航行情報(bào)手冊(cè) Aeronautical Information Manual (AIM) 2

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

3. ADS.B is intended to be used in.flight and on the airport surface. ADS.B systems should be turned “on” .. and remain “on” .. whenever operating in the air and on the airport surface, thus reducing the likelihood of runway incursions. Civil and military Mode A/C transponders and ADS.B systems should be adjusted to the “on” or normal operating position as soon as practical, unless the
Surveillance Systems 4.5.15
change to “standby” has been accomplished previously at the request of ATC. Mode S transponders should be left on whenever power is applied to the aircraft.
d. ATC Surveillance Services using ADS.B . Procedures and Recommended Phraseology . For Use In Alaska Only
Radar procedures, with the exceptions found in this paragraph, are identical to those procedures pre-scribed for radar in AIM Chapter 4 and Chapter 5.
1. Preflight:
If a request for ATC services is predicated on ADS.B and such services are anticipated when either a VFR or IFR flight plan is filed, the aircraft’s “N” number or call.sign as filed in “Block 2” of the Flight Plan shall be entered in the ADS.B avionics as the aircraft’s flight ID.
2. Inflight:
When requesting ADS.B services while airborne, pilots should ensure that their ADS.B equipment is transmitting their aircraft’s “N” number or call sign prior to contacting ATC. To accomplish this, the pilot must select the ADS.B “broadcast flight ID” function.
NOTE.
The broadcast “VFR” or “Standby” mode built into some ADS.B systems will not provide ATC with the appropriate aircraft identification information. This function should first be disabled before contacting ATC.
3. Aircraft with an Inoperative/Malfunctioning ADS.B Transmitter or in the Event of an Inoperative Ground Broadcast Transceiver (GBT).
(a) ATC will inform the flight crew when the aircraft’s ADS.B transmitter appears to be inopera-tive or malfunctioning:
PHRASEOLOGY.
YOUR ADS.B TRANSMITTER APPEARS TO BE INOPERATIVE/MALFUNCTIONING. STOP ADS.B TRANSMISSIONS.
(b) ATC will inform the flight crew when the GBT transceiver becomes inoperative or malfunc-tioning, as follows:
PHRASEOLOGY.
(Name of facility) GROUND BASED TRANSCEIVER
INOPERATIVE/MALFUNCTIONING.
(And if appropriate) RADAR CONTACT LOST.
NOTE.
An inoperative or malfunctioning GBT may also cause a loss of ATC surveillance services.
(c) ATC will inform the flight crew if it becomes necessary to turn off the aircraft’s ADS.B transmitter.
PHRASEOLOGY.
STOP ADS.B TRANSMISSIONS.
(d) Other malfunctions and considerations:
Loss of automatic altitude reporting capabilities (encoder failure) will result in loss of ATC altitude advisory services.
e. ADS.B Limitations
1.The ADS.B cockpit display of traffic 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. (See paragraph 5.5.8, See and Avoid). ADS.B shall not be used for avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. ADS.B is intended only to assist in visual acquisition of other aircraft. No avoidance maneuvers are provided nor authorized, as a direct result of an ADS.B target being displayed in the cockpit.
2.Use of ADS.B radar services is limited to the service volume of the GBT.
NOTE.
The coverage volume of GBTs are limited to line.of.sight.
f. Reports of ADS.B Malfunctions
Users of ADS.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 aircraft, and describe the condition observed; the type of avionics system and its software version in use should also be included. Since ADS.B performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in any one 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.
4.5.16 Surveillance Systems
3. By reporting the failure directly to the FAA Safe Flight 21 program at 1.877.FLYADSB or http://www.adsb.gov.
4.5.8. Traffic Information Service. Broadcast (TIS.B)TIS.B is the broadcast of ATC derived traffic information to ADS.B equipped (1090ES or UAT) aircraft from ADS.B ground stations. The source of this traffic information is derived from ground. based air traffic surveillance sensors, typically from radar targets. TIS.B service will be available throughout the NAS where there are both adequate surveillance coverage (radar) from ground sensors and adequate broadcast coverage from ADS.B ground stations. The quality level of traffic information provided by TIS.B is dependent upon the number and type of ground sensors available as TIS.B sources and the timeliness of the reported data.
a. TIS.B Requirements.
In order to receive TIS.B service, the following conditions must exist:
1.Aircraft must be equipped with an ADS.B transmitter/receiver or transceiver, and a cockpit display of traffic information (CDTI).
2.Aircraft must fly within the coverage volume of a compatible ground.based transceiver (GBT) station that is configured for TIS.B uplinks. (Not all GBTs provide TIS.B due to a lack of radar coverage or because a radar feed is not available).
3.Aircraft must be within the coverage of and detected by at least one ATC radar serving the GBT in use.
b. TIS.B Capabilities.
1.TIS.B is intended to provide ADS.B equipped aircraft with a more complete traffic picture in situations where not all nearby aircraft are equipped with ADS.B. This advisory.only application will enhance a pilot’s visual acquisition of other traffic.
2.Only transponder.equipped targets (i.e., Mode A/C or Mode S transponders) are detected
AIM
and transmitted through the ATC ground system architecture. Current radar siting may result in limited radar surveillance coverage at lower altitudes near some airports, with subsequently limited TIS.B Service volume coverage. If there is no radar coverage in a given area, then there will be no TIS.B coverage in that area.

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