AIM
4/3/14
7−1−23
Meteorology
of information that may provide this specific
guidance include manufacturer’s manuals, training
programs, and reference guides.
(b)
FIS should not serve as the sole source of
aviation weather and other operational information.
ATC, FSSs, and, if applicable, AOCC VHF/HF voice
remain as a redundant method of communicating
aviation weather, NOTAMs, and other operational
information to aircraft in flight. FIS augments these
traditional ATC/FSS/AOCC services and, for some
products, offers the advantage of being displayed as
graphical information. By using FIS for orientation,
the usefulness of information received from
conventional means may be enhanced. For example,
FIS may alert the pilot to specific areas of concern
that will more accurately focus requests made to FSS
or AOCC for inflight updates or similar queries made
to ATC.
(c)
The airspace and aeronautical environ-
ment is constantly changing. These changes occur
quickly and without warning. Critical operational
decisions should be based on use of the most current
and appropriate data available. When differences
exist between FIS and information obtained by voice
communication with ATC, FSS, and/or AOCC (if
applicable), pilots are cautioned to use the most
recent data from the most authoritative source.
(d)
FIS aviation weather products (for
example, graphical ground−based radar precipitation
depictions) are not appropriate for tactical (typical
timeframe of less than 3 minutes) avoidance of severe
weather such as negotiating a path through a weather
hazard area. FIS supports strategic (typical timeframe
of 20 minutes or more) weather decisionmaking such
as route selection to avoid a weather hazard area in its
entirety. The misuse of information beyond its
applicability may place the pilot and aircraft in
jeopardy. In addition, FIS should never be used in lieu
of an individual preflight weather and flight planning
briefing.
(e)
DLSP offer numerous MET and AI
products with information that can be layered on top
of each other. Pilots need to be aware that too much
information can have a negative effect on their
cognitive work load. Pilots need to manage the
amount of information to a level that offers the most
pertinent information to that specific flight without
creating a cockpit distraction. Pilots may need to
adjust the amount of information based on numerous
factors including, but not limited to, the phase of
flight, single pilot operation, autopilot availability,
class of airspace, and the weather conditions
encountered.
(f)
FIS NOTAM products, including Tempor-
ary Flight Restriction (TFR) information, are
advisory−use information and are intended for
situational awareness purposes only. Cockpit dis-
plays of this information are not appropriate for
tactical navigation − pilots should stay clear of any
geographic area displayed as a TFR NOTAM. Pilots
should contact FSSs and/or ATC while en route to
obtain updated information and to verify the cockpit
display of NOTAM information.
(g)
FIS supports better pilot decisionmaking
by increasing situational awareness. Better decision−
making is based on using information from a variety
of sources. In addition to FIS, pilots should take
advantage of other weather/NAS status sources,
including, briefings from Flight Service Stations,
FAA’s en route “Flight Watch” service, data from
other air traffic control facilities, airline operation
control centers, pilot reports, as well as their own
observations.
(h)
FAA’s Flight Information Service−
Broadcast (FIS−B).
(1)
FIS−B is a ground−based broadcast
service provided through the FAA’s Automatic
Dependent Surveillance–Broadcast (ADS−B) Ser-
vices Universal Access Transceiver (UAT) network.
The service provides users with a 978 MHz data link
capability when operating within range and line−of−
sight of a transmitting ground station. FIS−B enables
users of properly−equipped aircraft to receive and
display a suite of broadcast weather and aeronautical
information products.
(2)
The following list represents the initial
suite of text and graphical products available through
FIS−B and provided free−of−charge. Detailed
information concerning FIS−B meteorological
products can be found in Advisory Circular 00−45,
Aviation Weather Services, and AC 00-63, Use of
Cockpit Displays of Digital Weather and Aeronautic-
al Information. Information on Special Use Airspace
(SUA), Temporary Flight Restriction (TFR), and
Notice to Airmen (NOTAM) products can be found
in Chapters 3, 4 and 5 of this manual.