[FAA] The Flight Information Services Datalink (FISDL) provides a VHF broadcast from a network of ground stations to in-cockpit displays of General Aviation aircraft, presenting nation-wide flight information products.
a. FIS. Aviation weather and other operational information may be displayed in the cockpit through the use of FIS. FIS systems are of two basic types: Broadcast only systems (called FIS-B) and two-way request/reply systems. Broadcast system components include a ground- or space-based transmitter, an aircraft receiver, and a portable or installed cockpit display device. Two-way systems utilize transmitter/receivers at both the ground- or space-based site and the aircraft.
1. Broadcast FIS (i.e., FIS-B) allows the pilot to passively collect weather and other operational data and to display that data at the appropriate time. In addition to textual weather products such as Aviation Routine Weather Reports (METARs)/Aviation Selected Special Weather Reports (SPECIs) and Terminal Area Forecasts (TAFs), graphical weather products such as radar composite/mosaic images, temporary flight restricted airspace and other NOTAMs may be provided to the cockpit. Two-way FIS services permit the pilot to make specific weather and other operational information requests for cockpit display. A FIS service provider will then prepare a reply in response to that specific request and transmit the product to that specific aircraft.
2. FIS services are available from four types of service providers:
(a) A private sector FIS provider operating under service agreement with the FAA using broadcast data link over VHF aeronautical spectrum and whose products have been reviewed and accepted by the FAA prior to transmission. (Products and services are defined under subparagraph c.)
(b) Through an FAA operated service using a broadcast data link on the ADS-B UAT network. (Products and services are defined under subparagraph d.)
(c) Private sector FIS providers operating under customer contracts using aeronautical spectrum.
(d) Private sector FIS providers operating under customer contract using methods other than aeronautical spectrum, including Internet data-to-the-cockpit service providers.
3. FIS is a method of receiving aviation weather and other operational data in the cockpit that augments traditional pilot voice communication with 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 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 advisory-use 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 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.
c. 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.
1. FAA FISDL (VHF) service provides, free of charge, the following basic text products:
(a) Aviation Routine Weather Reports (METARs).
(b) Aviation Selected Special Weather Reports (SPECIs).
(c) Terminal Area Forecasts (TAFs), and their amendments.
(d) Significant Meteorological Information (SIGMETs).
(e) Convective SIGMETs.
(f) Airman's Meteorological Information (AIRMETs).
(g) Pilot Reports (both urgent and routine) (PIREPs); and,
(h) Severe Weather Forecast Alerts and Warnings (AWWs/WW) issued by the NOAA Storm Prediction Center (SPC).
2. The format and coding of these text products are described in Advisory Circular AC-00-45, Aviation Weather Services, and paragraph 7-1-31, Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR).
3. Additional products, called "Value-Added Products," are also available from the vendor on a paid subscription basis. Details concerning the content, format, symbology and cost of these products may be obtained from the vendor.
d. FAA's Flight Information Service-Broadcast (FIS-B) Service. FIS-B is a ground broadcast service provided through the FAA's Universal Access Transceiver (UAT) "ADS-B Broadcast Services" network. The UAT network is an ADS-B data link that operates on 978 MHz. The FAA FIS-B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of certain aviation weather and flight operational information. The FAA's FIS-B service is being introduced in certain regional implementations within the NAS (e.g., in Alaska and in other areas of implementation).
1. FAA's UAT FIS-B provides the initial products listed below with additional products planned for future implementation. FIS-B reception is line of sight and can be expected within 200 NM (nominal range) of each ground transmitting site. The following services are provided free of charge.
(a) Text: Aviation Routine Weather Reports (METARs).
(b) Text: Special Aviation Reports (SPECIs).
(c) Text: Terminal Area Forecasts (TAFs), and their amendments.
(d) Graphic: NEXRAD precipitation maps.
2. The format and coding of the above text weather-related products are described in Advisory Circular AC-00-45, Aviation Weather Services, and paragraph 7-1-31, Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR).
3. Details concerning the content, format, and symbology of the various data link products provided may be obtained from the specific avionics manufacturer.
e. Non-FAA FISDL 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 communications 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 material.
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.
