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considered when using FIS:
7.2.1 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.
7.2.2 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 orientation,
the usefulness of information received from
30 AUG 07
AIP
United States of America
GEN 3.5-22
15 MAR 07
Nineteenth Edition Federal Aviation Administration
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.
7.2.3 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.
7.2.4 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.
7.2.5 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.
7.2.6 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
control centers, pilot reports, as well as their own
observations.
7.3 FAA FISDL (VHF) Service. The FAA's
FISDL (VHF datalink) system is a VHF Data Link
(VDL) Mode 2 implementation that provides pilots
and flight crews of properly equipped aircraft with a
cockpit display of certain aviation weather and flight
operational information. This information may be
displayed in both textual and graphical formats. The
system is operated under a service agreement with the
FAA, using broadcast data link on VHF aeronautical
spectrum on two 25 KHz spaced frequencies
(136.450 and 136.475 MHz). The FAA FISDL
(VHF) service is designed to provide coverage
throughout the continental U.S. from 5,000 feet AGL
to 17,500 feet MSL, except in areas where this is not
feasible due to mountainous terrain. Aircraft
operating near transmitter sites may receive useable
FISDL signals at altitudes lower than 5,000 feet
AGL, including on the surface in some locations,
depending on transmitter/aircraft line of sight
geometry. Aircraft operating above 17,500 feet MSL
may also receive useable FISDL signals under certain
　
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