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Because TIS uses a ground.based, rotating radar for surveillance information, the accuracy of TIS data is dependent on the distance from the sensor (radar) providing the service. This is much the same phenomenon as experienced with ground.based navigational aids, such as VOR or NDB. As distance from the radar increases, the accuracy of surveillance decreases. Since TIS does not inform the pilot of distance from the Mode S radar, the pilot must assume that any intruder appearing at the same position as the client aircraft may actually be up to 3/8 NM away in any direction. Consistent with the operation of TIS, an alert on the display (regardless of distance from the radar) should stimulate an outside visual scan, intruder acquisition, and traffic avoidance based on outside reference.
45.5 Reports of TIS Malfunctions
45.5.1 Users of TIS can render valuable assistance in the early correction of malfunctions by reporting their observations of undesirable performance. Reporters should identify the time of observation, location, type and identity of aircraft, and describe the condition observed; the type of transponder processor, and software in use can also be useful information. Since TIS performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in the following ways:
45.5.1.1 By radio or telephone to the nearest Flight Service Station (FSS) facility.
45.5.1.2 By FAA Form 8740.5, Safety Improve-ment Report, a postage.paid card designed for this purpose. These cards may be obtained at FAA FSSs, General Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Based Operations.

46. Automatic Dependent Surveillance.Broadcast (ADS.B) Services
46.1 Introduction
46.1.1 Automatic Dependent Surveillance.Broad-cast (ADS.B) is a surveillance technology being deployed throughout the NAS (see FIG ENR 1.1.32). The ADS.B system is composed of aircraft avionics and a ground infrastructure. Onboard avionics determine the position of the aircraft by using the GNSS and transmit its position along with additional information about the aircraft to ground stations for use by ATC and other ADS.B services. This information is transmitted at a rate of approximately once per second.
46.1.2 In the United States, ADS.B equipped aircraft exchange information is on one of two frequencies: 978 or 1090 MHz. The 1090 MHz frequency is associated with Mode A, C, and S transponder operations. 1090 MHz transponders with integrated ADS.B functionality extend the transponder message sets with additional ADS.B information. This additional information is known as an “extended squitter” message and referred to as 1090ES. ADS.B equipment operating on 978 MHz is known as the Universal Access Transceiver (UAT).
46.1.3 ADS B avionics can have the ability to both transmit and receive information. The transmission of ADS.B information from an aircraft is known as ADS.B Out. The receipt of ADS.B information by an aircraft is known as ADS.B In. On January 1, 2020, all aircraft operating within the airspace defined in 14 CFR part 91, § 91.225 will be required to transmit the information defined in § 91.227 using ADS.B Out avionics.
46.1.4 In general, operators flying at 18,000 feet and above will require equipment which uses 1090 ES. Those that do not fly above 18,000 may use either UAT or 1090ES equipment. (Refer to 14 CFR 91.225 and 91.227.) While the regulation will not require it, operators equipped with ADS.B In will realize additional benefits from ADS.B broadcast services: Traffic Information Service – Broadcast (TIS.B) and Flight Information Service . Broadcast (FIS.B).

FIG ENR 1.1.32
ADS.B, TIS.B, and FIS.B:
Broadcast Services Architecture

Federal Aviation Administration Twentieth Edition
46.2 ADS.B Certification and Performance Requirements
ADS.B equipment may be certified as a surveillance source for air traffic separation services using ADS.B Out. ADS.B equipment may also be certified for use with ADS.B In advisory services that enable appropriately equipped aircraft to display traffic and flight information. Refer to the aircraft’s flight manual supplement or Pilot Operating Handbook for the capabilities of a specific aircraft installation.
46.3 ADS.B Capabilities
46.3.1 ADS.B enables improved surveillance ser-vices, both air.to.air and air.to.ground, especially in areas where radar is ineffective due to terrain or where it is impractical or cost prohibitive. Initial NAS applications of air.to.air ADS.B are for “advisory” use only, enhancing a pilot’s visual acquisition of other nearby equipped aircraft either when airborne or on the airport surface. Additionally, ADS.B will enable ATC and fleet operators to monitor aircraft throughout the available ground station coverage area.
46.3.2 ADS.B avionics typically allow pilots to enter the aircraft’s call sign and Air Traffic Control (ATC).assigned transponder code, which will be transmitted to other aircraft and ground receivers. Pilots are cautioned to use care when selecting and entering the aircraft’s identification and transponder codes. Some installations may require separate entries of this information into both the ADS.B system and the transponder. Therefore, it is
　
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