up to ~5,000 feet above ground level (AGL), consisting of the airport/aerodrome surface and Par 7 Page 12