8/15/19 3/15/07 7/16/20 AIM  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, FSSs, 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 (for example, graphical ground − based radar precipitation depic- tions) are not appropriate for tactical (typical timeframe of less than 3 minutes) avoidance of severe weather such as negotiating a path through a weather hazard area. FIS supports strategic (typical timeframe of 20 minutes or more) 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 preflight weather and flight planning briefing. 5. DSPs offer numerous MET and AI products with information that can be layered on top of each other. Pilots need to be aware that too much information can have a negative effect on their cognitive work load. Pilots need to manage the amount of information to a level that offers the most pertinent information to that specific flight without creating a cockpit distraction. Pilots may need to adjust the amount of information based on numerous factors including, but not limited to, the phase of flight, single pilot operation, autopilot availability, class of airspace, and the weather conditions encountered. 6. 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. e. FAA’s Flight Information Service − Broadcast (FIS − B). 1. FIS − B is a ground − based broadcast service provided through the FAA’s Automatic Dependent Surveillance–Broadcast (ADS − B) Services Univer- sal Access Transceiver (UAT) network. The service provides users with a 978 MHz data link capability when operating within range and line − of − sight of a transmitting ground station. FIS − B enables users of properly − equipped aircraft to receive and display a suite of broadcast weather and aeronautical informa- tion products. 2. TBL 7 − 1 − 1 lists the text and graphical products available through FIS − B and provided free − of − charge. Detailed information concerning FIS B meteorological products can be found in Advisory Circular 00 − 45, Aviation Weather Services, and AC 00-63, Use of Cockpit Displays of Digital Weather and Aeronautical Information. Information on Special Use Airspace (SUA), Temporary Flight Restriction (TFR), and Notice to Airmen (NOTAM) products can be found in Chapters 3, 4 and 5 of this manual. 3. Users of FIS − B should familiarize them- selves with the operational characteristics and limitations of the system, including: system architec- 7. 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, data from other air traffic control facilities, airline operation control centers, pilot reports, as well as their own observations. 7 − 1 − 20 Meteorology