AIM
4/3/14
7−1−24
Meteorology
[a] Text:
Aviation Routine Weather
Report (METAR) and Special Aviation Report
(SPECI);
[b] Text:
Pilot Weather Report (PIREP);
[c] Text:
Winds and Temperatures Aloft;
[d] Text:
Terminal Aerodrome Forecast
(TAF) and amendments;
[e] Text:
Notice to Airmen (NOTAM)
Distant and Flight Data Center;
[f] Text/Graphic:
Airmen’s Meteorolo-
gical Conditions (AIRMET);
[g] Text/Graphic:
Significant Meteoro-
logical Conditions (SIGMET);
[h] Text/Graphic:
Convective SIG-
MET;
[i] Text/Graphic:
Special Use Airspace
(SUA);
[j] Text/Graphic:
Temporary Flight
Restriction (TFR) NOTAM; and
[k] Graphic:
NEXRAD Composite Re-
flectivity Products (Regional and National).
(3)
Users of FIS−B should familiarize
themselves with the operational characteristics and
limitations of the system, including: system architec-
ture; service environment; product lifecycles; modes
of operation; and indications of system failure.
(4)
FIS−B products are updated and
transmitted at specific intervals based primarily on
product issuance criteria. Update intervals are
defined as the rate at which the product data is
available from the source for transmission. Transmis-
sion intervals are defined as the amount of time within
which a new or updated product transmission must be
completed and/or the rate or repetition interval at
which the product is rebroadcast. Update and
transmission intervals for each product are provided
(5)
Where applicable, FIS−B products
include a look−ahead range expressed in nautical
miles (NM) for three service domains: Airport
Surface; Terminal Airspace; and Enroute/Gulf−of−
Mexico (GOMEX). TBL 7−1−2 provides service
domain availability and look−ahead ranging for each
FIS−B product.
(6)
Prior to using this capability, users
should familiarize themselves with the operation of
FIS−B avionics by referencing the applicable User’s
Guides. Guidance concerning the interpretation of
information displayed should be obtained from the
appropriate avionics manufacturer.
(7)
FIS−B malfunctions not attributed to
aircraft system failures or covered by active NOTAM
should be reported by radio or telephone to the nearest
FSS facility. Malfunctions may also be reported by
submitting FAA Form 8740−5, Safety Improvement
Report via mail, fax, or email to your local Flight
District Standards Office, Safety Program Manager.
b. Non
−FAA FIS Systems. Several commercial
vendors also provide customers with FIS data over
both the aeronautical spectrum and on other
frequencies using a variety of data link protocols. In
some cases, the vendors provide only the commu-
nications system that carries customer messages,
such as the Aircraft Communications Addressing and
Reporting System (ACARS) used by many air carrier
and other operators.
1.
Operators using non−FAA FIS data for
inflight weather and other operational information
should ensure that the products used conform to
FAA/NWS standards. Specifically, aviation weather
and NAS status information should meet the
following criteria:
(a)
The products should be either FAA/NWS
“accepted” aviation weather reports or products, or
based on FAA/NWS accepted aviation weather
reports or products. If products are used which do not
meet this criteria, they should be so identified. The
operator must determine the applicability of such
products to their particular flight operations.
(b)
In the case of a weather product which is
the result of the application of a process which alters
the form, function or content of the base FAA/NWS
accepted weather product(s), that process, and any
limitations to the application of the resultant product,
should be described in the vendor’s user guidance
material.
2.
An example would be a NEXRAD radar
composite/mosaic map, which has been modified by
changing the scaling resolution. The methodology of
assigning reflectivity values to the resultant image
components should be described in the vendor’s