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7.1.4 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 modifica-tion process and limitations of the resultant product should be clearly described in the vendor’s user guidance.
7.2 Operational Use of FIS. Regardless of the type of FIS system being used, several factors must be 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 communicat-ing aviation weather, NOTAMs, and other operation-al 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.

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 advisory. use information and are intended for situational awareness purposes only. Cockpit displays of this information are not appropriate for tactical naviga-tion . 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 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, 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 circumstances.
　
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