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Although TIS-B is primarily intended for use on the
ground by controllers, the information can be transmitted to suitably equipped aircraft and displayed to pilots
in the cockpit. The cockpit display of traffic information (CDTI) provides information for both ADS-B and
non-ADS-B aircraft on a single cockpit display.
[Figure 6-7] Since this information is shown even
while the aircraft is on the ground, it also improves situational awareness during surface movement, and can
help prevent or resolve taxiing conflicts.
090
HGD MAG
GS 215 TAS 229
105/15
12 6
114.3
CRS 055
DME 27.9
VOR R
FROM
RW23
9
+04
DAL117
-09
UPS350
-09
Radar
Target
ADS-B Target
UPS Flight 350
900 ft below
and descending
Flight Track
ADS-B Target
DAL Flight 117
900 ft below
and climbing
Figure 6-7. Cockpit Display of Traffic Information. This
display shows both ADS-B and other aircraft radar targets.
6-8
REDUCING EN ROUTE CONGESTION
In addition to the congestion experienced at major hubs
and terminal areas, certain parts of the en route structure have reached capacity. Easing the burden on
high-volume airways and eliminating airborne choke
points are some of the challenges addressed by new
airspace plans.
MATCHING AIRSPACE
DESIGN TO DEMANDS
More new RNAV routes are being created, which are
essentially airways that use RNAV for guidance instead
of VORs. They are straighter than the old VOR airways,
so they save flight time and fuel costs. By creating additional routes, they reduce traffic on existing airways,
adding en route capacity. As new routes are created near
existing airways, chart clutter will become more of an
issue. Electronic chart presentations are being developed
that will allow pilots to suppress information that is irrelevant to their flight, while ensuring that all information
necessary for safety is displayed. The high degree of
accuracy and reliability of RNP procedures offers
another means of increasing capacity along popular
RNAV routes. Instead of having all the aircraft that are
using the route fly along the same ground track, RNP
allows several closely spaced parallel tracks to be created for the same route. In essence, this changes a
one-lane road into a multi-lane highway. [Figure 6-8]
REDUCING VOICE COMMUNICATION
Many runway incursions and airborne clearance mistakes are due to misunderstood voice communications.
During busy periods, the necessity of exchanging
dozens of detailed instructions and reports leads pilots
and controllers to shorten and abbreviate standard
phraseology, often leading to errors. It stands to reason
that better ways to transfer information could reduce
voice communications, and thus reduce the incidence of
communication errors. One such innovation is similar to
the display screen at fast-food drive-up windows. As the
cashier punches in the order, it is displayed on the monitor so the customer can verify the order. This kind of
feedback reduces the common problem of hearing what
is expected to be heard, which is particularly problematic in ATC clearances and read backs. Not only does
reducing voice communications reduce frequency
congestion, it also eliminates certain opportunities for
misunderstanding.
Controller pilot data link communication (CPDLC) augments voice communications by providing a second
communication channel for use by the pilot and controller, using data messages that are displayed in the
cockpit. This reduces delays resulting from congestion
on voice channels. The initial version of CPDLC will
display a limited number of air traffic messages, but
future versions will have expanded message capabilities
and permit pilot-initiated requests.
Point A
Point B
Figure 6-8. RNP allows parallel tracks along the same route, multiplying capacity along that route.
6-9
AIRCRAFT COMMUNICATIONS
ADDRESSING AND REPORTING SYSTEM
Of course, pilot-controller communication is compromised when the crew is listening to other frequencies or
engaged in other communications, such as talking to
their company. If these communications could be
accomplished silently and digitally, voice communications with ATC would improve. The Aircraft
Communications Addressing and Reporting System
(ACARS) is a commercial system that enables the crew
to communicate with company personnel on the ground.
It is often used to exchange routine flight status messages, weather information, and can serve as a non-voice
communication channel in the event of an emergency.
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(148)