時間：2011-04-18 00:50來源：藍天飛行翻譯 作者：航空 點擊：次
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c. 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, in accordance with 14CFR §91.113b. TIS.B must 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. NOTE. No aircraft avoidance maneuvers are 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 turns) due to the radar not tracking the aircraft as quickly as ADS.B. (b)The ADS.B.to.radar association pro-cess 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. Surveillance Systems 4.5.17 (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. 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 in response to perceived converging traffic appearing on a TIS.B display must be approved by the controlling ATC facility before commencing the maneuver, except as permitted under certain conditions in 14CFR §91.123. 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 or other incident. d. 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 8740.5, 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. 4.5.9. Flight Information Service. Broadcast (FIS.B)a. FIS.B is a ground broadcast service provided through the ADS.B Services network over the UAT 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 aeronautical information. FIS.B service availability is expected across the NAS in 2013 and is currently available within certain regions. b. The weather products provided by FIS.B are for information only. Therefore, these products do not meet the safety and regulatory requirements of official weather products. The weather products displayed on FIS.B should not be used as primary weather products, i.e., aviation weather to meet operational and safety requirements. Official weather products (primary products) can be obtained from a variety of sources including ATC, AFSSs, and, if applicable, AOCC VHF/HF voice, which can transmit aviation weather, NOTAMS, and other operational aeronautical information to aircraft in flight. FIS.B augments the traditional ATC/FSS/ AOCC services by providing additional information and, for some products, offers the advantage of being displayed graphically. By using FIS.B for orientation and information, the usefulness of information received from official sources may be enhanced, but the user should be alert and understand any limitations associated with individual products. FIS.B provides the initial basic products listed below at no.charge to the user. Additional products are envisioned, but may incur subscription charges to the user. FIS.B reception is line.of.sight within the service volume of the ground infrastructure. 1. Airmen’s Meteorological Conditions (AIRMET) . Text/graphical report . A concise description of expected occurrence of specified en route weather phenomena. REFERENCE. Advisory Circular AC.00.45, “Aviation Weather Services.” 2. Convective Significant Meteorological Conditions (SIGMET) . Text report/graphical .Convective SIGMETs (also known internationally as SIGMET for Convection) are issued for the contiguous U.S. Each bulletin includes one or more Convective SIGMETs for a specific region of the CONUS. Convective SIGMETs issued for thunder-storms and related phenomena do not include references to all weather associated with thunder-storms such as turbulence, icing, low.level wind shear and IFR conditions. REFERENCE. Advisory Circular AC.00.45, “Aviation Weather Services.” 4.5.18 Surveillance Systems |
