時(shí)間：2011-04-18 00:50來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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3.To be visible to the TIS client, the intruder aircraft must, at a minimum, have an operating transponder (Mode A, C or S). All altitude information provided by TIS from intruder aircraft is derived from Mode C reports, if appropriately equipped. 4.TIS will initially be provided by the terminal Mode S systems that are paired with ASR.9 digital primary radars. These systems are in locations with the greatest traffic densities, thus will provide the greatest initial benefit. The remaining terminal Mode S sensors, which are paired with ASR.7 or ASR.8 analog primary radars, will provide TIS pending modification or relocation of these sites. See FIG 4.5.5, Terminal Mode S Radar Sites, for site locations. There is no mechanism in place, such as NOTAMs, to provide status update on individual radar sites since TIS is a nonessential, supplemental information service. The FAA also operates en route Mode S radars (not illustrated) that rotate once every 12 seconds. These sites will require additional development of TIS before any possible implementation. There are no plans to implement TIS in the en route Mode S radars at the present time. c. Capabilities 1. TIS provides ground.based surveillance information over the Mode S data link to properly equipped client aircraft to aid in visual acquisition of proximate air traffic. The actual avionics capability of each installation will vary and the supplemental handbook material must be consulted prior to using AIM TIS. A maximum of eight (8) intruder aircraft may be displayed; if more than eight aircraft match intruder parameters, the eight “most significant” intruders are uplinked. These “most significant” intruders are usually the ones in closest proximity and/or the greatest threat to the TIS client. 2. TIS, through the Mode S ground sensor, provides the following data on each intruder aircraft: (a)Relative bearing information in 6.degree increments. (b)Relative range information in 1/8 NM to 1 NM increments (depending on range). (c)Relative altitude in 100.foot increments (within 1,000 feet) or 500.foot increments (from 1,000.3,500 feet) if the intruder aircraft has operating altitude reporting capability. (d)Estimated intruder ground track in 45.degree increments. (e)Altitude trend data (level within 500 fpm or climbing/descending >500 fpm) if the intruder aircraft has operating altitude reporting capability. (f)Intruder priority as either an “traffic advisory” or “proximate” intruder. 3.When flying from surveillance coverage of one Mode S sensor to another, the transfer of TIS is an automatic function of the avionics system and requires no action from the pilot. 4.There are a variety of status messages that are provided by either the airborne system or ground equipment to alert the pilot of high priority intruders and data link system status. These messages include the following: (a) Alert. Identifies a potential collision hazard within 34 seconds. This alert may be visual and/or audible, such as a flashing display symbol or a headset tone. A target is a threat if the time to the closest approach in vertical and horizontal coordi-nates is less than 30 seconds and the closest approach is expected to be within 500 feet vertically and 0.5 nautical miles laterally. (b)TIS Traffic. TIS traffic data is displayed. (c)Coasting. The TIS display is more than 6 seconds old. This indicates a missing uplink from the ground system. When the TIS display information is more than 12 seconds old, the “No Traffic” status will be indicated. Surveillance Systems 4.5.11 (d)No Traffic. No intruders meet proximate or alert criteria. This condition may exist when the TIS system is fully functional or may indicate “coasting” between 12 and 59 seconds old (see (c) above). (e)TIS Unavailable. The pilot has re-quested TIS, but no ground system is available. This condition will also be displayed when TIS uplinks are missing for 60 seconds or more. (f)TIS Disabled. The pilot has not requested TIS or has disconnected from TIS. (g)Good.bye. The client aircraft has flown outside of TIS coverage. NOTE. Depending on the avionics manufacturer implementation, it is possible that some of these messages will not be directly available to the pilot. 5.Depending on avionics system design, TIS may be presented to the pilot in a variety of different displays, including text and/or graphics. Voice annunciation may also be used, either alone or in combination with a visual display. FIG 4.5.6, Traffic Information Service (TIS), Avionics Block Diagram, shows an example of a TIS display using symbology similar to the Traffic Alert and Collision Avoidance System (TCAS) installed on most passenger air carrier/commuter aircraft in the U.S. The small symbol in the center represents the client aircraft and the display is oriented “track up,” with the 12 o’clock position at the top. The range rings indicate 2 and 5 NM. Each intruder is depicted by a symbol positioned at the approximate relative bearing and range from the client aircraft. The circular symbol near the center indicates an “alert” intruder and the diamond symbols indicate “proxi-mate” intruders. 6.The inset in the lower right corner of FIG 4.5.6, Traffic Information Service (TIS), Avionics Block Diagram, shows a possible TIS data block display. The following information is con-tained in this data block: (a) The intruder, located approximately four o’clock, three miles, is a “proximate” aircraft and currently not a collision threat to the client aircraft. This is indicated by the diamond symbol used in this example. (b)The intruder ground track diverges to the right of the client aircraft, indicated by the small arrow. |
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