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AC 00-63B - Cockpit Displays of Digital Weather and Aeronautical Information
Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.
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 C ontrol
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.
6/3/24 AC 00-63B
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).
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3 5.2.4 Aeronautical Information Manual (AIM) :
• Chapter 4, Section 5, Surveillance Systems.
• Chapter 7, Section 1, Meteorology.
5.2.5 International Civil Avia tion 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/eurocae-
documents- and-reports/ .)
• RTCA DO-200, Standards for Processing Aeronautical Data.
• RTCA DO-201, User Requirements for Navigation Data.
• RTCA DO-267, Minimum Aviation Syste m 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 S ervices.
• 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
6/3/24 AC 00-63B
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 sup port 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 prov ide 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 messag ing
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 O ptimum P rofile D escents (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.
6/3/24 AC 00-63B
5 6.3.1 Publishing to SWIM . One publisher to SWIM will be the FAA’s Common Support
Services– Weather (CSS -Wx). C SS-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 en hance 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 w eather -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 intero perability,
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. Pi lots
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 s ervices 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.
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6 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 exe rcise 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 airpo rt 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.
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7 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 dispa tchers 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 sunset ted. 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 technol ogy 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.)
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8 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 “overlai d” 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 wi ll 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 Pacif ic 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
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9 area, including contingencies and anticipated delays). Ther efore, 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 th e 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 r eferred 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.
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10 8.1.1 Pilots c onducting 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 applic able 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 deli ver 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 v ia 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 th e 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 proces sing and
transmission of Next Generation W eather R adar (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
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11 of adverse non- forecast weather information. This is particularly importa nt 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 conten t, 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 distractio n (§
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.
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12 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 minimu m 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- Subs cribe 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 usi ng 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
6/3/24 AC 00-63B
13 procedures, minimum equipment l ists (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.
6/3/24 AC 00-63B
14 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 in troduction 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 rout e
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 Issu es 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 Oper ation (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.
6/3/24 AC 00-63B
15 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); a nd SAE ARP 5740, Cockpit Display of Data Linked Weather
Information (ICAO Annex 6 and ICAO Doc 10020, M a 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 an d 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 informa tion transfer. Transaction time applies to Publish- Subs cribe,
Request -Reply, and B roadcast 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.
6/3/24 AC 00-63B
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 f or
Lawrence Fields
Executive Director, Flight Standards Serv ice
6/3/24 AC 00 -63B
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 (AD S-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. Section s 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 W eather R adar
(NEXRAD) imagery and NOTAM/TFRs.
6/3/24 AC 00 -63B
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 advisor y 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 a reas 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/san dstorm,
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
6/3/24 AC 00 -63B
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
represen tation 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 designa ted 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
6/3/24 AC 00 -63B
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. Light ning 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 Turbule nce (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
6/3/24 AC 00 -63B
Appendix A
A-5 Product Description Format
product provides pilots with icing information that help s
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 flig ht.
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 fol lowing 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
6/3/24 AC 00 -63B
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 a ny 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.
6/3/24 AC 00 -63B
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 Aviat ion (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 ser ve 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 th e implemented Service Volumes have FIS -B
coverage at FL400.
6/3/24 AC 00 -63B
Appendix A
A.3 FI S- B Look -Ahead and Transmission Intervals. Figure A-3 presents the product
look-ahead ranges for l ow, 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
6/3/24 AC 00 -63B
Appendix A
A-9 FIGURE A -4. FIS -B OVER UAT PRODUCT UPDATE AND TRANSMISSION
INTERVALS
Product FIS-B Over UAT Service
Update Intervals1 FIS-B Service Transmission
Intervals2
AIRMET As available 5 minutes
Convective SIGMET As available 5 minutes
METAR 1 minute/as available 5 minutes
NEXRAD Composite
Reflectivity (CONUS) 15 minutes 15 minutes
NEXRAD Composite
Reflectivity (Regional) 5 minutes 2.5 minutes
NOTAM -TRA,
NOTAM -TMOA,
NOTAM -TFR,
NOTAM -FDC, or
NOTAM -D As available 10 minutes
PIREP As available 10 minutes
SIGMET As available 5 minutes
SUA Status As available 10 minutes
TAF 8 hours/as available 10 minutes
Temperature Aloft 12 hours 10 minutes
Winds Aloft 12 hours 10 minutes
Lightning Strikes 5 minutes 5 minutes
Turbulence 15 minutes 15 minutes
Icing Forecasts 15 minutes 15 minutes
Cloud Tops 15 minutes 15 minutes
G-AIRMETs 00Z, 03Z, 06Z, 09Z/
12 hour forecast 3 hours
CWAs As available As available
1 The Update Interval is the rate at which the product data is available from the source.
2 The Transmission Interval is the amount of time within which a new or updated product
transmission must be completed and the rate or repetition interval at which the product is
rebroadcast.
6/3/24 AC 00 -63B
Appendix A
A-10 A.4 Use of Airport Size as a Parameter. For selected FIS -B products (METAR and TAF),
the size of the airport is used as a filtering parameter for FIS -B broadcasts. Out of the
total of U.S. METAR reporting locations:
• Less than 2 percent are Class B airports (with the highest volume of air traffic).
• Less than 6 percent are Class C airports (with medium traffic volume).
A.4.1 METARs. High -altitude radio stations provide METARs for the largest airports across
all of CONUS (all class B and C airports), while low -altitude radio stations provide
METARs for all stations (regardless of airport size) within a more limited look -ahead
range. This provides high- altitude en route users with nationwide weather information (as
every location in CONUS is withi n at most 382 NM of a Class B or Class C airport), at a
significant savings in radio bandwidth.
A.4.2 TAFs. The same filtering applies to the TAF product. Out of the total U.S. TAF forecast
locations, 28 percent are Class B or C airports (three Class C airports do not have TAFs).
Airport -size filtering is only applied to high- altitude CONUS radio stations, as locations
outside of CONUS do not have the same bandwidth concerns (due to much lower geographic density of reporting stations), and locations outside of CONUS do not have a sufficient number of Class B and C airports to offer a reasonable en route view of weather.
A.4.3 Example for the User (Pilot) Perspective. On a 650 NM flight from Washington Dulles
International (KIAD) to Orlando Executive Airport (KORL), the pilot will only receive the METAR for Orlando International Airport (KMCO) in the early portion of the flight (while within coverage of high altitude tier radios). Once arriving within a closer radius (within 500 NM if under coverage of a high altitude tier radio; 375 NM if under coverage
of a medium altitude tier radio; or 250 NM under coverage of a low altitude tier radio), the METAR for the smaller airport that is the specific destination (KORL) would become available.
6/3/24 AC 00 -63B
Appendix B
B-1 APPENDIX B. EXAMPLES OF AERONAUTICAL INFORMATION BASELINE SYNCHRONIZATION
SERVICE/AERONAUTICAL UPDATE SERVICE
# AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
1 Aerodrome/Airport
Mapping Data quality standards defined in
RTCA DO- 272D/EUROCAE
ED-99D. Data exchange
standards defined in
DO-291C/EUROCAE ED-119C.
Database format standards
defined in ARINC 816-2. Includes land -and-hold-short
operations (LAHSO) information.
Also includes the virtual Aerodrome
Surface Routing Network (ASRN).
ASRN supports RTCA SC-217/
EUROCAE WG-44 Controller- Pilot
Data Link Communications (CPDLC) an d manual entry Data
Link Taxi (D-Taxi) application. X
2 Aerodrome/Airport
Information Standards not defined. Includes advisory information such
as airport traffic pattern and altitude information ; Fixed -Base Operator
(FBO) information ; hotel,
restaurant, and rental car information ; phone and contact
numbers for air traffic control (ATC) ; and available services,
including medical and fuel availability and fuel type and
quality (e.g., the Department of Defense’s (DOD) “F” number) for
diversions. X
3 Airspace and
Communications Partially defined in RTCA
DO-201/ARINC 424. Could include Automatic
Dependent Surveillance –Broadcast
(ADS -B)/Automatic Dependent
Surveillance–Rebroadcast (ADS -R)
and Flight Information Service –X
6/3/24 AC 00 -63B
Appendix B
B-2 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Broadcast (FIS -B) Universal Acces s
Transceiver (UAT)/1090 Extended
Squitter (ES) Ground Broadcast
Transceiver (GBT) service volumes.
Includes static Special Activity Airspace (SAA) data exclusive of
dynamic temporary flight
restrictions (TFR).
4 International Civil
Aviation Organization
(ICAO) Mode S Aircraft Addresses and ADS -B Aircraft “Clip
Art” Silhouettes Standards not defined. Enables 3D ADS -B traffic
depictions.
X
5 Electronic Charts Standards for electronic charts are
not defined. Chart definitions are defined in
SAE ARP 5289, Electronic
Aeronautical Symbols, and ARP 5621, Electronic Display of
Aeronautical Information (Charts).
• Airport/Aerodrome/Heliport X
• Standard Instrument
Departures (SID) X
• Engine Out Procedures X
• Instrument flight rules (IFR)
en route charts (low and high
altitude) Includes static SAA definition data.
X
6/3/24 AC 00 -63B
Appendix B
B-3 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
• Standard Terminal Arrival
Routes (STAR) X
• Instrument Approach
Procedures (IAP) X
• Charted Visual Approach
Procedures Example: KDCA Runway 19
Visual. X
• Noise Abatement Procedures X
• Visual Aeronautical charts
(e.g., visual flight rules (VFR)
sectionals and VFR terminal
area charts) Also includes static SAA data.
X
• Special Airport/Aerodrome
Qualification Page Example: Jep Page “10-18.”
Future depiction applications may
make use of animation. X
6 Geopolitical Standards not defined. Includes cities, county, and state
borders. Includes major roads. X
7 Magnetic Field/
Magnetic Flux Standards not defined. X
8 Navigation Data quality standards defined in
RTCA DO-201A. Data exchange
standards defined in ARINC 424-20. Database format standards defined in ARINC 424A. At the last Airlines Electronic
Engineering Committee (AEEC)/System Architecture and Interfaces (SAI) meeting before April 7, 2014, three ARINC Project Initiation/Modifications (APIM) were presented that will: (1) split the work being done in ARINC 424
into two different documents, and X
6/3/24 AC 00 -63B
Appendix B
B-4 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
(2) introduce a new format standard
for terrain and obstacles DBs. These
APIMs are as follows:
• APIM 11 -005A – Classic;
• ARINC 424 – NDB introducing
XML and the XSD (data exchange standard); and
• APIM 12 -006 – Terrain and
Obstacle Databases (TODB) (new DB format standard).
Additionally, there was also an APIM introduced to address standards for data compression :
APIM 12 -007 – XML Encoding and
Compression Standard.
9 Noise -Sensitive Areas Standards not defined. Static data. Affects VFR operations,
advisory circular (AC) category of use, and Area Navigation (RNAV)/Required Navigation Performance (RNP) approach
selection during any 24-hour period . X
10 Obstacles Data quality standards defined in
RTCA DO-276C/
EUROCAE ED-98C.
Data exchange standards defined in DO- 291C/EUROCAE
ED-119C. Database format See item 8, above.
X
6/3/24 AC 00 -63B
Appendix B
B-5 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
standards may be defined in a
future ARINC specification.
11 Terrain Data quality standards defined in
RTCA DO- 276C/EUROCAE
ED-98C. Data exchange
standards defined in
DO-291C/EUROCAE ED-119C.
Database format standards may
be defined in a future ARINC
specification. See item 8, above.
X
12 Miscellaneous Standards not defined. Scope
includes:
Airport/Facility Directory (A/FD) X
State Aeronautical Information
Publication (AIP) (Includes AIP supplements and amendments, Preflight Information Bulletin (PIB), and Aeronautical
Information Circulars (AIC))
X
Location of sporting stadiums,
critical infrastructure, and ADS -B
GBTs Support issuance of Aeronautical
Update Service (AUS) status
Notices to Air Missions (NOTAM). X
1 Aerodrome
(AD)/Airport Entire AD/Airport and
Heliports Public Use Airport/Status Includes commissioning,
decommissioning, openings,
closings, and abandonments. X
Rotating Beacon/Status X
6/3/24 AC 00 -63B
Appendix B
B-6 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Seaplane Base/Status Includes commissioning,
decommissioning, openings,
closings, and abandonments. X
Helipad/Status Includes commissioning,
decommissioning, openings,
closings, and abandonments. X
Wildlife Hazards (specify bird
activity and location) NOTE: ICAO term is Bird Notice to
Air Missions (BIRDTAM). Can be
listed under AD or Runway (RWY)
if a specific runway is involved. X
Arresting Gear/Status X
Wind Indicator/Status Includes wind socks and wind
tetrahedrons. X
Weather Reporting Station
(on-airport)/Status Commissioning, decommissioning,
out of service, or unavailable. X
Runway Entire Closure (full length) X
Distances Available/Status Includes temporary changes to the
Takeoff Distance Available (TODA), Takeoff Run Available (TORA), Accelerate Stop Distance Available (ASDA), and Landing
Distance Available (LDA). X
Threshold Displacement X
Safety Areas/Status X
Runway Condition Codes
(RWYCC) X
6/3/24 AC 00 -63B
Appendix B
B-7 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Braking Action X
Surface Condition (also called
FICON or field conditions) Includes winter conditions, such as
depth of snow, plowed runways or
portions of a plowed runway, runway sanding or deicing, snow banks, runway light obscuration,
and runway cracks or ruts. X
Lighting Obscurations Example: Obstructions caused by
snow or ice. X
Lighted Sign Status X
Ground Lighting Status X
Direction – Lighting Sign Status X
Direction – In-Ground Lighting
Status X
Direction – In-Ground Marking
Status X
Approach Lighting System Status Includes approach/minimum
decision altitudes. Includes approach lighting system status and visual approach lighting systems (e.g., Visual Approach Slope Indicator (VASI), precision approach path indicator (PAPI), medium intensity approach lighting system with runway alignment
indicator lights (MALSR),
Approach Lighting System With X
6/3/24 AC 00 -63B
Appendix B
B-8 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Sequenced Flashing Lights
(ALSF-2), runway end
identification lights (REIL)).
Pilot Controlled Lighting (PCL)
Status NOTE: May be listed under
keyword AD or RWY. X
PCL Frequency Change X
Construction Status X
Wildlife Hazards (specify bird
activity and location) NOTE: Bird activity listed either
under AD or RWY, the latter if a
specific runway is involved. X
Runway Visual Range (RVR)
System/Status NOTE: May be listed under
keyword RWY or SVC. X
VFR Traffic Pattern/Status Permanent procedures listed under
Baseline Synchronization Service
(BSS). X
Properties Change X
Taxiway Closure (e.g., partial, full length,
and crossing restriction changes ) X
Construction/Status X
Designated Movement and
Non-Movement Areas X
In-Ground Lighting/Status X
Lighted Sign/Status X
6/3/24 AC 00 -63B
Appendix B
B-9 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Work -in-Progress (WIP). Also
known as Personnel and
Equipment Working (PAEW)
X
Ground Markings/Lighting Status X
Taxiway Surface Condition
(FICON) X
Braking Action X
Apron (including ramp
areas and parking) Construction Status X
In-Ground Marking Status X
In-Ground Lighting Status X
Apron Surface Condition
(FICON) X
Lighting (Aerodrome/
Airport/Heliport) Ground Lighting System Status Commissioning, decommissioning,
outages, changes in classification or
operation. Includes various lighting systems. Includes approach and runway lighting and PCL status and frequency change.
NOTE: Ground lighting status needs to be harmonized with lighting listed under runway,
taxiway, and apron areas. X
Services (Aerodrome/
Airport/Heliport) Emergency Services Aircraft Rescue and Fire Fighting
(ARFF) availability. X
6/3/24 AC 00 -63B
Appendix B
B-10 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Fuel Availability Includes potential effect on flight
operations (e.g., delays possible in
fueling diverting aircraft). X
Fuel Quality Indicator Status
Changes Fuel quality for type aircraft
(e.g., the DOD issues an “F” series
NOTAM for denoting compatibility
of fuel in foreign countries). X
Fuel Price Status NOTE: This is not a State -provided
NOTAM. X
Customs Availability/Status X
2 Airspace Airspace Restrictions –
Prohibited/Restricted/ Danger (P/R/D) areas (ICAO) and Federal Aviation Administration (FAA)
SAA SAA initiatives are broken down
into first- tier and second- tier
initiatives. Most DOD SAA would activate static SAA data resident in an onboard database. SAA data also includes dynamic TFR status
information. X
SAA – First Tier Aerial Refueling Tracks X
Aerial Refueling Anchors NOTE: Not listed in SAA Concept
of Operations (CONOPS). X
Altitude Reservations (ALTRV) –
Stationary X
ATC Assigned Airspace
(ATCAA) X
(Military) Visual Routes (VR) X
6/3/24 AC 00 -63B
Appendix B
B-11 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
(Military) Instrument Routes (IR) X
Military Operations Areas
(MOA) X
Orbit Areas X
Prohibited Areas X
Restricted Areas X
Special Flight Rules Areas
(SFRA) X
TFRs X
Title 14 CFR part 91, § 91.137(a)(1)
– Protect persons and property on
the surface or in the air from a hazard associated with an incident on the surface.
Example: Chemical spills, volcanic
eruptions. X
Section 91.137(a)(2) – Provide a
safe environment for the operation of disaster relief aircraft.
Example: firefighting, avalanche
control. X
Section 91.137(a)(3) – Prevent an
unsafe congestion of sightseeing
and other aircraft above an incident X
6/3/24 AC 00 -63B
Appendix B
B-12 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
or event which may generate a high
degree of public interest.
Example: Outdoor assembly,
aircraft accident site.
Section 91.138 – TFRs in national
disaster areas in the State of Hawaii. X
Section 91.141 – Flight restrictions
in the proximity of the Presidential
and other parties.
Example: Presidential and other
VIP movements. X
Section 91.143 – Flight limitation in
the proximity of space flight operations.
Example areas include: Cape Canaveral Air Force Station, National Aeronautics and Space Administration (NASA) Wallops.
Launches include military,
commercial, and NASA operation s. X
Section 91.144 – Temporary
restriction on flight operations during abnormally high barometric pressure conditions.
Example: Flight operations in
Alaska. X
6/3/24 AC 00 -63B
Appendix B
B-13 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Section 91.145 – Management of
aircraft operations in the vicinity of
aerial demonstrations and major sporting events.
Examples: Super Bowl, Indy 500, air shows involving
high- performance aircraft aerobatic
teams. X
Title 14 CFR part 99, § 99.7 –
Special security instructions.
Example: Certain military facilities,
potential terrorist targets.
Examples: Nuclear power plants,
specific military installations. X
Temporary Special Use Airspace
(SUA) Temporarily expands existing
airspace in support of DOD
requirements . X
Warning Areas X
SAA – Second Tier Aerobatics Areas X
Aircraft Manufacturers’ Test
Airspace X
Alert Areas X
Commercial Space Launch and
Reentry Areas X
6/3/24 AC 00 -63B
Appendix B
B-14 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Glider Operations Areas X
Parachute Jumping Areas X
Controlled Airspace Change in hours of operation of
the controlling facility Includes applicable radio frequency
connectivity to controlling facility. X
Terminal Maneuvering
Area (TMA)/Control
area (CTA)/Controlled
zone (CTR) Status Facility providing ATC control
closed ICAO TMA/CTA/CTR terms
replaced by class of airspace in the United States. X
3 Services ATC Facility Hours of operation Includes the resulting airspace
definition when ATC services are
not available. Also includes times of
operation of temporary ATC towers
and functions. X
Weather Automated Weather Services
Status X
FIS-B/UAT FIS-B Service Volume and Status X
ADS -B/Traffic
Information Service –
Broadcast (TIS -B) ADS -R/TIS -B Service Volume
and Status X
GBT Location Changes X
4 Points and
Navigational Aids (NAVAID) Waypoints and Fixes Changes in names, locations,
and/or restrictions In the United States, generally
handled via Procedure NOTAMs. X
NAVAIDs Status of ground -based navigation
facilities including
commissioning/decommissioning,
X
6/3/24 AC 00 -63B
Appendix B
B-15 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
out-of-service, unmonitored, and
unusable areas.
NOTE: List is incomplete as there
are many more NAVAID
products and/or features that could be added here, such as
Hazardous Inflight Weather
Advisory Servi ce (HIWAS), very
high frequency (VHF) omni- directional range (VOR)
voice, distance measuring equipment (DME), instrument landing system (ILS), markers, etc.
Whether Class 1 NAVAID
monitoring is unavailable X
ILS glide slope changes due to
snow X
Global Navigation
Satellite System
(GNSS) Infrastructure GNSS Constellation/Outage
Status
X
GNSS Unreliable Global Positioning Satellite
(GPS) potentially unreliable for navigation
X
GPS potentially unreliable for
surveillance X
6/3/24 AC 00 -63B
Appendix B
B-16 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
5 Communications Frequencies Frequency Change Notices
NOTE: List is incomplete as there
are many other Comm NOTAMs
and/or features that could be
added here.
X
6 Surveillance Radar Radar System Status Includes loss of radar coverage due
to temporary wind turbine interference, loss of secondary radar
coverage. X
Other surveillance
means TIS-B/ADS -B Status X
7 Procedures LAHSO Temporary changes Includes changes resulting from
temporary changes in the LDA, or temporary changes in runway
signage, marking or lighting. X
Departures/SIDs Changes to SIDs Includes decluttering logic. X
Arrivals/STARs Changes to STARs Includes decluttering logic. X
IAP Includes RNAV/RNP procedures
available NOTAMs/Digital Automatic
Terminal Information Service
(D-ATIS) messages when available. X
Changes to IAPs X
Holding procedure
changes Changes to procedures; holding
air speed changes X
Changes to required minimum
climb gradients X
6/3/24 AC 00 -63B
Appendix B
B-17 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Other (e.g., Obstacle
Departure Procedure
(ODP)) Changes to minimums due to
lighting outages or other
environmental reasons
X
8 Routes Airways Changes in the airway minimum
en route altitude (MEA) In U.S., generally handled via
procedural NOTAMs. X
Tracks North Atlantic (NAT)/Pacific
Tracks Daily updates. X
9 Obstructions Obstructions, including
towers, cranes, stacks,
etc. Includes permanent as well as
temporary obstruction
changes/status
X
Obstruction Lighting Outage
Changes/Status X
Wind Turbines Includes new single - and
multiple -site wind turbine
changes/status NOTE: Charted wind turbines
located in BSS section. X
Temporary Obstruction
Status Moored Balloons and Kites Example: High -Altitude Aerostat in
Florida Keys. X
Tall Vessels in a Ship Channel,
Near Airports Highly dynamic. Examples: General
Edward Lawrence Logan INTL
(KBOS); Philadelphia INTL
(KPHL). X
Unlit Obstructions Applies to uncharted obstructions. X
10 Miscellaneous Airspace Hazard Alerts Laser Light Activity – Planned Planned/scheduled (non -hostile)
activity. X
Laser Light Activity – Hostile Requires immediate NOTAM
issuance by ATC. X
6/3/24 AC 00 -63B
Appendix B
B-18 # AI Categories AI Products/Services/
Subcategories Product(s)/Features Type/Comments BSS AUS
Solar Flare Activity Expected effect on the National
Airspace System (NAS) and
international flight operations. X
Noise -Sensitive Areas Daily Noise -Sensitive Areas Activates noise -sensitive areas
(stored as BSS). Daily cumulative
noise NOTAMs support VFR noise
reduction procedures, AC category
of use, and RNAV (RNP) approach
and departure routings. X
Bird Activity Bird Activity – Migratory
Bird Activity – Local Off -Airport
Areas (e.g., landfills) NOTE: Could affect un crewed
aircraft (UA) operations. X
Bird Activity – On or in the
vicinity of the airport Could make use of advanced sensor
technology such as new foreign object damage (FOD) systems and internet -based data collection
systems. X
11 Other Pointer NOTAMs X
Graphical NOTAMs Graphical NOTAMs include
complex textual and/or graphical
procedures . Published , as required, in support of
specific events. X X
6/3/24 AC 00 -63B
Appendix C
C-1 APPENDIX C. ACRONYMS , ABBREVIATIONS, AND DEFINITIONS
Terminology or
Acronym Explanation
A/FD Airport/Facility Directory
AC Advisory Circular
ACARS Aircraft Communications Addressing and
Reporting System
AD Aerodrome
ADS -B Automatic Dependent Surveillance- Broadcast
ADS -R Automatic Dependent
Surveillance -Rebroadcast
AI Aeronautical Information
AIM Aeronautical Information Manual
AIP Aeronautical Information Publication
AIRAC Aeronautical Information Regulation and
Control
AIRMET Airmen’s Meteorological Information
AIS Aeronautical Information Service
AIXM Aeronautical Information Exchange Model
AMDAR Aircraft Meteorological Data Relay
AOC Airline Operational Control
API Application Programming Interface
ARP SAE Aerospace Recommended Practice
ATC Air Traffic Control
ATM Air Traffic Management
ATS Air Traffic Service
AUS Aeronautical Update Service
6/3/24 AC 00 -63B
Appendix C
C-2 Terminology or
Acronym Explanation
BIRDTAM Bird Notice to Air Missions
BSS Baseline Synchronization Service
CDM Collaborative Decision Making
CFR Code of Federal Regulations
CONUS Continental United States
CPDLC Controller -Pilot Data Link Communications
D-ATIS Digital Automatic Terminal Information
System
DLSP Data Link Service Provider
DOD Department of Defense
EFB Electronic Flight Bag
ES Extended Squitter
FAA Federal Aviation Administration
FICON Field Condition
FIS Flight Information Service
FIS-B Flight Information Services –Broadcast
FNS NDS Federal NOTAM System NOTAM
Distribution Service
FSS Flight Service Station
GNSS Global Navigation Satellite System
GPS Global Positioning Satellite
ICAO International Civil Aviation Organization
METAR Message d’observation meteorologieque pour
l’aviation regu ilere (Aviation Routine Weather
Report)
METI Meteorological Information
6/3/24 AC 00 -63B
Appendix C
C-3 Terminology or
Acronym Explanation
NAS National Airspace System
NextGen Next Generation Air Transportation System
NOTAM Notice to Air Missions
NOTAM -D NOTAM Distant
NOTAM -FDC NOTAM -Flight Data Center
NOTAM -TFR NOTAM -Temporary Flight Restriction
NOTAM -TMOA NOTAM -Temporary Military Operation Area
NOTAM -TRA NOTAM -Temporary Restricted Area
NDS NOTAM Distribution Service
NWS National Weather Service
PED Portable Electronic Device
PIB Preflight Information Bulletin
PIC Pilot in Command
PIREP Pilot Weather Report
RVR Runway Visual Range
RWY Runway
RWYCC Runway Condition Code
SAA Special Activity Airspace
SFRA Special Flight Rules Area
SID Standard Instrument Departure
SIGMET Significant Meteorological Information
SUA Special Use Airspace
SWIM System Wide Information Management
6/3/24 AC 00 -63B
Appendix C
C-4 Terminology or
Acronym Explanation
TAF Terminal Aerodrome Forecast
TFR Temporary Flight Restriction
TIS-B Traffic Information Services –Broadcast
TMA Terminal Maneuvering Area
UAT Universal Access Transceiver
U.S. United States
WMO World Meteorological Organization
WXXM Weather Information Exchange Model
C.1 Definitions .
C.1.1 Advisory. Specific and defined advice and information provided to assist pilots in the
safe conduct of flight and aircraft movement.
C.1.2 Aeronautical Data. A representation of aeronautical facts, concepts, or instructions in a
formalized manner suitable for communication, interpretation, or processing.
C.1.3 Aeronautical Information (AI). Information resulting from the assembly, analysis, and
formatting of aeronautical data.
C.1.4 Aeronautical Information Management. The dynamic, integrated management of
Aeronautical Information Services (AIS)—safely, economically, and efficiently—
through the provision and exchange of quality- assured digital aeronautical data in
collaboration with all parties.
C.1.5 Aeronautical Information Se rvice (AIS). A service established within the defined area of
coverage responsible for the provision of AI/data necessary for the safety, regularity, and efficiency of air navigation.
C.1.6 Aircraft Communications Addressing and Reporting System (ACARS). A no n-FAA d
ata
link system using two-way very high frequency (VHF) data link air-ground communications for Airline Operational Control (AOC) and ATC messages. FIS request/reply and contract messages can be sent over the ACARS network.
C.1.7 Air Traffic Service (ATS). A generic term for (1) ATC service; (2) air traffic advisory
service; (3) FIS; and (4) alerting service.
6/3/24 AC 00 -63B
Appendix C
C-5 C.1.8 Aircraft Meteorological Data Relay (AMDAR). World Meteorological Organization
(WMO) program for automatically collecting and reporting meteorological reports from
aircraft.
C.1.9 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).
C.1.10 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.
C.1.11 Publish-Subscribe Mode. A two -wa
y interaction in which AI and/or METI are
transmitted to an aircraft in response to a specific request.
C.1.12 Subscription Update Mode. A two -way interaction that is an extension of the
Subscription 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 subscription criteria are automatically or manually sent to an aircraft.
C.1.13 Crosslink . Co
mmunication link from one aircraft to another aircraft, either directly or
through downlink data interception (such as ADS- B).
C.1.14 Data Link . A wire less telecommunication between two or more locations for the purpose
of transmitting or receiving data.
C.1.15 Data Link Application . Im plementation of data link technology to achieve specific ATM
operational functionalities. Within each application, there may be several (sub) services.
C.1.16 Data Link Baseline Synchronization Service (BSS). Synchronization of a system
database with current aeronautical data in effect for a prescribed period.
C.1.17 Data Link Service . (Sub ) service under a data link application that des cribes a particular
service from an operational point of view. Within each service, there may be several data link report types.
C.1.18 Database. One or more files of data so structured that appropriate applications may draw
from the files and update them.
C.1.19 Downli nk. Co mmunication link from the aircraft to the ground.
C.1.20 FAA Flight Services . Provide flight planning, advisory information, preflight planning,
in-flight advisory service, and rescue and coordination services.
C.1.21 FAA’s Flight Information Service –Br oadcast (FI S-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.
6/3/24 AC 00 -63B
Appendix C
C-6 C.1.22 Flight Information Service (FIS). A service provided for the purpose of giving advice and
information useful for the safe and efficient conduct of flights.
C.1.23 Graphical Product. An FIS product composed of graphics with associated supporting text.
C.1.24 In-Flight. Occurring, carried out, or present during flight (e.g., in- flight icing).
C.1.25 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.
C.1.26 Meteorol
ogical Data. A representation of meteorological observations, forecasts, and
environmental model output in a formalized manner suitable for communication, interpretation, or p rocessing.
C.1.27 Meteorological Information (METI). Information resulting from the assembly, analysis,
and formatting of weather data.
C.1.28 Near -Real-Time . Cur rent or immediate information; responding to events or inputs as fast
as possible, or as they happen.
C.1.29 Non-FAA FIS . A c ommercial data link service providing aviation weather and
operational information to customers.
C.1.30 Non-FAA FI S 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.
C.1.31 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.
C.1.32 Product Latency. An element of data age. T he tot al 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.
C.1.33 Request -Repl
y Mode. Two -way communication in which AI or METI is transmitted to a
requestor in response to a specific request.
C.1.34 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 (MOA), ATC -assigned airspace, and any other designated airspace areas. The
dimensions of this airspace are programmed into the User Request Evaluati on Tool
(URET) and can be designated as either active or inactive by screen entry. Aircraft
6/3/24 AC 00 -63B
Appendix C
C-7 trajectories are constantly tested against the dimensions of active areas and alerts issued
to the applicable sectors when violations are predicted.
C.1.35 Special Use Airspace (SUA) . Air space 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 activi ties. Some types of SUA are Alert Area, Controlled Firing Area, MOA, Prohibited
Area, Restricted Area, and Warning Area.
C.1.36 Strategic . This
term refers to the decision -making process by the pilot. Strategic
decision-making addresses decisions related to flight planning, both preflight and in-flight.
C.1.37 Tactical . Thi
s term refers to the decision -making process by the pilot. Tactical
decision-making involves decisions of an operational nature that need to be applied immediately.
C.1.38 Text Product. An FIS product that is composed of text only.
C.1.39 Temporary Flight Restrictions (TFR). A TFR is a regulatory action issued by the FAA
via the United States Notice to Air Missions (NOTAM) System (USNS), under the authority of Title 49 of the United States Code (49 U.S.C.). The FAA i ssues 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, TF Rs 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.
C.1.40 Universal Access Transceiver (U AT). A U.S
.-centric surveillance radio system providing
other data link services that is 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 feet mean sea level (MSL). UAT supports ADS-B, Automatic Dependent Surveillance –Rebroadcast (ADS -R), FIS -B, and Traff ic Information
Services–Broadcast (TIS -B).
C.1.41 Uplink. Communication link from the ground to the aircraft.
Advisory Circular Feedback Form
If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the Flight Technologies
and Procedures Division at 9-AWA-AFS400-Coord@faa.gov or the Flight Standards
Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
Subject: AC 00-63B, Use of Flight Deck Displays of Digital Weather and Aeronautical
Information
Date: _____________________
Please check all appropriate line items:
An error (proce
dural or t
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ographical) has been noted in paragraph ____________
on page _______ .
Recommend paragraph _____________ on page __________ be changed as follows:
______________________________________________________________________
______________________________________________________________________
In a future change to this AC, please cover the following subject:
(Briefly describe what you want added.)
______________________________________________________________________
______________________________________________________________________
Other comments:
______________________________________________________________________
______________________________________________________________________
I would like to discuss the above. Please contact me.
Submitted by: Date: ______________________
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