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[a] Text: Aviation Routine Weather

Report (METAR) and Special Aviation Report


[b] Text: Pilot Weather Report (PIREP);
[c] Text: Winds and Temperatures Aloft;

[d] Text: Terminal Aerodrome Forecast

(TAF) and amendments;

[e] Text: Notice to Airmen (NOTAM)

Distant and Flight Data Center;

[f] Text/Graphic:  Airmen’s Meteoro-

logical Conditions (AIRMET);

[g] Text/Graphic: Significant Meteoro-

logical Conditions (SIGMET);

[h] Text/Graphic: Convective SIG-


[i] Text/Graphic: Special Use Airspace


[j] Text/Graphic: Temporary Flight Re-

striction (TFR) NOTAM; and

[k] Graphic: NEXRAD Composite Re-

flectivity Products (Regional and National).

(3) Users of FIS−B should familiarize

themselves with the operational characteristics and

limitations of the system, including: system architec-

ture; service environment; product lifecycles; modes

of operation; and indications of system failure.

(4) FIS−B products are updated and

transmitted at specific intervals based primarily on

product issuance criteria. Update intervals are

defined as the rate at which the product data is

available from the source for transmission. Transmis-

sion intervals are defined as the amount of time within

which a new or updated product transmission must be

completed and/or the rate or repetition interval at

which the product is rebroadcast. Update and

transmission intervals for each product are provided

in TBL 7−1−1.

(5) Where applicable, FIS−B products

include a look−ahead range expressed in nautical

miles (NM) for three service domains: Airport

Surface; Terminal Airspace; and Enroute/Gulf−of−

Mexico (GOMEX). TBL 7−1−2 provides service

domain availability and look−ahead ranging for each

FIS−B product.

(6) Prior to using this capability, users

should familiarize themselves with the operation of

FIS−B avionics by referencing the applicable User’s

Guides. Guidance concerning the interpretation of

information displayed should be obtained from the

appropriate avionics manufacturer.

(7) FIS−B malfunctions not attributed to

aircraft system failures or covered by active NOTAM

should be reported by radio or telephone to the nearest

FSS facility.

b. Non−FAA FIS Systems. Several commercial

vendors also provide customers with FIS data over

both the aeronautical spectrum and on other

frequencies using a variety of data link protocols. In

some cases, the vendors provide only the communi-

cations system that carries customer messages, such

as the Aircraft Communications Addressing and

Reporting System (ACARS) used by many air carrier

and other operators.

1. Operators using non−FAA FIS data for

inflight weather and other operational information

should ensure that the products used conform to

FAA/NWS standards. Specifically, aviation weather

and NAS status information should meet the

following criteria:

(a) The products should be either FAA/NWS

“accepted” aviation weather reports or products, or

based on FAA/NWS accepted aviation weather

reports or products. If products are used which do not

meet this criteria, they should be so identified. The

operator must determine the applicability of such

products to their particular flight operations.

(b) In the case of a weather product which is

the result of the application of a process which alters

the form, function or content of the base FAA/NWS

accepted weather product(s), that process, and any

limitations to the application of the resultant product,

should be described in the vendor’s user guidance


2. An example would be a NEXRAD radar

composite/mosaic map, which has been modified by

changing the scaling resolution. The methodology of

assigning reflectivity values to the resultant image

components should be described in the vendor’s

guidance material to ensure that the user can

accurately interpret the displayed data.