曝光台 注意防骗
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aircraft would appear on an ADS-equipped aircraft’s display.
Figure 3-50. An aircraft equipped with ADS has the ability to upload and display weather.
Additionally, other information can be obtained by properly
equipped aircraft to include notices to airmen (NOTAM),
weather, etc. [Figures 3-49 and 3-50] At the present time,
ADS-B is predominantly available along the east coast of
the United States where it is matured.
Safety Systems
Radio Altimeters
A radio altimeter, commonly referred to as a radar altimeter,
is a system used for accurately measuring and displaying the
height above the terrain directly beneath the aircraft. It sends
a signal to the ground and processes the timed information.
3-31
Figure 3-51. Components of a Radar Altimeter.
Figure 3-52. Coverage Provided by a Traffic Information System.
Its primary application is to provide accurate absolute altitude
information to the pilot during approach and landing. In
advanced aircraft today, the radar altimeter also provides its
information to other onboard systems such as the autopilot
and flight directors while they are in the glide slope capture
mode below 200-300 feet above ground level (AGL).
A typical system consists of a receiver-transmitter (RT)
unit, antenna(s) for receiving and transmitting the signal,
and an indicator. [Figure 3-51] Category II and III precision
approach procedures require the use of a radar altimeter and
specify the exact minimum height above the terrain as a
decision height (DH) or radio altitude (RA).
Traffic Advisory Systems
Traffic Information System
The Traffic Information Service (TIS) is a ground-based
service providing information to the flight deck via data
link using the S-mode transponder and altitude encoder. TIS
improves the safety and efficiency of “see and avoid” flight
through an automatic display that informs the pilot of nearby
traffic. The display can show location, direction, altitude
and the climb/descent trend of other transponder-equipped
aircraft. TIS provides estimated position, altitude, altitude
trend, and ground track information for up to several aircraft
simultaneously within about 7 NM horizontally, 3,500 feet
above and 3,500 feet below the aircraft. [Figure 3-52] This
data can be displayed on a variety of MFDs. [Figure 3-53]
Figure 3-54 displays the pictorial concept of the traffic
information system. Noteworthy is the requirement to have
Mode S and that the ground air traffic station processes the
Mode S signal.
Traffic Alert Systems
Traffic alert systems receive transponder information from
nearby aircraft to help determine their relative position to the
equipped aircraft. They provide three-dimensional location
of other aircraft [Figures 3-55, 3-56, and 3-57] and are cost
effective alternatives to TCAS equipage for smaller aircraft.
Traffic Avoidance Systems
Traffic Alert and Collision Avoidance System (TCAS)
The TCAS is an airborne system developed by the FAA that
operates independently from the ground-based ATC system.
TCAS was designed to increase flight deck awareness of
proximate aircraft and to serve as a “last line of defense” for
the prevention of mid-air collisions.
There are two levels of TCAS systems. TCAS I was developed
to accommodate the general aviation (GA) community and
the regional airlines. This system issues traffic advisories
(TAs) to assist pilots in visual acquisition of intruder aircraft.
TCAS I provides approximate bearing and relative altitude
of aircraft with a selectable range. It provides the pilot
with traffic advisory (TA) alerting him or her to potentially
conflicting traffic. The pilot then visually acquires the traffic
and takes appropriate action for collision avoidance.
TCAS II is a more sophisticated system which provides the
same information of TCAS I. It also analyzes the projected
flight path of approaching aircraft and issues resolution
advisories (RAs) to the pilot to resolve potential mid-air
collisions. Additionally, if communicating with another
TCAS II equipped aircraft, the two systems coordinate the
resolution alerts provided to their respective flight crews.
[Figure 3-58]
3-32
Figure 3-53. Multi-Function Display (MFD).
Figure 3-54. Concept of the Traffic Information System.
3-33
Figure 3-55. Theory of a Typical Alert System.
Figure 3-56. A Skywatch System.
Figure 3-57. Alert System by Avidyne (Ryan).
3-34
Figure 3-58. An example of a resolution advisory being provided
the pilot. In this case, the pilot is requested to climb, with 1,750
feet being the appropriate rate of ascent to avoid traffic conflict.
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