Error: Overreliance on Traffic Data System/Failure  To Scan Advanced Traffic Data Systems Based on ADS-B Using a Traffic Data System on the Ground Using a Traffic Data System Setting Sensitivity on a Traffic Data System Fuel Management Systems Responding to Traffic Alerts and active transponders to be indicated on the ATC system.  Rather, TIS captures traffic information that appears on radar  scopes at nearby air traffic control facilities and broadcasts  that information to appropriately equipped aircraft. In order  to use TIS, aircraft must be equipped with a transponder  capable of receiving TIS broadcasts. When TIS is operational,  TIS-capable aircraft can observe traffic information in the  cockpit and receive traffic advisories for proximate aircraft. There is an important limitation of TIS. TIS data is only  transmitted from approach radar facilities. No information  is broadcast from en route (air route traffic control center  (ARTCC)) facilities, so the effective coverage of TIS is  limited to larger metropolitan areas. Some approach radar  facilities are not equipped to send TIS information. Note that  the aircraft must be within range (approximately 50 NM) and  within line of site of the TIS station to receive broadcasts. aircraft provided to the aircraft’s traffic data receiver are  subject to error, you must widen your scan to all areas around  the location presented on the traffic display. When responding to air traffic control requests to acquire and  maintain visual separation from nearby targets, be careful not  to acknowledge contact with targets that have been observed  only on a traffic display. Do not report having the traffic “in  sight” before visual acquisition of a target. Keep in mind that a traffic data system is designed to enhance  “see and avoid” capabilities. You must avoid any tendency  to rely too much on traffic data systems, or to use traffic data  systems as a substitute for visual scanning and acquisition of  surrounding traffic. Because of the limitations of advanced  traffic data systems, think of them as supplemental to your  traffic awareness while you continue to assume primary  responsibility to see and avoid other aircraft. Remember,  too, that systems can and do fail. Traffic data systems are  quite complex and any failure from the other aircraft’s  transponder/GPS/encoder to your receiver/decoder/GPS/  traffic computer and display encoder will reduce data on  your display. Power spikes, weather (lightning), and other  onboard aircraft disturbances are all unknown and changing.  As experience is gained with the system, better designs will  eliminate problems yet to be discovered. Future traffic avoidance systems will probably be able to  determine position and digitally exchange information with  airborne and ground‑based facilities. Using the automatic  dependent surveillance—broadcast (ADS-B) system,  participating aircraft will continuously broadcast their own  position, altitude, airspeed, trajectory, and identification to  air traffic control facilities. ADS-B aircraft continuously  receive the same information from like equipped aircraft  in the area (line of sight), which allows onboard displays  for surrounding traffic. ADS-B has been used with much  success in Alaskan trials and requires less infrastructure to  be usable. ADS‑B equipment is demonstrating promise for  better traffic separation on transoceanic routes well out of  range of land‑based systems. ADS‑B signals are transmitted  on the 978 MHz channel. The information gathered from all  participating aircraft can then be transmitted back to each TIS  aircraft to provide a detailed picture of the traffic situation,  even if those aircraft do not have ADS‑B onboard. Most traffic data systems automatically switch to a standby  mode when the aircraft is on the ground or operating below  a minimum speed. The same systems typically allow you to  override this feature and manually activate the traffic data  system at any time. There are a number of ways to exploit  this capability. When departing from an uncontrolled airport,  the traffic data system can help you learn of other traffic in  the vicinity of the airport. When operating in low‑visibility  conditions, the same feature can help inform of other  aircraft operating on the airport surface. One potential future  application of ADS‑B is allowing controllers and pilots to  monitor aircraft better on taxiways and runways. You must  check equipment documentation to determine when the  transponder actually transmits, where the selection controls  are located, and how to use those controls. Most traffic data systems allow you to adjust sensitivity and  configure the system to track targets occurring only within a  specified distance and altitude. More sophisticated traffic data  systems automatically adjust sensitivity throughout different  phases of flight. It is important to become familiar with the  use of these controls and features. A fuel management system can help you make the fuel  calculations needed for in-flight decisions about potential  routing, fuel stops, and diversions. A fuel management  system offers the advantage of precise fuel calculations  based on time, distance, winds, and fuel flow measured by  You must develop skill in the task of visually acquiring  aircraft identified by an advanced avionics traffic data system.  This task requires you to use angles and distances displayed  on a traffic display to help guide your visual search out the  window. Since both the directions and altitudes of intruding  5-15