曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
ENR 1.1-70 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
is more than 12 seconds old, the “No Traffic” status
will be indicated.
45.3.4.4 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
paragraph 45.3.4.3 above).
45.3.4.5 TIS Unavailable. The pilot has requested
TIS, but no ground system is available. This
condition will also be displayed when TIS uplinks are
missing for 60 seconds or more.
45.3.4.6 TIS Disabled. The pilot has not requested
TIS or has disconnected from TIS.
45.3.4.7 Good-bye. The client aircraft has flown
outside of TIS coverage.
NOTEDepending
on the avionics manufacturer implementation,
it is possible that some of these messages will not be directly
available to the pilot.
45.3.5 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 ENR 1.1-29,
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 5NM. 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 “proximate”
intruders.
45.3.6 The inset in the lower right corner of
FIG ENR 1.1-29, Traffic Information Service (TIS),
Avionics Block Diagram, shows a possible TIS data
block display. The following information is contained
in this data block:
45.3.6.1 The intruder, located approximately
fouro'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.
45.3.6.2 The intruder ground track diverges to the
right of the client aircraft, indicated by the small
arrow.
45.3.6.3 The intruder altitude is 700 feet less than or
below the client aircraft, indicated by the “-07”
located under the symbol.
45.3.6.4 The intruder is descending >500 fpm,
indicated by the downward arrow next to the “-07”
relative altitude information. The absence of this
arrow when an altitude tag is present indicates level
flight or a climb/descent rate less than 500 fpm.
NOTEIf
the intruder did not have an operating altitude encoder
(Mode C), the altitude and altitude trend “tags” would
have been omitted.
45.4 Limitations
45.4.1 TIS is NOT intended to be used as a collision
avoidance system and does not relieve the pilot
responsibility to “see and avoid” other aircraft (see
paragraph 42.10, See and Avoid). TIS shall not be for
avoidance maneuvers during IMC or other times
when there is no visual contact with the intruder
aircraft. TIS provides proximity warning only, to
assist the pilot in the visual acquisition of intruder
aircraft. It is intended for use by aircraft in which
TCAS is not required. No recommended avoidance
maneuvers are provided for, nor authorized, as a
direct result of a TIS intruder display or TIS alert.
45.4.2 TIS does not alter or diminish the pilot's basic
authority and responsibility to ensure safe flight.
Since TIS does not respond to aircraft which are not
transponder equipped, aircraft with a transponder
failure, or aircraft out of radar coverage, TIS alone
does not ensure safe separation in every case.
45.4.3 At this time, no air traffic service nor handling
is predicated on the availability of TIS equipment in
the aircraft.
45.4.4 While TIS is a useful aid to visual traffic
avoidance, it has some system limitations that must
be fully understood to ensure proper use. Many of
these limitations are inherent in secondary radar
surveillance. In other words, the information
provided by TIS will be no better than that provided
to ATC. Other limitations and anomalies are
associated with the TIS predictive algorithm.
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