AIM 

4/20/23 

d. 

Operational Use of FIS. Regardless of the type of FIS system being used, several factors must be considered 

when using FIS: 

1. 

Before using FIS for inflight operations, pilots and other flight crewmembers should become familiar 

with the operation of the FIS system to be used, the airborne equipment to be used, including its system 

architecture, airborne system components, coverage service volume and other limitations of the particular 

system, modes of operation and indications of various system failures. Users should also be familiar with the 

specific content and format of the services available from the FIS provider(s). Sources of information that may 

provide this specific guidance include manufacturer’s manuals, training programs, and reference guides. 

2. 

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. 

3. 

The airspace and aeronautical environment 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. 

4. 

FIS aviation weather products (for example, graphical ground

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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 decision

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making 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. 

5. 

DSPs 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. 

6. 

FIS NOTAM products, including Temporary Flight Restriction (TFR) information, are advisory

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use 

information and are intended for situational awareness purposes only. Cockpit displays of this information are 

not appropriate for tactical navigation 

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 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. 

7. 

FIS supports better pilot decision

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making by increasing situational awareness. Better decision

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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. 

e. 

FAA’s Flight Information Service

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Broadcast (FIS

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B). 

1. 

FIS

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B is a ground

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based broadcast service provided through the FAA’s Automatic Dependent 

Surveillance–Broadcast (ADS

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B) Services Universal Access Transceiver (UAT) network. The service provides 

users with a 978 MHz data link capability when operating within range and line

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of

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sight of a transmitting ground 

station. FIS

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B enables users of properly

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equipped aircraft to receive and display a suite of broadcast weather 

and aeronautical information products. 

7

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1

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24 

Meteorology