Garmin GNS 530W 파일럿 매뉴얼 부록 - 페이지 6

{카테고리_이름} Garmin GNS 530W에 대한 파일럿 매뉴얼 부록을 온라인으로 검색하거나 PDF를 다운로드하세요. Garmin GNS 530W 50 페이지. For continued airworthiness bell 206b
Garmin GNS 530W에 대해서도 마찬가지입니다: 파일럿 매뉴얼 부록 (24 페이지), 파일럿 매뉴얼 부록 (50 페이지), 파일럿 매뉴얼 부록 (24 페이지), 보충 설명서 (12 페이지), 빠른 참조 (23 페이지), 빠른 참조 (25 페이지), 사용 설명서 (23 페이지)

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Part One: Section 1

TIS Operation and Symbology

How TIS differs from TCAS

The main difference between TIS and TCAS is the

source of surveillance data. TCAS uses an airborne

interrogator with a one-second update rate, while TIS

uses the terminal Mode S ground interrogator and its

Data Link to provide about a five-second update rate.

The range accuracy of TIS and TCAS is similar.

TIS Limitations

NOTE: This section on TIS Limitations is not compre-

hensive. Garmin recommends the user review the TIS

Limitations section of the Aeronautical Information

Manual, Section 1-3-5.

TIS is NOT intended to be used as a collision

avoidance system and does not relieve the pilot of

responsibility to "see and avoid" other aircraft. TIS

should not be used for avoidance maneuvers during

IMC or other times when there is no visual contact

with the intruder aircraft. TIS is intended only to assist

in visual acquisition of other aircraft in VMC. No rec-

ommended avoidance maneuvers are provided for, nor

authorized, as a direct result of a TIS intruder display

or TIS advisory.

While TIS is a useful aid to visual traffic avoid-

ance, it has some system limitations that must be fully

understood to ensure proper use. Many of these limi-

tations are inherent in secondary radar surveillance.

In other words, the information provided by TIS will

be no better than that provided to ATC. TIS will only

display aircraft with operating transponders installed.

TIS relies on surveillance of the Mode S radar,

which is a "secondary surveillance" radar similar to the

ATCRBS. TIS operation may be intermittent during

turns or other maneuvering. TIS is dependent on

two-way, "line-of-sight" communication between the

aircraft and the Mode S radar. Whenever the structure

of the client aircraft comes between the transponder

antenna (usually located on the underside of the air-

craft) and the ground-based radar antenna, the signal

may be temporarily interrupted. Other limitations and

anomalies associated with TIS are described in the

AIM, Section 1-3-5.

Garmin is not responsible for Mode S geo-

graphical coverage. Operation of the ground

stations is the responsibility of the FAA. Refer

to the Aeronautical Information Manual for a

Terminal Mode S Radar Site Map covering the

NOTE: TIS will be unavailable at low altitudes in many

areas of the U.S., particularly in mountainous regions.

Also, when flying near the "floor" of radar coverage

in a particular area, intruders below the client aircraft

may not be detected by TIS.

TIS information is collected one radar scan prior to

the scan during which the uplink occurs. Therefore,

the surveillance information is approximately five

seconds old. In order to present the intruders in a "real

time" position, the TIS ground station uses a "predic-

tive algorithm" in its tracking software. This algorithm

uses track history data to extrapolate intruders to

their expected positions consistent with the time of

display in the cockpit. Occasionally, aircraft maneuver-

ing will cause this algorithm to induce errors in the

400W/500W display. These errors primarily affect rela-

tive bearing information and traffic target track vector

(it will lag); intruder distance and altitude will remain

relatively accurate and may be used to assist in "see

190-00356-30 Rev C

U.S.