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FAA's Flight Service Stations (FSSs), ATC facilities,
or Airline Operations Control Centers (AOCCs). FIS
is not intended to replace traditional pilot and
controller/flight service specialist/aircraft dispatcher
pre-flight briefings or inflight voice communications.
FIS; however, can provide textual and
graphical background information that can help
abbreviate and improve the usefulness of such
communications. FIS enhances pilot situational
awareness and improves safety.
4. To ensure airman compliance with Federal
Aviation Regulations, manufacturer's operating
manuals should remind airmen to contact ATC
controllers, FSS specialists, operator dispatchers, or
airline operations control centers for general and
mission critical aviation weather information and/or
NAS status conditions (such as NOTAMs, Special
Use Airspace status, and other government flight
information). If FIS products are systemically
modified (for example, are displayed as abbreviated
plain text and/or graphical depictions), the modification
process and limitations of the resultant product
should be clearly described in the vendor's user
guidance.
b. 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, AFSSs 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
AIM 2/14/08
7-1-22 Meteorology
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 (e.g., graphical
ground-based radar precipitation depictions) are not
appropriate for tactical avoidance of severe weather
such as negotiating a path through a weather hazard
area. FIS supports strategic weather decision 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 pre-flight weather and flight
planning briefing.
5. FIS NOTAM products, including Temporary
Flight Restriction (TFR) information, are advisoryuse
information and are intended for situational
awareness purposes only. Cockpit displays 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.
6. FIS supports better pilot decision making by
increasing situational awareness. Better decisionmaking
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
　
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