b. * * * * * * * *
3. If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a request may be made for progressive taxi instructions which include step-by-step routing directions. Progressive instructions may also be issued if the controller deems it necessary due to traf.c or .eld conditions (for example, construction or closed taxiways).
* * * * *

4–3–26 Operations at Uncontrolled Airports With Automated
Surface Observing System (ASOS)/Automated Weather
Sensor System (AWSS)/Automated Weather Observing
System (AWOS)
a.
Many airports throughout the National Airspace System are equipped with either ASOS, AWSS, or AWOS. At most airports with an operating control tower or human observer, … * * *

b.
At uncontrolled airports that are equipped with ASOS/AWSS/AWOS with ground-to-air broadcast …* * *

c.
Controllers issue SVFR or IFR clearances … Pilots have access to more current weather at uncontrolled ASOS/AWSS/AWOS airports than do the controllers who may be located several miles away. Controllers will rely on the pilot to determine the current airport weather from the ASOS/AWSS/AWOS. All aircraft arriving or departing an ASOS/AWSS/AWOS equipped uncontrolled airport should moni-tor the airport weather frequency to ascertain the status of the air-space. …* * *

* * * * *
4–4–6 Special VFR Clearances
* * * * *
h. Pilots arriving or departing an uncontrolled airport that has
automated weather broadcast capability (ASOS/AWSS/AWOS) should monitor the broadcast frequency, … * * *
* * * * *
4–5–8 Traf.c Information Service-Broadcast (TIS-B)
TIS-B is the broadcast of ATC derived traf.c information to ADS-B equipped (1090ES or UAT) aircraft from ADS-B ground stations. The source of this traf.c information is derived from ground-based air traf.c 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 traf.c 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 transmit-ter/receiver or transceiver, and a cockpit display of traf.c informa-tion (CDTI).

2.
Aircraft must .y within the coverage volume of a compati-ble ground-based transceiver (GBT) station that is con.gured 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 traf.c 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 traf.c.

2.
Only transponder-equipped targets (i.e., Mode A/C or Mode S transponders) are detected 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 cover-age. If there is no radar coverage in a given area, then there will be no TIS-B coverage in that area.
c. TIS-B Limitations.
1. TIS-B 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, in accordance with 14 CFR §91.113b. TIS-B must not be used for avoidance maneuvers during times when there is no visual contact with the intruder aircraft. TIS-B is intended only to assist in the visual acquisition of other aircraft.
Note: No aircraft avoidance maneuvers are authorized as a direct result of a TIS-B target being displayed in the cockpit.
2. While TIS-B is a useful aid to visual traf.c avoidance, its inherent system limitations must be understood to ensure proper use.
(a)
A pilot may receive an intermittent TIS-B target of them-selves, typically when maneuvering (e.g., climbing turns) due to the radar not tracking the aircraft as quickly as ADS-B.

* * * * *

(e)
There is no indication provided when any aircraft is operating inside or outside the TIS-B service volume, therefore it is dif.cult to know if one is receiving uplinked TIS-B traf.c informa-tion.

3. Pilots and operators are reminded that the airborne equip-ment that displays TIS-B targets is for pilot situational awareness only and is not approved as a collision avoidance tool. Unless there is an imminent emergency requiring immediate action, any deviation from an air traf.c control clearance in response to per-ceived converging traf.c appearing on a TIS-B display must be approved by the controlling ATC facility before commencing the maneuver, except as permitted under certain conditions in 14 CFR §91.123. Uncoordinated deviations may place an aircraft in close proximity to other aircraft under ATC control not seen on the airborne equipment and may result in a pilot deviation or other incident.
　
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本文鏈接地址：ASA’s FAR/AIM and Flight Crew 2010 Update(71)