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AIM

10/12/17

7−1−21

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 Tempo-

rary 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,

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−Broad-

cast (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 prod-

ucts can be found in Advisory Circular 00−45,

Aviation Weather Services, and AC 00-63, Use of

Cockpit Displays of Digital Weather and Aeronauti-

cal 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.