曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

to ADS−B equipped aircraft. The source of this traffic
information is derived from ground−based air traffic
radars. TIS−B is intended to provide ADS−B
equipped aircraft with a more complete traffic picture
in situations where not all nearby aircraft are
equipped with ADS−B. The advisory−only application
will enhance a pilot’s visual acquisition of other
traffic.
2. Only transponder−equipped targets
(i.e., Mode A/C or Mode S transponders) are
detected. Current radar siting may result in limited
radar surveillance coverage at lower altitudes near
some general aviation airports, with subsequently
limited TIS−B service volume coverage. If there is no
radar coverage in a given area, then there will be no
TIS−B coverage in that area.
d. TIS−B Limitations
1. TIS−B is NOT intended to be used as a
collision avoidance system and does not relieve the
pilot’s responsibility to “see and avoid” other aircraft.
(See paragraph 5−5−8, See and Avoid). TIS−B shall
not be used for avoidance maneuvers during times
when there is no visual contact with the intruder
aircraft. TIS−B is intended only to assist in the visual
acquisition of other aircraft. No avoidance maneuvers
are provided for nor authorized as a direct result
of a TIS−B target being displayed in the cockpit.
2. While TIS−B is a useful aid to visual traffic
avoidance, its inherent system limitations must be
understood to ensure proper use.
(a) A pilot may receive an intermittent TIS−B
target of themselves, typically when maneuvering
(e.g., climbing turn) due to the radar not tracking the
aircraft as quickly as ADS−B.
(b) The ADS−B−to−radar association process
within the ground system may at times have
difficulty correlating an ADS−B report with
corresponding radar returns from the same aircraft.
When this happens the pilot will see duplicate traffic
symbols (i.e., “TIS−B shadows”) on the cockpit
display.
(c) Updates of TIS−B traffic reports will
occur less often than ADS−B traffic updates. (TIS−B
position updates will occur approximately once every
3−13 seconds depending on the radar coverage. In
comparison, the update rate for ADS−B is nominally
once per second).
(d) The TIS−B system only detects and
uplinks data pertaining to transponder equipped
aircraft. Aircraft without a transponder will not be
displayed as a TIS−B target.
AIM 2/14/08
4−5−18 Surveillance Systems
(e) There is no indication provided when any
aircraft is operating inside (or outside) the TIS−B
service volume, therefore it is difficult to know if one
is receiving uplinked TIS−B traffic information.
Assume that not all aircraft are displayed as TIS−B
targets.
3. Pilots and operators are reminded that the
airborne equipment that displays TIS−B targets is for
pilot situational awareness only and is not approved
as a collision avoidance tool. Unless there is an
imminent emergency requiring immediate action,
any deviation from an air traffic control clearance
based on TIS−B displayed cockpit information must
be approved beforehand by the controlling ATC
facility prior to commencing the maneuver. Uncoordinated
deviations may place an aircraft in close
proximity to other aircraft under ATC control not
seen on the airborne equipment, and may result in a
pilot deviation.
e. Reports of TIS−B Malfunctions
Users of TIS−B can provide valuable assistance in the
correction of malfunctions by reporting instances of
undesirable system performance. Reporters should
identify the time of observation, location, type and
identity of the aircraft, and describe the condition
observed; the type of avionics system and its software
version used. Since TIS−B performance is monitored
by maintenance personnel rather than ATC, it is
suggested that malfunctions be reported in anyone of
the following ways:
1. By radio or telephone to the nearest Flight
Service Station (FSS) facility.
2. By FAA Form 8000−7, Safety Improvement
Report, a postage−paid card is designed for this
purpose. These cards may be obtained from FAA
FSSs, Flight Standards District Offices, and general
aviation fixed−based operators.
3. By reporting the failure directly to the FAA
Safe Flight 21 program at 1−877−FLYADSB or
http://www.adsb.gov.
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空信息手冊2008上(151)