时间：2011-04-18 00:47来源：蓝天飞行翻译 作者：航空 点击：次
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b.Climbs and Descents. During climbs and descents in flight conditions which permit visual detection of other traffic, pilots should execute gentle banks, left and right at a frequency which permits continuous visual scanning of the airspace about them. c.Straight and Level. Sustained periods of straight and level flight in conditions which permit visual detection of other traffic should be broken at intervals with appropriate clearing procedures to provide effective visual scanning. d.Traffic Pattern. Entries into traffic patterns while descending create specific collision hazards and should be avoided. e.Traffic at VOR Sites. All operators should emphasize the need for sustained vigilance in the vicinity of VORs and airway intersections due to the convergence of traffic. f.Training Operations. Operators of pilot train-ing programs are urged to adopt the following practices: 1.Pilots undergoing flight instruction at all levels should be requested to verbalize clearing procedures (call out “clear” left, right, above, or below) to instill and sustain the habit of vigilance during maneuvering. 2.High-wing airplane. Momentarily raise the wing in the direction of the intended turn and look. 3.Low-wing airplane. Momentarily lower the wing in the direction of the intended turn and look. 4.Appropriate clearing procedures should precede the execution of all turns including chandelles, lazy eights, stalls, slow flight, climbs, straight and level, spins, and other combination maneuvers. 4.4.16. Traffic Alert and Collision Avoidance System (TCAS I & II)a. TCAS I provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TCAS I warning. It is intended for use by smaller commuter aircraft holding 10 to 30 passenger seats, and general aviation aircraft. b.TCAS II provides traffic advisories (TAs) and resolution advisories (RAs). Resolution advisories provide recommended maneuvers in a vertical direction (climb or descend only) to avoid conflicting traffic. Airline aircraft, and larger commuter and business aircraft holding 31 passenger seats or more, use TCAS II equipment. 1.Each pilot who deviates from an ATC clearance in response to a TCAS II RA shall notify ATC of that deviation as soon as practicable and expeditiously return to the current ATC clearance when the traffic conflict is resolved. 2.Deviations from rules, policies, or clearances should be kept to the minimum necessary to satisfy a TCAS II RA. 3.The serving IFR air traffic facility is not responsible to provide approved standard IFR separation to an aircraft after a TCAS II RA maneuver until one of the following conditions exists: (a)The aircraft has returned to its assigned altitude and course. (b)Alternate ATC instructions have been issued. c.TCAS does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft which are not transponder equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case. d.At this time, no air traffic service nor handling is predicated on the availability of TCAS equipment in the aircraft. 4.4.10 ATC Clearances and Aircraft Separation 4.4.17. Traffic Information Service (TIS)a. TIS provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TIS intruder display or TIS alert. It is intended for use by aircraft in which TCAS is not required. b.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. c.At this time, no air traffic service nor handling is predicated on the availability of TIS equipment in the aircraft. 4.4.18. Automatic Dependent Surveillance.Broadcast (ADS.B)a. ADS.B (aircraft.to.aircraft) provides proxim-ity warning only to assist the pilot in the visual acquisition of other aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of an ADS.B display or an ADS.B alert. b.ADS.B does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. ADS.B only displays aircraft that are ADS.B equipped; therefore, aircraft that are not ADS.B AIM equipped or aircraft that are experiencing an ADS.B failure will not be displayed. ADS.B alone does not ensure safe separation. c. Presently, no air traffic services or handling is predicated on the availability of an ADS.B cockpit display. A “traffic.in.sight” reply to ATC must be based on seeing an aircraft out.the.window, NOT on the cockpit display. 4.4.19. Traffic Information Service.Broadcast (TIS.B)a. TIS.B provides traffic information to assist the pilot in the visual acquisition of other aircraft. No recommended avoidance maneuvers are provided nor authorized as the direct result of a TIS.B display or TIS.B alert. b.TIS.B does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. TIS.B only displays aircraft with a function-ing transponder; therefore, aircraft that are not transponder equipped, or aircraft that are experienc-ing a transponder failure, or aircraft out of radar coverage will not be displayed. TIS.B alone does not ensure safe separation. |
