TrafficScope VRX Pilot Information Manual

Transcription

Manual VRX 1.0 Full
9/9/03
7:24 PM
Page 1
Pilot
Information
Manual
traffıcscope
tpas vrx
Traffic Proximity Alert System
FOR GENERAL AVIATION AIRCRAFT
surecheckavionics
Manual VRX 1.0 Full
9/9/03
7:24 PM
Page i
Pilot
Information
Manual
traffıcscope
tpas vrx
Traffic Proximity Alert System
FOR GENERAL AVIATION AIRCRAFT
surecheckavionics
Manual VRX 1.0 Full
9/9/03
7:24 PM
Page ii
Written by
Jason Clemens
Zane Hovey
Contributors
Mel Futrell
Alan Haywood
Tim Clavin
Victor Wang
SureCheck Beta Test Team
Alan Haywood
Don Short
Brooks Bergner
Randy Shatz
Tim Dawson
Jeff Pardo
Copyright © 2003 SureCheck Aviation, Inc.
surecheckavionics
ii
TrafficScope VRX Pilot Information Manual | English
Printed in the USA
Part number: 9999-1001 (09/03) / v. 1.0.2 (Second printing)
SureCheck Aviation, Inc., Avionics Division, San Marcos, California, USA
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7:24 PM
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SureCheck Aviation, Inc. Terms and Conditions of Sale
Buyer’s purchase and use of the SureCheck Products (“SureCheck Products”) offered by SureCheck Aviation, Inc. (“SureCheck”) and specified on the
face hereof or on accompanying invoice or documentation is subject to buyer’s agreement to these Terms and Conditions of Sale.
1
Price. Purchase prices for the SureCheck Products shall be as stated on the face of the enclosed invoice and are exclusive of all extra charges, including
charges for packing, containers, insurance and transportation except as otherwise specifically provided on the face of the enclosed invoice. Buyer shall
pay all freight, insurance, and other shipping expenses, as well as expenses for any special packing. All taxes based upon and measured by sale, use or
manufacture are shown separately on the enclosed invoice.
2
Payment and Discounts. Payment for goods and/or services covered by the enclosed invoice will be made in U.S. Dollars, unless otherwise indicated,
and is due 30 days after the date of the invoice. Any unpaid due amounts will be subject to interest at the lesser of 1.5% per month or the maximum
rate allowed by law. For purposes of determining whether payment has been made on time or whether the discount has been earned, payment is
deemed to be made on the date of postmark of the envelope containing buyer’s check. SureCheck retains title to all SureCheck Products until
SureCheck receives full payment for such SureCheck products from buyer.
3
Shipment. Delivery dates are estimates only. Shipment of SureCheck Products will be F.O.B. SureCheck shipping point, and the risk of loss or damage to
the SureCheck Products in transit shall be upon the buyer, unless otherwise specified herein. SureCheck will use reasonable efforts to avoid delay in
delivery on the agreed-upon delivery dates. Failure by SureCheck to deliver by the specified date will not be sufficient cause for cancellation of the order,
nor will SureCheck be liable for any direct, indirect, consequential or economic loss due to delay in delivery. Buyer reserves the right to refuse any
SureCheck product and to cancel, unless otherwise specified herein, all or any part of the order if SureCheck fails to deliver all or any part of the goods
in accordance with the terms, including, but not limited to, conformance to specifications and quantity ordered, of the order. Acceptance of any of the
SureCheck Products shall not bind buyer to accept future shipments. Deliveries made in advance of a designated schedule are permitted.
4
Inspection. Payment for the SureCheck Products furnished hereunder shall constitute acceptance thereof. All SureCheck Products are subject to
buyer’s inspection, at the source if deemed necessary or required by government regulation. Inspection at the source may be made when deemed necessary by the buyer. If any of the SureCheck Products are found at any time to be not in conformity with the requirements of the order, buyer, in addition to any other rights which it may have under warranties or otherwise, shall have the right to reject and return such SureCheck Products at buyer’s
risk and expense, and such goods are not to be replaced without written authorization by buyer.
5
Changes and Cancellations. Buyer may only reschedule or cancel its order for SureCheck Products in the event SureCheck receive written cancellation
notice from the buyer prior to shipment by SureCheck. SureCheck may, from time to time in its sole discretion: (i) discontinue or limit its production of
any SureCheck Product, (ii) allocate, terminate or limit deliveries of any SureCheck Product in time of shortage, and (iii) modify the design of, specifications for, or construction of any SureCheck Product. All shipments and charges set forth on any invoice will be deemed correct unless SureCheck
receives from buyer, no later than ten (10) days after the date of shipment, a written notice specifying the shipment, order number and exact nature of
the nonconformity.
6
Quantity. Buyer shall have the option to accept or reject any shipments made in excess of or less than the quantity ordered or designated in the order,
unless Buyer otherwise provides in its order.
7
Shipping. Except as otherwise expressly provided herein, title to and risk of loss on all items shipped by SureCheck to buyer shall pass to buyer upon
shipment of such SureCheck Products at SureCheck’s shipping point.
Terms and Conditions of Sale
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8
Force Majeure. Seller reserves the right to cancel, suspend or reject delivery of the whole or any part of the SureCheck Products covered by the order
in case of labor troubles, accidents, fires, invasion, riots, civil commotion, war, acts of God, government regulations or restrictions and any other causes
beyond Seller’s reasonable control.
9
Warranties. SureCheck’s entire liability and buyer’s exclusive remedy for SureCheck Products that fail to conform to SureCheck’s limited warranty, which
is set forth on the enclosed Warranty & Registration card, shall be, at SureCheck’s sole option, either repair or replacement of the nonconforming products, or, if neither is practicable, a refund of the fees paid by buyer to SureCheck for such products. The warranty for the repaired or replaced product is
limited to the scope and remaining duration of the original warranty for the nonconforming product. This warranty is contingent upon proper use of the
SureCheck Products are they were intended and does not apply to any SureCheck Products that are subjected to unusual physical or electrical stress,
misuse, neglect, improper testing or storage, modification or unauthorized repair or upgrade.
Other than as expressly set forth herein, SURECHECK MAKES NO WARRANTIES, EXPRESS, STATUTORY, IMPLIED OR OTHERWISE. SURECHECK
EXPRESSLY DISCLAIMS THE IMPLIED WARRANTIES AND CONDITIONS OF NON-INFRINGEMENT, MERCHANTIBILITY AND FITNESS FOR A PARTICULAR
PURPOSE, TO THE MAXIMUM EXTENT PERMITTED BY LAW.
iv
10
Limitation of Liability. SURECHECK’S LIABILITY TO BUYER ARISING OUT OF OR RELATING TO ANY SURECHECK PRODUCTS SHALL NOT EXCEED
THE AGGREGATE AMOUNTS PAID BY BUYER TO SURECHECK FOR SUCH SURECHECK PRODUCTYS. IN NO EVENT WILL SURECHECK BE LIABLE FOR
LOST USE, PROFITS, REVENUE, COST OF PROCUREMENT OF SUBSTITUTE GOODS, OR ANY OTHER SPECIAL, INDIRECT, RELIANCE, INCIDENTAL, OR
CONSEQUENTIAL DAMAGES, HOWEVER CAUSED AND UNDER ANY THEORY OF LIABILITY RELATING HERETO.
11
Returns. All returns hereunder shall be at buyer’s expense. The remedies herein shall be cumulative and additional to any other or further remedies
provided in law or equity. No waiver of a breach of any provision of this contract resulting from the order shall constitute a waiver of any other breach or
of such provision herein.
12
Indemnification. Buyer agrees to indemnify and hold harmless SureCheck, its subsidiaries, and affiliates, and their respective successors and assigns,
from and against all third party claims, loss, damage or expense, and any other liabilities whatsoever, including without limitation, reasonable counsel
fees, arising from or by reason of any actual or claimed damages, and/or injuries, or any litigation based thereon, which may be incurred by SureCheck
with respect to any of the SureCheck Products covered by the order, including use, and such obligation shall survive acceptance of the SureCheck
Products and payment therefor by the buyer.
13
Infringement. SureCheck does not warrant that the SureCheck Products sold hereunder, and the use of such SureCheck Products by buyer, its subsidiaries and affiliates, and their respective successors and assigns, or its customers, will not infringe any United States or foreign patent, copyright or
trademark. No specification or specifications with respect to any part of these Terms and Conditions of Sale shall constitute a warranty, express or
implied, against any claims for infringement of patents, copyrights or trademarks. Buyer shall indemnify and hold SureCheck, its subsidiaries and affiliates, and their respective successors and assigns, and its customers harmless from any and all third party liability for such infringement, including
without limitation damages, costs, expenses (including reasonable counsel fees), and lost profits arising from any claim that the use of any goods supplied under the invoice infringe any patent, copyright or trademark rights.
14
Notice of Copyrights and Trademarks: No part of the enclosed manual may be reproduced, stored for retrieval, nor transmitted or recorded in any
form by any means including, but not limited to, electronic, mechanical, digital or analog, without the prior express written permission of SureCheck
Aviation, Inc. SureCheck, TPAS, Traffic Proximity Alert System, TrafficScope, VRX, VR, MTI, RX-100 and RX-110 are trademarks of SureCheck Aviation, Inc.
All other registered and unregistered trademarks are the sole property of their respective owners.
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15
Copyright Protection. The SureCheck software and manual are protected by United States Copyright law and buyer may not, itself or through an affiliated party: (i) sell, lease, license or sublicense the SureCheck software and accompanying documentation, (ii) copy the SureCheck software and accompanying documentation in whole or in part, (iii) decompile, disassemble or reverse engineer the SureCheck software, in whole or in part, (iv) write or
develop any derivative works based on the SureCheck software and accompanying documentation, (v) use the SureCheck software to provide services to
third parties, (vi) provide, disclose, divulge or make available, or permit to use the SureCheck software and accompanying documentation by any third
party without SureCheck’s prior written consent, or (vii) remove any proprietary notices or markings from the SureCheck Products.
16
Tool, Dies, Drawings and Materials. All tooling, dies, information and materials including, but not limited to, drawings, specifications, art work, films,
data or the like furnished by SureCheck to the buyer shall remain the property of SureCheck and shall be held by buyer in strict confidence.
17
Notice of Liability. Every effort has been made to make the enclosed manual as complete and accurate as possible, but no warranty of any kind whatsoever is implied. The manual is for informational use only. SureCheck Aviation, Inc. assumes no responsibility or liability for any errors or inaccuracies
that may appear in the enclosed manual.
18
Assignment. Buyer shall not assign under any circumstances in whole or in part to any person, government agency, partnership, firm or corporation, its
rights, under these Terms and Conditions of Sale or any contract or invoice entered into based hereon, without first obtaining written permission of
SureCheck. Any such assignment without the written consent of SureCheck shall, at SureCheck’s option, be void.
19
Waiver. SureCheck’s exercise of any option or its failure to exercise any rights hereunder shall not constitute a waiver of its rights to damages for
breach of contract and shall not constitute a waiver of any subsequent failure, delay, or breach by the SureCheck.
20
Confidentiality/Use of SureCheck’s Data. This offer, and any resulting contract, and all of its terms shall be held in strict confidence by the parties.
Buyer shall not, without prior written consent of SureCheck, use or disclose any data, designs, or other information belonging to or supplied by or on
behalf of SureCheck, except in performance of orders for buyer or the government where the government has such rights. Upon SureCheck’s request,
such data, designs, or other information and any copies thereof shall be returned to SureCheck.
21
Applicable Law. These Terms and Conditions of Sale and the purchase of SureCheck Products by buyer is governed by the laws of the State of
California without reference to conflict of laws principles and the rights and duties of all persons and the construction and effect of all provisions of these
Terms and Conditions shall be governed by and construed according to the laws of California and the United Nations Convention on Contracts for the
International Sale of Goods shall not apply. Federal and state courts within the State of California will have exclusive jurisdiction to adjudicate any
dispute arising out of these Terms and Conditions of Sale.
22
Severability. In the event any one or more of the provisions of these Terms and Conditions of Sale, the enclosed invoice or the manual shall for any
reason be held to be invalid, illegal or unenforceable, the remaining documents and provisions shall be unimpaired.
23
Entire Agreement. These Terms and Conditions of Sale, the enclosed invoice and manual and any documents identified herein, supersede all prior
agreements and understandings between the parties, whether written or oral, relating to the subject matter hereof and is intended by the parties as the
complete and exclusive statement of the terms of their agreement concerning the subject matter hereof.
Terms and Conditions of Sale
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contents
1
Introduction
Thank You! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.1
Important Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.2
Definitions
Manual/Unit Differences
Cautions and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.3
TrafficScope Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5
TrafficScope Models: Features and Differences
Unpacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.8
2
Setting Up TrafficScope
Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.1
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2
Connections & Other Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3
Carrying Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.4
Included Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.5
Optional Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.6
Antenna Extender
Helicopter Adaptor
Contents
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Placement of Portable Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.7
Rubber Feet
Velcro® Mounting Tabs
Antenna Use and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.8
Antenna Orientation
Mounting directly to unit (standard configuration)
Mounting with extended antenna (alternate configuration)
Installing external antenna (permanent configuration)
Audio Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.10
Standard Connection Configuration
Alternate Wiring
Impedance Switch
Mono/Stereo Switch
Power Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.13
Using Battery Power
Using External or Aircraft Power
Using Permanent/Hardwired Power Configuration
Pressure Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.14
3
TrafficScope Operations
Traffic Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.1
Resolution
Transponder Output Variances
Traffic Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.8
Audio Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.11
Powering Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.12
Firmware Version Display
Resetting TrafficScope
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Internal Restart
Menu Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.13
Selecting a menu
Menu 1: Op Menu (Modes of Operation)
Menu 2: Range Menu (Display/Alert Range Limitation)
Menu 3: Altitude Menu (Display/Alert Altitude Limitation)
Example Flight Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.18
Scenario 1: Takeoff
Scenario 2: Flight Establishment
Scenario 3: Cruise
Target Switching and Multiple Target Indications (MTI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.22
Example Scenarios
DME/Transponder Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.25
On-Board Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.25
LOC ALT Button
XPNDR CONFLICT Indicator
Flashing Indicator
Testing the On-board Altimeter Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.28
Pressure Altitude Detection and Pressurization Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.28
Non-pressurized Aircraft Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.29
Pressurized Aircraft Operation
Wake Turbulence Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.31
RADAR Detection and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.32
Ground RADAR Indication
TCAS Indication
When Both Indicators Are Inactive
Mode S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.34
Low Battery Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.34
Contents
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Backlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.35
Test Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.35
Overtemp/Undertemp Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.36
Data Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.36
Special Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.36
Formation Flying
Buddy Flying
Military Aircraft Interaction
High-Power Microwave Transmitters
Cell Phone Usage
4
Installation
Mounting TrafficScope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.1
Using Mounting Hardpoints
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.3
Cable Type
Placement
Blade-type Antenna Installation
Spacing & Orientation
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.6
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.7
Pressure Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.8
5
Troubleshooting
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.1
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.2
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.4
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Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.9
Appendices
A
Specifications
Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.1
Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.1
Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2
Battery Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.3
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.3
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.4
B
SureCheck CustomerCare
KnowledgeBase Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.5
Personal Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.5
To Return Your Unit For Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6
To Return Your Unit For A Refund . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6
Warranty Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6
C
Parts & Accessories
Included Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.7
Optional Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.8
D
A Brief TCAS Primer
Contents
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Page xii
FAA Intervention
337 Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.12
FSDO Listings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.12
FAA Advisory Circulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.13
AC 90-48C “The Pilots Role In Collision Avoidance”
AC 120-76 “Guidelines For The Certification, Airworthiness, And Operational Approval Of Electronic Flight Bag Computing
Devices” (Excerpts)
F
Glossary of Terms
G
Regulatory Information
FCC Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.23
Canadian Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.23
European Economic Community Declaration of Conformity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.24
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.25
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Page 1.1
INTRODUCTION
ıntroductıon
Thank You!
Congratulations on your purchase of the TrafficScope TPAS VRX. TPAS stands for Traffic Proximity Alert System. TrafficScope incorporates the latest, third-generation TPAS technology in a compact feature-filled unit. Though collision avoidance technology has been
in existence for several years, TPAS began the personal, portable collision avoidance revolution with the RX-100 model, and the technology was further refined with the RX-110. Today, TrafficScope pushes the envelope of what low-cost, personal devices can do.
TrafficScope offers many innovative elements, and first-time users may encounter a slight learning curve. Every effort has been
afforded to provide a concise manual with clear, comprehensive explanations of each feature, as well as an overview of each system.
Please read through this manual in its entirety and completely familiarize yourself with TrafficScope features before
operating the unit.
We are pleased to offer you the latest in avionics technology, designed for your personal protection. After reading the manual
through, should you have any questions or concerns, we look forward to hearing from you.
Sincerely,
SureCheck Aviation, Inc.
Avionics Division Team Leaders
Thank You!
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Important Information
READ ALL INSTRUCTIONS CAREFULLY before attempting to operate this unit.
BEFORE ANY PERMANENT INSTALLATION, read this manual thoroughly paying special attention to Chapter 4: Installation, and
contact our avionics specialists with any questions.
Definitions
Throughout this manual you will find these symbols indicating important emphasis on various topics. Please take note of symbols.
Failure to follow these statements may result in equipment malfunction, personal injury, including fire hazard and/or electric shock,
and/or equipment damage.
Important warning. Failure to follow these instructions will result in permanent damage to TrafficScope and will void your warranty.
Important emphasis on points pertaining to general usage of TrafficScope.
Important emphasis on installation points
Important emphasis on points pertaining to the relationship between TrafficScope and your aircraft
Cross-reference to additional helpful information
Manual/Unit Differences
The photos and illustrations in this manual may vary slightly from your unit. These differences are aesthetic only and will not change
the functionality of your unit. As for functionality, should any enhancements be made, the latest manual will be available online at
www.surecheckaviation.com for downloading. Refer to the version number inside the front cover of this manual. From time to time,
slight modifications are made for any number of reasons, and SureCheck reserves the right to make these modifications without prior
notification to customers.
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Page 1.3
INTRODUCTION
Cautions and Warnings
As with all collision avoidance devices, TrafficScope may not detect all aircraft within the detection window.
TrafficScope is not recommended as a substitute for proper traffic scanning procedures as listed in the FAA Airman’s
Information Manual and under the “See and Avoid” concept presented in FAA AC90-48C (see Appendix E: FAA
Intervention). This unit is intended as an additional tool in determining potential traffic threats.
WARNING
Until you are familiar with the operations and limitations of this unit, abrupt control of the aircraft should be avoided unless positive
identification with the traffic is made, or you have been ordered to do so by the Air Traffic Controller. The FAA, their representatives,
as well as published airspace regulations, always supersede any indication given by this unit.
CAUTION!
Do not connect the data port to anything other than the authorized SureCheck Aviation, Inc. accessories, as it uses a proprietary
signal format.
WARNING!
NEVER operate the unit with a headset, or any other audio components, at high-volume levels. Hearing experts advise against continuous high-volume operation. Should you experience a ringing in your ears, immediately reduce the volume level or discontinue use.
WARNING!
NEVER connect unit to an AC outlet. This may pose a fire hazard or result in an electric shock. NEVER connect the unit to a power
source of more than 40VDC. Such a connection will harm the receiver and poses a fire hazard. NEVER connect a non-fused, external
power source to the unit. This may result in damage to the unit and may pose a fire hazard. DO NOT connect the unit to any power
source using reverse polarity. This will not only blow fuses, but may also damage the unit. Follow the guidelines in this manual explicitly when connecting to an external power source.
WARNING!
NEVER expose the unit to rain, snow or any liquid.
CAUTION!
AVOID placing the receiver in excessively dusty environments.
CAUTION!
AVOID the use of chemical agents such as benzene or alcohol when cleaning, as they damage the unit surfaces.
Cautions and Warnings
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Page 1.4
Even with the unit power OFF, a negligible current still flows through the circuitry. Fully charged batteries may last up to one year
with the unit powered OFF, however, we highly recommend removing batteries from the unit when not in operation for extended
periods of time.
DO NOT use or place unit in areas with temperatures below -20°C (-4°F) or above +55°C (130°F).
USA only: Changes or modifications to this unit not expressly approved by SureCheck Aviation could void your authority to operate this unit under FCC regulations.
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INTRODUCTION
TrafficScope Description
Your TrafficScope VRX is a standalone, portable, passive airtraffic detection device. TrafficScope was designed for use in aircraft ranging from light, single-engine piston airplanes to turbojet
systems and rotorcraft. VRX offers altitude and range information, providing a 3-dimensional controllable detection window
around your aircraft. VRX incorporates a user-selectable limiting
system, allowing the greatest control of which threats are of
greatest concern to you. TrafficScope displays the most significant threat to your aircraft based on a variety of protocols, tracking the three most prominent. It continuously adjusts to keep
you informed of the most likely threat to your flight.
Your TrafficScope also has the ability to see exactly what altitude
your transponder is reporting to both ATC and other nearby
TCAS-equipped aircraft. Should an error occur with your
transponder encoding, or should your transponder or encoder
fail, TrafficScope will alert you. Both TrafficScope VRX and VR incorporate the SmartLogic™ family of microprocessors which provide
for firmware updating to allow for future enhancements and new features. VRX contains its own on-board, solid-state altimeter
system, ensuring the highest level of precision and assessment in altitude reporting. TrafficScope is also designed with pressurized
aircraft use in mind and gives you the ability to adapt the unit accordingly. For permanent installations, the unit may also be tied into
your aircraft’s static port line. In addition to alerting you to surrounding aircraft proximity, VRX will also monitor such other threats as
wake turbulence and advise you accordingly with a pleasant female voice.
We believe TrafficScope VRX is the most complete and affordable TCAS-style system on the market today. Full of features that foster
flight safety, TrafficScope is a valuable asset to every aviator. No matter which aircraft you choose to fly, or when or where you fly it,
the portable TrafficScope can be there with you!
Overview
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TrafficScope Models: Features and Differences
Features
1.6
VRX
VR
Completely self-contained unit
●
●
Tracks aircraft using altitude
●
Tracks aircraft using range
●
●
Tracks up to 3 aircraft simultaneously
●
●
On-board digital altimeter for added accuracy and redundancy
●
Aircraft power +12 to +40 Volts DC (Compact adapter included) or 4 “AA” Batteries
●
●
Traffic detection up to 5 NM
●
●
Range window selectable from 1.5 NM to 5 NM
●
●
Altitude window selectable from 500 to 1500 feet
●
Ground, Flight and AUTO operational “smart” modes
●
Audible voice alerts for Traffic Advisories and Traffic Alerts
●
Recognizes potential wake turbulence hazard areas
●
High-contrast LCD with state-of-the-art fiber optic backlighting system
●
●
Digital ranging and dual microwave receivers for the highest accuracy possible
●
●
TCAS and Ground Radar Interrogation Indications
●
●
Detects Mode S aircraft
●
●
Digital adjustable volume and mute
●
●
On-board test function with audible confirmation
●
●
Transponder Monitor: instantly see what altitude your transponder is sending to ATC
●
Automatic temperature compensation for circuitry and LCD
●
●
●
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VRX
VR
●
Compatible with pressurized and non-pressurized aircraft
●
●
Data port to interface with other avionics
●
●
Complies with FAA regulations as a “Portable Flight Bag Class 1 Device”
●
●
Extremely compact size
●
●
Hard carrying case included
●
Batteries included
●
●
Upgradable to VRX
●
Proximity Trend
●
●
Audio timed inhibiter
3-year Manufacturer’s Warranty
INTRODUCTION
Features (continued)
Overtemp and undertemp sensors
●
Model Comparison
●
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Unpacking
Your TrafficScope kit contains everything you need for basic operation. Check for all components listed below. If any listed items are
missing, please contact your SureCheck Aviation representative for replacement.
Description
Quantity.
1
TrafficScope VRX unit
1
2
Battery Bay Door
1
3
Antenna
1
4
Audio Cable
1
5
Power Adaptor
1
6
“AA” Batteries
4
7
Rubber Feet
4
8
Velcro Mounting Tabs
4
9
Hard Carrying Case
1
10
Pilot Information Manual
1
11
Warranty & Registration Card
1
9
1
2
3
4
10
6
11
Not Shown:
1.8
12
Quick Guide
1
13
Introductory DVD (VHS available)
1
8
5
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settıng up traffıcscope
SET UP
Front Panel
1
2
3
4
5
6
8
7
8
Feature
Description
1
Power
Turns the unit power ON or OFF.
See Page
2
Light
Turns the display backlight ON or OFF.
3.35
3.35
3.12
3
Test
Initiates the test cycle.
4
Mute
Mutes the volume, indicated by MUTE on the display. Visual alerts are not affected.
5
Loc Alt
Displays your present altitude, based on the internal pressure altitude sensor.
6
XPNDR Conflict Indicates an abnormal interaction with your transponder, or temp over/under condition
7
Menu
Toggles between the Traffic Display Screen and three (3) Menu Screens.
3.13
8
Up/Down
Turns the volume UP or DOWN or moves the selector UP or DOWN.
3.11
3.11
3.25
3.26, 3.36
Description
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Display
8
14
15
9
10
16
11
12
13
17
✈ VRX LCD Multi-function Display
2.2
Feature
Description
8
MTI
Multiple Target Indications. Indicates 2 or 3 aircraft scanned
3.22
9
RADAR
Indicates presence of Ground RADAR (SSR) interrogations
3.32
10
TCAS
Indicates presence of TCAS-equipped aircraft interrogation
3.32
11
Altitude
Displays the altitude of the closest target relative to your altitude; or your altitude (press LOC ALT)
12
Low Battery
Illuminates approx. 15-30 minutes before shutdown
13
Volume
Indicates current audio volume or mute on
3.11
14
Op Mode
Indicates current operations mode (F/G/A)
3.13
15
Range
Displays the distance to the most threatening target in Nautical Miles.
3.2
16
Mode S
Indicates presence of Mode S-equipped aircraft
17
Messages
Multi-function display for traffic alerts, wake turbulence alerts and other messages
See Page
3.2; 3.26
3.34
3.33
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Connections & Other Features
7
8
9
ON
OFF
5
SET UP
1
STEREO
MONO
10
2
3
4
6
✈ VRX Rear and Bottom Views
Feature
Description
See Page
1
Data port
Provides interconnectivity with external SureCheck adaptors and accessories (optional)
3.36
2
Audio IN
For patching through intercom audio (optional)
2.10
3
Audio OUT
For connecting to your audio system to enable voice alerts
2.10
4
Power
For connecting to an external power source (12-40 VDC)
2.12
5
Static Pressure Port
To connect to static pressure line for use in pressurized aircraft (optional)
4.7
6
Antenna
For connecting the supplied stub antenna, or for other external antenna
7
Impedance Switch
For switching between balanced and unbalanced audio output
8
Stereo/Mono Switch
For switching between stereo and mono audio output
2.12
9
Press./Non-Press. Switch
For switching between unpressurized and pressurized aircraft modes
3.29
10
Battery Bay
For installing four “AA” batteries for portable use
2.13
2.8, 2.9
2.11
Description
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Page 2.4
Carrying Case
TrafficScope VRX comes with a hard carrying case. This case is designed to carry all
of your accessories and to protect your
TrafficScope from damage and the elements.
The carrying case is not waterproof.
Care is needed when leaving the case
exposed to the elements.
To clean the carrying case, use a towel and
a minor detergent solution or glass
cleaner. Do not use harsh abrasives or
chemical solutions as this will damage the
case.
✈ Carrying Case Arrangement
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Included Accessories
7
SET UP
6
5
4
1
2
3
Feature
Description
Part Number
1
Antenna
For receiving signals with complete portability
1008-1001
See Page
2
Power Adaptor
For connecting to aircraft power through the cigarette lighter outlet
1012-1001
2.14
3
Audio Cable
For coupling to your ICS system to enable voice alerts
1007-1001
2.10
4
Batteries
For powering internally for complete portability
1006-1001
2.13
5
Rubber Feet
For providing extra slip resistance when placing on glare shield
1000-1002
2.7
6
Velcro® Tabs
For temporary mounting and added slip resistance
1020-1001
2.7
7
Carrying Case
For protection against shock and weather when not in use
1011-1001
2.4
2.8
Description
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Optional Accessories
Feature
Description
Part Number
7
Antenna Extender
For remote mounting of stub antenna
1008-2001
8
U174 Adaptor
For adapting audio output for helicopter connections
9999-2001
Contact your SureCheck Avionics representative to order these accessories, if needed.
See also:
✈ Chapter 4: Installation for more accessories
✈ Appendix C: Parts and Accessories for ordering information
Antenna Extender
This 6’ extension enables you to mount the antenna out of the way, such as on the side window, for optimum sensitivity. Two suction
cups securely affix your antenna to any glass or plexiglass surface, while still allowing for quick removal.
The extender allows the TrafficScope unit to achieve the best reception and enables the unit to be placed anywhere in the cockpit.
The 6' coaxial cable can easily be routed out of the way to a remote location. This extender also allows you to mount your
TrafficScope anywhere in your aircraft if you do not wish or do not have room to place it on your glareshield. Suggested mounting
places are below the throttle quadrant, in a side pocket, or in your instrument panel. The antenna MUST be placed in a vertical position. See “Antenna Orientation” later in this chapter.
See also:
✈ “Mounting With Extended Antenna” later in this chapter.
Helicopter Adaptor
This “Y” adaptor converts U-174U, U-93A/U or equivalent intercom connectors, frequently found in helicopters, into a GA-style 1/8”
receptacle. This will allow your TrafficScope to send voice alerts through your headset.
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Placement of Portable Unit
The preferred placement for TrafficScope is on the glareshield of your aircraft with the
antenna angled vertically. This configuration affords TrafficScope the best possible sensitivity and accuracy.
See also:
✈ Chapter 4: Installation for panel-mounting options
Position TrafficScope at least 2” away from any magnetic compass to avoid
potential magnetic interference.
The Pressure Port on the rear of the unit must be free and clear of any
obstructions for accurate altitude sensing.
Rubber Feet
Unless you intend to install your TrafficScope into your panel, press on the four rubber feet. These provide exceptional slip resistance
on non-fabric glare-shields.
Velcro® Mounting Tabs
If additional slip resistance is required, or you are placing TrafficScope on a fabric-covered glare shield, use the four Velcro mounting
tabs to secure your TrafficScope to your glareshield, allowing for quick removal.
Placement
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Antenna Use and Options
Antenna Orientation
It is imperative that the antenna be positioned vertically
to receive the most accurate signal.
Your TrafficScope antenna is specifically tuned to receive an accurate signal when attached to your unit in the vertical position. As
indicated in the illustration to the right, orienting the antenna at
any other angle will not accurately detect the signal because the
amount of received power would be decreased, which is then
translated into an inaccurate distance measure.
Mounting directly to unit
(standard configuration)
1
✈ Correct antenna orientation is vertical
Connect the right-angle antenna assembly to the BNC connector
on the back of the TrafficScope unit.
2
Once in place, twist the ring on the antenna to lock it onto the
connector.
3
Rotate the antenna vertically to position properly.
The included antenna was specifically designed and tuned for use
with TrafficScope. Do not use any non-SureCheck antenna.
✈ Install antenna in the vertical position
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Mounting with extended antenna (alternate configuration)
A separate six-foot (6’) cabled antenna extender, with suction cup mount, may be purchased from
SureCheck or your Authorized SureCheck dealer, enabling you to place the antenna independent of
your TrafficScope unit. The cable plugs into the back of your TPAS unit and allows you to route the
cable out of the instrument panel and mount the antenna by suction cups to your windshield or
side window. This permits location to a position of optimum signal reception, or for instances where
the depth of your glareshield may not enable proper vertical alignment of the antenna. Any instrument panel installation not using the permanent external antenna configuration will require this
internal remote antenna setup, which routes the cable out of the instrument panel. Please note the
following:
1
Maintain a separation of 4-6” from any metal post.
2
The antenna must be mounted pointing up in a vertical orientation for best signal reception.
3
Avoid running other cables or wires near the antenna cable.
4
Avoid sharp bends in the cable to minimize the standing wave (VSWR changes).
5
Antenna Extender suction cups may not adequately adhere to windows in cold temperatures.
Installing external antenna (permanent configuration)
TrafficScope may be configured with an external antenna for permanent, panel-mount installations.
See:
✈ Chapter 4: Installation for permanent antenna configurations
Antenna Hookup
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Audio Hookup
Audio Hookup of any kind is not required for unit operation. Failure to
establish an audio connection will not diminish TrafficScope’s threat
detection functions and corresponding visual alerts.
Headphone Plug
Microphone Plug
To Your Headset
✈ Audio hookup using standard hookup
Standard Connection Configuration
Your TrafficScope comes with everything necessary to operate right out of the box, including the audio hookup cabling. To properly
integrate the TrafficScope audio signal with that of your aircraft’s system, use the entire audio cable assembly, as indicated above.
This configuration isolates the TrafficScope audio to the operator’s headset, providing voice alerts that do not interfere with intercom
transmissions or passenger audio, and maintains the complete portability of TrafficScope.
The red 1/8” jack is Audio IN on TrafficScope; the white 1/8” jack is Audio OUT.
2.10 TrafficScope VRX Pilot Information Manual | English
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Alternate Wiring
Certain situations may benefit from an alternate audio hookup: wiring TrafficScope directly into the aircraft system through the intercom auxiliary input, using an 1/8” jack (stereo or mono, as compatible) from TrafficScope’s audio OUT to the intercom AUX IN. In most
cases, this will require hard-wiring and modifications or components not included with your TrafficScope. This configuration transmits
the audio through each headset plugged into the aircraft intercom system.
See also:
✈ Chapter 4: Installation for alternate audio wiring
Impedance Switch
The Impedance Switch allows you to select which impedance your intercom
system uses and can be found inside the battery bay. It is switch “2” on the red
IMPEDANCE SWITCH
DIP switch located just behind the battery posts. The factory preset is 600 ohms.
This switch performs the function of transforming a balanced (300 ohm x 2
channel) audio output to an unbalanced (600 ohm x 1 channel) output. To switch
impedance, use a pen or similar instrument and slide the white switch to either
the “300” or “600” position.
Audio Hookup
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Page 2.12
Mono/Stereo Switch
The Mono/Stereo Switch can be found inside the battery bay. It is the single white
switch located just behind the battery posts. This switch performs the function of
conforming TrafficScope to your system, whether it is a mono or stereo setup. To
switch modes, use a pen or similar instrument and slide the white switch to either
the “mono” or “stereo” position.
If you don’t hear any audio, try switching to the other switch position.
MONO/STEREO SWITCH
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Page 2.13
Power Hookup
Using Battery Power
Your TrafficScope VRX can be powered using four AA batteries (included), giving you
the advantage of complete portability.
Use caution to install batteries with the proper polarity. Failure to do may
result in damage to the unit, as well as the batteries, and may pose a toxicity threat. Also, do not mix battery types.
To install batteries:
1
Open the battery bay door on the bottom of the unit by pressing on the front area
around the door to unlatch the door. Slide the door towards the rear of the unit. Pull
the door off of the unit.
2
Install four AA (R6) size alkaline, Ni-MH or Ni-Cd* batteries with the correct polarity,
following the diagram in the battery bay.
3
Close the battery bay door securely by hooking the door flange onto the battery door
frame. Align door with slots in case and slide forward to secure.
PRESS HERE TO OPEN
Battery power will be bypassed when a plug is inserted into the power jack, even if no current is supplied.
*Due to battery memory considerations, SureCheck cautions against the use of Ni-Cd batteries. Also, in general, rechargeable batteries have less recharge time than alkaline batteries, resulting in less use time.
See also:
✈ Appendix A: Specifications for battery duration test results
Power Hookup
2.13
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Page 2.14
Using External or Aircraft Power
TrafficScope may also be powered through your aircraft’s “cigar-lighter” outlet, using the included power adapter, with incorporated
fuse. This is designed to function with power outputs from 12 to 40 Volts of DC current with a negative ground.
The adapter is polarity sensitive: inside (tip) is positive (+), and outside is negative (-). To eliminate audio noise (if any), install a ferrite
choke on the adapter wire as close as possible to the unit.
Power Indicator
To replace the internal fuse:
1
Disconnect both ends of the adaptor
2
Twist off the knurled end cap
3
Replace the fuse with a 1- to 3-amp rated automobile-style fuse
4
Twist the knurled cap back into place
Power Outlet
Fuse (Internal)
Using Permanent/Hardwired Power Configuration
Hardwiring the power supply will require a dedicated 1.0 amp minimum, in-line fuse. An internal line filter suppresses any undue transient noise on the power supply.
See also:
✈ Chapter 4: Installation for permanent power configurations
Pressure Hookup
See:
✈ Chapter 3: Operations (Pressurization Issues)
✈ Appendix 4: Installation (Pressurized Environments)
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Page 3.1
traffıcscope operatıons
SET UP
TrafficScope offers two distinctly different features: traffic detection and traffic alerts.
Traffic Detection
The TrafficScope detection window is defined by two dimensions: vertical (altitude) and horizontal (range). Both of these dimensions
can be set independently of each other by the pilot.
It is important to note that traffic DETECTION is not the same as a traffic ALERT. TrafficScope will detect any aircraft
within the range and altitude you select, but will only alert you if the traffic falls within a predetermined threatening
range.
The illustrations on the following pages provide a graphic illustration of various traffic scenarios.
See also:
✈ Chapter 3: Operations (Traffic Alerts)
✈ Chapter 3: Operations (Menu Selections)
✈ Chapter 3: Operations (Multiple Threat Indications)
Traffic Detection
3.1
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Page 3.2
RANGE
Ceiling: 25,200 feet (FL250)
Above 25,200, NO TRAFFIC will
be shown. Pressure altitude will
not be available. Above 25,500,
XPNDR CONFLICT will illuminate.
±1500 ft.
Manual VRX 1.0 Full
RANGE
ALTITUDE
+900 ft.
4.7
NM
ALTITUDE
5.0 NM
Altitude Setting (Feet)
±1500 (Max), ±1000, ±500
Range Setting (NM Radius)
5 (Max), 3, 2, 1.5
Maximum Detection | Traffic Inside Window
Range Mode
Max (5 NM)
Actual
4.7 NM
Altitude Mode
+900 ft.
Max (1500’)
Actual
With range mode set to max and traffic within 5 miles, traffic
range will be displayed. With altitude mode set to max and traffic
within 1500 ft., traffic altitude will be displayed.
4.7
NM
+2100 ft.
±1500 ft.
Floor: 0 feet
5.0 NM
TrafficScope detection window
Altitude limitation window
Maximum Detection | Traffic Outside Window
Range Mode
Max (5 NM)
Actual 4.7 NM
TrafficScope-equipped aircraft
Altitude Mode
Targeted aircraft
Illustrations not to scale
3.2
Max (1500’)
Actual
+2100 ft.
When traffic is outside of the altitude detection window, no altitude will be displayed. However, when altitude mode is set to
max, traffic within the range window will be displayed.
7:25 PM
Page 3.3
±500 ft.
±1000 ft.
NM
1.8
0.9
NM
+300 ft.
-300 ft.
3.0 NM
1.5 NM
Moderate Detection | Traffic Inside Window
Range Mode
3 NM
Actual
1.8 NM
Minimum Detection | Traffic Inside Window
Range Mode
1.5 NM
Actual
0.9 NM
Altitude Mode
-300 ft.
Altitude Mode
+300 ft.
1000 ft.
Actual
500 ft.
Actual
In areas of extremely high aircraft concentration, you may want
to limit TrafficScope to the minimum window. Detection and
alerts are scaled down accordingly.
NM
0.5
+900 ft.
3.4 NM
-100 ft.
1.5 NM
3.0 NM
Moderate Detection | Traffic Outside Window
Range Mode
3 NM
Actual 3.4 NM
Minimum Detection | Traffic Outside Window
Range Mode
1.5 NM
Actual 0.5 NM
Altitude Mode
Altitude Mode
1000 ft.
Actual
-100 ft.
Even when traffic is close to the same altitude, if the range falls
outside the detection window, the aircraft will not be indicated.
Outside of 3 NM, range takes priority over altitude.
500 ft.
Actual
+900 ft.
Even though the traffic falls well within the 1.5 NM range window,
the traffic will not be displayed since the altitude is outside the
altitude window.
Traffic Detection
3.3
OPERATIONS
Setting range and/or altitude modes less than max will limit
traffic detection to a smaller window. This is especially helpful in
areas of moderate traffic concentrations.
±500 ft.
9/9/03
±1000 ft.
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Page 3.4
5.0 NM
0.5
NM
NM
4.9
±1500 ft.
Traffic altitude: 24,000 ft.
+23,000 ft.
-2600 ft.
Your altitude: 1,000 ft.
Special Situation | Traffic on the Ground
Range Mode
Max (5.0 NM)
Actual
0.5 NM
Altitude Mode
-2600 ft.
Max. (1500’)
Actual
Mode S Indicator
Traffic altitude: 29,000 ft.
NM
4.9
Even though the ground traffic is well outside the altitude
window, range will be shown if in max altitude mode. This is to
make you aware of traffic without any alerts.
+23,000 ft.
Your altitude: 6,000 ft.
0.5
NM
±1000 ft.
1.5 NM
-2600 ft.
0.5 NM
Altitude Mode
-2600 ft.
Actual
When compared to the above example, the altitude window has
been changed to 1000 ft. This eliminates the range detection. It
is assumed that since a smaller altitude window has been selected, traffic outside the range window is not of interest.
3.4
4.9 NM
Altitude Mode
+23,000 ft.
Max (1500 ft.)
Actual
In the first scenario, TrafficScope will display 5.0 NM because the
altitude is set to max. However, no altitude will be displayed
because the aircraft is outside the altitude window.
Special Situation | Traffic on the Ground
Range Mode
1.5 NM
Actual
1000 ft.
Special Situation | Jet Flying Overhead
Range Mode
Max (5.0 NM)
Actual
In the second scenario, all parameters remain relatively the
same, with an aircraft at +23,000. The main difference is the jet
at 29,000 ft. is outside the maximum altitude envelope (25,000
ft.). In this case both range and altitude display dashes.
In addition, note the Mode S indicator which means the aircraft is
TCAS equipped. Also, another way to avoid this scenario is to set
the altitude mode less than max.
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Page 3.5
TrafficScope operates on passive technology, utilizing signals from the Mode C transponders of proximate aircraft. TrafficScope
listens for and gathers data from transponder replies. Most general aviation aircraft are equipped with a Mode C transponder.
According to US Federal Aviation Regulation Part 91.215, Mode C transponders are required within the majority of US airspace, particularly areas prone to higher concentration of air traffic, such as within the 30-mile Mode C veil. Mode C transponders transmit pressure altitude information in 100 ft. increments. In addition, most aviation territory falls inside ground radar coverage, TCAS-equipped
aircraft scanning range, or both, therefore a lack of continuous indication of coverage is neither common nor concerning .
TrafficScope indicates each of these situations, however when within the scope of both, will default to the ground radar (SSR) indication.
In order for traffic to be detected, the following conditions must be met:
1
Traffic must be equipped with an active Mode C transponder in the “ALT” position.
2
Traffic must be operating in a radar coverage area, or within the interrogation range of TCAS-equipped aircraft.
range and altitude parameters. These parameters are defined by using the menu function discussed later in this chapter.
Although collisions themselves only occur when aircraft achieve the same altitude, those with altitude separation may still be on a
“collision course,” when climbing and descending are a factor. Please use precaution to maximize your situational awareness, taking
all factors under consideration.
TrafficScope will not indicate altitudes below zero feet (0’) MSL or above 25,200 feet MSL. Above this ceiling, TrafficScope altitude
indication will read FL250, no matter what the altitude. In the rare circumstance that you are flying below Mean Sea Level (i.e. Death
Valley, CA), TrafficScope altitude indication will read zero (0).
When traffic is displayed in range but falls outside of the ±1500 ft. maximum altitude window, only
an up or down arrow will be displayed, indicating the vertical position of the aircraft. Once the aircraft comes within ±1500 ft., the actual relative altitude will be displayed. If you have selected a
smaller altitude window, this does not apply, and traffic is ignored beyond the window.
Traffic Detection
3.5
OPERATIONS
As indicated in the previous diagrams, the size and shape of your preferred threat detection envelope are based on the maximum
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Page 3.6
Resolution
With regard to range, the greater the threat, the greater the accuracy. Threat range can be determined by examining the amplitude of
the received transponder signal. The amplitude will change with range changes along a logarithmic scale, and distance and trend data
can be calculated as indicated by the chart.
Orientation
Description
Distance to Traffic
Range
Horizontal detection
2.0 nm to 5.0 nm
1.0 nm
< 2.0 nm
0.1 nm
Any
100 ft.
Altitude
Vertical detection
Resolution
Calibrated Mileage (NM)
9
8
7
6
5
4
3
2
1
0.50
More
10
0.25
> 0.25
Targeted Averaged Calibration
Point (125-300 Watt
Transponder Output)
Less
Received Power
Average Transponder Output
✈ Range vs. Power Output Calibration Chart
3.6
TrafficScope Range Processing Window
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Page 3.7
Transponder Output Variances
When detecting transponder output from other aircraft to determine range, TrafficScope relies on two factors. The first factor, raw
signal strength, sets up a determination for distance to the aircraft. The second factor, relative altitude, will shift this determination
one way or the other. Most aircraft employ a single transponder antenna located on the belly of the aircraft so that ground radar services will get the strongest signal to detect. When your aircraft with TrafficScope is positioned over the aircraft, the airframe of the
threat aircraft will interfere with the power output (see figures below) and could effect the accuracy of the range if not for the second
factor mentioned above, relative altitude. TrafficScope incorporates algorithms which compensate for this anomaly. For instance,
TrafficScope might range an aircraft positioned one mile below your aircraft at three or more miles due to signal interference from
the airframe of the threat aircraft. However, the TrafficScope corrects for this with the knowledge that the aircraft is below and signal
strength is affected (as depicted in the illustrations below). TrafficScope will, in this instance, correctly display one mile range distance.
Tested radiated power output graphs
Relative Power Output (Less to Greater)
✈ Power Output Charts for a typical aircraft transponder antenna configuration (Beech B-99 tested, center-mounted antenna, flaps/wheels up)
Traffic Detection
3.7
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Page 3.8
Traffic Alerts
There is a difference between TRAFFIC DETECTION and TRAFFIC ALERTS (THREAT INDICATION). TrafficScope
will not alert you (neither visual nor audio) to traffic that does not fall within your specified threat detection envelope, regardless of whether an indication of traffic appears in the display window.
TrafficScope will alert you in various ways should a threatening situation be determined and incorporates TCAS-style alert nomenclature to describe the potential threat. The following symbology is used:
Symbol
Display
Audio
Action to Take
None
None; No threat
None
None; No threat but traffic has moved closer from any direction
Traffic Advisory
Attempt to make visual contact
Traffic Alert
Make visual contact and avoid; traffic is a threat
Threat determination is based on complex algorithms that take into account relative altitude, track rate, and range information. Range
becomes the considerable factor when aircraft are traveling at the same altitude or are within a 2-3 mile threshold. An aircraft traveling at the same altitude, but beyond 3 miles is not considered the primary threat when an aircraft of closer range is within the selected altitude envelope.
The following graphs illustrate which situations are and are not considered traffic alerts.
See also:
✈ Chapter 3: Operations (Menu Operation)
✈ Chapter 3: Operations (Audio Alerts)
3.8
7:25 PM
Page 3.9
TrafficScope Settings
1500 700 1500 600 1500 500 1500 600 500 1500 500 400 Alt
0.7 NM
0.6 NM
0.5 NM
0.4 NM
Ra
ng
e
1.5 NM
2.0 NM
3.0 NM
Max (5.0 NM)
500 1000 1500 500 1000 1500 500 1000 1500 500 1000 1500
None
None
None
None
None
None
None
None
None
None
None
OPERATIONS
0.8 NM
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Target Aircraft within...
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None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Traffic Alerts
3.9
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Page 3.10
TrafficScope Settings
1500 1000 500 1500 900 1500 900
1.0 NM
2.0 NM
3.0 NM
Target Aircraft is within...
Al
t
Ra
ng
e
1.5 NM
2.0 NM
3.0 NM
Max (5.0 NM)
500 1000 1500 500 1000 1500 500 1000 1500 500 1000 1500
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
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Page 3.11
Audio Alerts
The following is a complete listing of the TrafficScope’s audio alerts:
Voice Message
Occurance
Traffic Advisory: Monitor Closure Rate
Whenever traffic falls within Traffic Advisory (secondary) range
See Page
Traffic Alert: Obtain Visual Contact
Whenever traffic falls within Traffic Alert (primary) range
Caution: Wake Turbulence
During detected wake turbulence conditions
3.31
Low Battery
At the onset of low battery power conditions
3.34
Test... Pass / Test... Fail
At the conclusion of a test cycle
3.35
Traffic detection (range and altitude) is presented in visual indications only.
MUTE
VOLUME UP
hookup and present many options. For example, you may connect your audio using the supplied
adapter, plugging your headset into the female 1/4” receptacle, or you may use a standard 1/8”
stereo cord to run from our Audio OUT into your ICS system auxiliary input, leaving the Audio IN
input on the TrafficScope open. TrafficScope will accommodate both mono and stereo systems,
VOLUME DOWN
so that you can listen comfortably to ATC, or even stereo music, without the compromising the
sound and performance quality of your existing audio system.
Controlling the audio is simply a matter of three buttons: UP
, DOWN
, and
MUTE
. These buttons influence the volume of the audio generated by your
TrafficScope, without affecting the volume of the incoming existing audio from
your aircraft. To turn the MUTE function on, press the
button once. To turn
off the MUTE function, simply press the button once again. The display will indicate volume levels with graduating bars, and the word “MUTE” should appear
when the unit is in that mode.
Audio Alerts
3.11
OPERATIONS
TrafficScope incorporates a signal coupling system to blend with audio with the existing intercom
signal and produce maximum volume into your headset with minimal interference and distortion.
For this reason, two (2) audio jacks in the rear, labeled IN and OUT, are necessary for proper
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Page 3.12
Powering Up
To turn TrafficScope on, press the POWER
button once for a moment less
than one second. Upon initial powering, TrafficScope’s display screen will display
a routine startup sequence. During this sequence, the backlight will illuminate for
approximately ten (10) seconds, so that you may gain your bearings with the unit
10 Sec.
in a nighttime setting. To turn TrafficScope off, press the POWER
button
once. If button is pressed for more than one second, unit may turn back off.
Firmware Version Display
The functions behind TrafficScope are driven by updatable firmware. To check which firmware version you are operating, turn on
TrafficScope and watch the power-up screen. The version represents major revision, minor revision and bug-fix numbers (ie 1.0.2). For
available firmware updates, visit the TrafficScope website at www.surecheck.net/avionics.
Resetting TrafficScope
TrafficScope should provide trouble-free performance. However, should you need to reset your unit:
1
Power the unit OFF by pressing the POWER
2
Wait for a minimum of five (5) seconds
3
Power the unit ON by pressing the POWER
button once
button once
Internal Restart
If any errors occur to adversely affect TrafficScope's processors, TrafficScope incorporates a watchdog circuitry which will self-reset.
This may happen extremely infrequently, if at all, and will be evidenced by the appearance of the startup screen during operation. It is
important to note that your preferences will need to be set up again if this occurs.
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Page 3.13
Menu Operation
Selecting a menu
Use the MENU
button, located between the UP
and DOWN arrow buttons, to advance
through the three Menu Screens, and back to the Traffic Display Screen.
Menu 1: Op Menu (Modes of Operation)
To scroll through and select a mode, simply use the UP
and DOWN arrow buttons until the
index pointer designates the mode you desire. To exit, press the MENU
button three times.
✈ Flight Mode
In Flight Mode, the VRX will display all traffic beneath or above your aircraft, out to the range and
altitude you have selected (as selected in subsequent menus).
In the air, this mode should be selected at all times. Confirmation of this mode can be made in the lower left hand corner of the
screen where the letter “F” should be displayed. THIS IS THE DEFAULT OP MODE. Settings will revert to this mode following initial
startup or reset.
To select Op Flight mode:
1
Press the MENU
button once to view the Op Menu
2
The default setting is Flight Mode. Press the Menu key three more times to exit menus and return
to the Traffic Display screen.
Menu Operation
3.13
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Page 3.14
✈ Ground Mode
In Ground Mode, the VRX will detect only airborne traffic (approximately 200 ft. AGL or greater) out to the range you have selected
(max. 5 miles).
The purpose of this mode is to reduce clutter and false alerts from other grounded aircraft that may be operating near you, thus
further eliminating unnecessary alarms. This is especially helpful in uncontrolled airports where ground traffic is not a factor, yet
pattern traffic is. Confirmation of this mode can be made in the lower left hand corner of the screen where the letter “G” should be
displayed.
Ground Mode should be used ONLY while on the ground to view aircraft that may be in the pattern or flying above the
airport. In Ground Mode, TrafficScope will only detect aircraft that is at a minimum of 200 feet above you, thus
greatly reducing the effectiveness of function.
It is not uncommon for the altitude to display “Same Altitude” “down FL001” or “down FL002”. This is caused by tolerance differences between the two aircraft transponders and falls within FAA TSO standards of +/-100 ft. for Altitude Encoders (FAA TSO-C88a).
To select Op Ground Mode:
1
Press the MENU
2
Press the Down
3
Press the Menu key three more times to exit menus and return to the Traffic Display screen. Be
key to select Ground Mode
sure to set the Range and Altitude, if desired.
✈ Auto Mode
In Auto mode, the VRX will automatically determine the appropriate time to switch from Ground to Flight Mode without pilot interaction. When you select Auto mode, TrafficScope will be initially in Ground Mode, recording your present altitude and assuming you are
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Page 3.15
on the ground. When you become airborne, it will automatically
switch to Flight Mode operations. The switchover occurs once
you have gained 500 feet of altitude, thereafter allowing all aircraft around you to be viewed, based on your range and altitude
settings.
The purpose of this mode is to reduce the workload of mode
operation during the critical takeoff phase of flight. Confirmation
Auto Mode: Switches from
Ground Mode to Flight Mode
automatically at 500 ft.
+500 ft.
Ground Mode
of this mode can be made in the lower left hand corner of the
screen where the letter “A” should be displayed. Once
TrafficScope has automatically switched to Flight Mode, the letter
“F” will be displayed.
DO NOT select Auto mode while in flight. TrafficScope will assume you are on the ground, and if you never ascend at
least 500 feet, it will not switch to Flight Mode, thereby only detecting aircraft that is at a minimum of 200 feet
above you.
To select Auto Op Mode:
1
Press the MENU
2
Press the Down
3
Press the Menu key three more times to exit menus and return to the Traffic Display screen. Be
key to select Ground Mode
sure to set the Range and Altitude, if desired.
Menu Operation 3.15
OPERATIONS
TrafficScope will NOT revert back to Ground Mode when you have landed. This includes “Touch & Go” operations. You must reset to
Ground Mode or Auto Mode, as needed.
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Page 3.16
Menu 2: Range Menu (Display/Alert Range Limitation)
The purpose of the RANGE and ALTITUDE menus are to limit unnecessary
threat indications, particularly when operating in dense traffic environments.
The Range Limitation menu allows you to select the horizontal detection
window.
Concerning alert conditions, aircraft 3.0 NM and closer are prioritized by altitude first, THEN range. Targets beyond 3.0 NM are prioritized by range, THEN
altitude.
To select a Range Limitation:
1
From the Traffic Display Screen, press the MENU
RANGE menu will appear.
2
Use the UP
3
To exit, press the MENU button twice. Move through the following ALTITUDE menu page (set ALTITUDE mode, if desired), and return
to the Traffic Display Screen.
and DOWN
button once to view the OP menu screen. Press the MENU button again and the
arrow buttons until the index pointer designates the range you desire.
Available Range Limitation selections:
Range
Description
5.0 NM (MAX) In this mode all aircraft within 5.0 NM will be shown on the display. Settings will revert to this mode
following initial startup or reset.
3.0 NM
Only Aircraft within 3.0 NM will be shown on the display
2.0 NM
1.5 NM
Default Setting
●
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Page 3.17
Menu 3: Altitude Menu (Display/Alert Altitude Limitation)
The purpose of the Altitude Limitation menu is to limit threat indications based
on altitude separation from your aircraft, especially when operating in dense
traffic environments.
To set the altitude limits as desired, from the Traffic Display Screen, press the
MENU
button once to view the OP menu screen. Press the MENU button
again and the RANGE menu will appear. Press the MENU button once more to
view the ALTITUDE menu screen.
To select an Altitude Limitation:
From the Traffic Display Screen, press the MENU
2
Use the UP
3
To exit, press the MENU button once to return to the Traffic Display Screen.
and DOWN
button three times to view the ALTITUDE menu (set RANGE mode, if desired).
OPERATIONS
1
arrow buttons until the index pointer designates the altitude you desire.
Available Altitude Limitation selections:
Range
Description
Default Setting
1500 ft. (MAX) In this mode all aircraft within 1500 feet above or below your altitude will be shown on the display.
●
Settings will revert to this mode following initial startup or reset.
1000 ft.
Only aircraft within 1000 feet above or below your altitude will be shown on the display
500 ft.
Only aircraft within 500 feet above or below your altitude will be shown on the display
Menu Operation
3.17
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Page 3.18
Example Flight Scenarios
All three menus should be set-up in sequence to achieve the desired results. This allows you to specify a
detection/alert envelope of primary concern to you and your intended flight.
The importance of early warning cannot be stressed enough when it comes to detecting a potential threatening aircraft. The charts
below indicate how combined aircraft speed and distance play a role in determining your reaction time. According to the FAA, a
typical response time is 12.5 seconds. This translates to a one- to three-mile minimum response distance from an incoming aircraft.
TrafficScope will help you increase this awareness allow more response time.
Time to Impact
Recognition & Reaction Time
Running time Action
Seconds to Impact
Seconds
00:00
See object
0.1
Range
600 MPH*
360 MPH*
00:00
Recognize aircraft
1.0
10 miles
60 secs.
100 secs.
00:01
Become aware of collision course
5.0
6 miles
36 secs.
60 secs.
00:06
Decision to turn left or right
4.0
5 miles
30 secs.
50 secs.
00:10
Muscular reaction
0.4
4 miles
24 secs.
40 secs.
2.0
3 miles
18 secs.
30 secs.
12.5
2 miles
12 secs.
20 secs.
1 mile
6 secs.
10 secs.
0.5 mile
3 secs.
5 secs.
00:10
Aircraft lag time
00:12
TOTAL TIME
✈ From FAA AC 90-48C.
✈ *Combined A/C speeds. BOLD times mark the danger
zone when insufficient time remains to alter course.
The scenarios on the following pages will illustrate the various TrafficScope mode settings which affect each phase of flight. These
scenarios are provided as examples and suggestions only and may not represent every flight environment.
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Page 3.19
Scenario 1: Takeoff
NM
5.0
+900 ft.
Flight Mode
+500 ft.
Ground Mode
OPERATIONS
You are on the ground, have finished your run-up, and are ready to depart an
uncontrolled airport. You are probably most interested in traffic that is airborne
and within 3.0 NM so you may check for aircraft in the pattern before you take the
active runway. TrafficScope should be set up as follows. The changes in bold are
alterations to the default settings.
1
Press the MENU
button to display the OP Menu Screen
2
Scroll using the DOWN
3
Press the MENU
4
Scroll using the DOWN
5
Press the MENU
6
Leave the Altitude set to MAX (1500 Ft.), the default setting.
arrow button until the Auto Mode is selected
button to display the RANGE Menu Screen
arrow button until the 3.0 NM Range is selected
button to display ALTITUDE Menu Screen
Traffic Scenarios
3.19
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Press the MENU
Page 3.20
button to establish your settings and return to the Traffic Display Screen
Unless you select Auto Mode at the OP Menu Screen, VRX will require you, at some point after takeoff, to change the
mode back to Flight Mode to ensure maximum view of traffic.
Scenario 2: Flight Establishment
Now that you are airborne, you are most likely concerned with traffic at close
range, near your altitude. If you had previously selected Auto Op Mode,
TrafficScope will automatically switch to Flight Op Mode once 500 feet of altitude
has been gained. The following settings configure TrafficScope to track aircraft
only within 2.0 NM and 1000 feet of your altitude. The changes in bold are alterations to the default settings.
1
Press the MENU
button to display the OP Menu Screen. Note: the OP Menu
Screen has defaulted back to Flight Mode.
2
Press the MENU
3
Scroll down using the DOWN
4
Press the MENU
5
Scroll down using the DOWN
6
Press the MENU
button to display the RANGE Menu Screen
arrow button until 2.0 NM is selected
button to display the ALTITUDE Menu Screen
arrow button until 1000 feet is selected
button to establish your settings and return to the Traffic
Display Screen
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±1500 ft.
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RANGE
ALTITUDE
+900 ft.
5.0
NM
5.0 NM
OPERATIONS
Scenario 3: Cruise
Once established at your cruise altitude, you need a maximum view possible for
potential avoidance measures. Specifically, this phase sets TrafficScope to the
maximum detection settings (Range to 5.0 NM, Altitude 1500 feet above or below
your altitude, displaying altitudes of aircraft within a total window of 3000 feet).
Since you will still be established in Flight Mode, these settings are the defaults,
automatic on initial startup. Set TrafficScope as follows to track aircraft at all
available levels and all ranges. These steps reset TrafficScope to its default settings.
1
Press the MENU
button to display the OP Menu Screen. Note: The OP Menu
has defaulted back to Flight Mode.
2
Press the MENU
button to display the RANGE Menu Screen. Note: The
RANGE Menu Screen has defaulted back to MAX 5.0 NM.
Traffic Scenarios
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3
Press the MENU
feet.
button to display the ALTITUDE Menu Screen. Note: The ALTITUDE Menu Screen has defaulted back to 1500
4
Press the MENU
button to establish your settings and return to the Traffic Display Screen.
Again, these scenarios represent realistic settings used during the most common phases of flight. Other scenarios may exist which
require different setting combinations. The most important thing to remember when setting your preferences is to keep in mind what
is most important to you. Larger detection windows will increase your area of awareness, but the detection of many aircraft in a
heavy traffic area may desensitize you to potential alerts. Adjust your window to best suit your environment.
Target Switching and Multiple Target Indications (MTI)
In addition to displaying range and altitude information on the closest threat, TrafficScope also displays additional aircraft within the
detectable range by Multiple Target Indications (MTIs). TrafficScope tracks the most significant hazard to your course of travel. Should
that threat journey outside of your defined parameters, or if a greater threat presents itself, TrafficScope will switch to the next most
significant threat (now primary) in your detection envelope. This would be most noticeable by a sudden display change in range
and/or altitude.
Priority is assigned by comparing each aircraft’s altitude for aircraft within 3 NM, or each aircraft’s range outside of 3 NM. Naturally,
the altitude of aircraft at close proximity (3 NM or less) is of greater concern than the range. This is supported by the idea that a midair collision can only occur if two aircraft achieve the same altitude at close proximity.
See also:
✈ Chapter 3: Operations (Traffic Alerts)
7:25 PM
Page 3.23
Example Scenarios
The following scenarios illustrate the use of MTIs. Altitude and
range are based on maximum settings, independent of
±1000 ft.
9/9/03
display/alert limits. For example, even though Altitude limitation
may be set at 500 ft., any additional threat within 1500 feet is
1
2
1.6
NM
NM
1.8
1
2
+500 ft.
-300 ft.
displayed as an MTI. This rule applies to range limitation as well.
Do not mistake the Mode-S indicator (the delta-wing aircraft icon)
for an MTI.
3.0 NM
The aircraft 300 feet below is the primary target when they are
within 3 NM. Even though the aircraft 500 ft above is closer in
range, TrafficScope prioritizes threats by altitude proximity, not
range, when traffic is within 3 NM.
OPERATIONS
1
4.0 N
M
5.0 NM
2
±1000 ft.
Manual VRX 1.0 Full
1
1
1.6
NM
2
+500 ft.
+500 ft.
-300 ft. 1
2
1.8
NM
-600 ft.
2
3.0 NM
3.0 NM
When the targets are outside of the 3 NM veil, range will take priority over altitude. In this example, the traffic at 4 NM and +500
ft. is the primary threat, even though the relative altitude difference is greater than the aircraft at 5 NM and -300 ft.
If the lower aircraft from the first scenario descends to -600 ft.,
the priority switches to the aircraft at +500 ft. Again, both aircraft are within 3 NM, therefore the +500 ft. aircraft is a higher
threat priority. Note the range indication has also changed to
indicate that of the +500 ft. aircraft.
Multiple Target Indications 3.23
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Page 3.24
1
+600 ft.
3
+500 ft.
1.3
In this series of examples,
three aircraft are within
detectable range. This is indicated by the primary
range/altitude information along with 2 MTIs.
2
NM
NM
2.0
M
1.3 N
-300 ft.
1
2
3
3.0 NM
1
+600 ft.
2
+500 ft.
1.3
NM
3
M
3.3 N
M
1.3 N
-300 ft.
1
2
3
If one of the aircraft is outside
of the 3 NM veil, it will be
assigned a lower priority than
the other aircraft inside the
veil. Again, altitude information determines who of the two aircraft within the veil are a greater threat.
3.0 NM
1
+600 ft.
3
+500 ft.
1.3
NM
M
3.3 N
M
1.3 N
-300 ft.
1
4
2.0
NM
+500 ft.
3.0 NM
2
2
3
When a fourth aircraft enters
the scenario, priority is again
reconfigured if the aircraft is
within the 3 NM veil. The 3rdpriority aircraft on the previous scenario becomes the fourth,
since the new aircraft is a greater relative threat. Note: even
though TrafficScope will track all aircraft within the detectable
range, only 3 aircraft can be represented on the display.
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DME/Transponder Suppression
TrafficScope works cooperatively with your transponder to distinguish threats. Scanning for aircraft occurs between your own
transponder’s transmissions. In addition to the transponder, your DME can also broadcast harmonics on similar frequencies. If your
DME has not locked onto a station, it operates in a search mode, broadcasting a high rate of data over a broad spectrum of frequencies. This “flooding” of the transponder frequency will reduce the amount of signal reception, and the signal overlap can make traffic
detection difficult. The best course of action is to leave your DME off until it has locked onto a detectable station.
If you’re not using your DME, turn it off if at all possible.
To better ensure accuracy in reading your transponder signals, a solid-state temperature-compensated on-board pressure altimeter is
built into the design. This enables the highest level of reliability when determining threat altitude separation. Unlike the altimeter in
your aircraft which must be adjusted for barometric pressure, the on-board altimeter uses pressure altitude set at a constant, standard atmospheric pressure of 29.92 inches of mercury, the same standard used by your transponder system. With all aircraft set to
standard pressure altitude, relative altitude differences can be calculated using internal processor algorithms.
Reasons for the on-board altimeter:
1
As a backup if the transponder fails or does not reply frequently enough, or if there is no transponder to determine a baseline for relative altitude determination. TrafficScope does not require a transponder to operate to its full potential. Gliders and ultralights can use
TrafficScope with great success.
2
To differentiate between Mode A and Mode C signals
Both your transponder system and TrafficScope operate off of pressure altitude, not your indicated altitude. For example, on a nonstandard pressure day, your altimeter, if adjusted correctly, would not display the same altitude as what your transponder outputs or
what TrafficScope will display, but rather the correct indicated altitude.
DME and Onboard Altimeter 3.25
OPERATIONS
On-Board Altimeter
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Page 3.26
TrafficScope operates off of pressure altitude, as does your transponder, not indicated altitude.
LOC ALT Button
The LOC ALT
button on the faceplate will show your current
pressure altitude as long as the button is held down. This altitude will reflect what your transponder is sending back to ATC in
PRESSURE ALTITUDE, not MSL. When ATC receives your
transponder altitude their RADAR system automatically adjusts
the received altitude so that they then read your MSL altitude.
Therefore, in times of extremely high or low pressure, this altitude may differ from indicated altitude, however this is simply because
the transponder system is based on pressure altitude and not MSL.
When on the ground, pushing LOC ALT may display a different altitude than your actual altitude. TrafficScope is calibrated to 29.92 in. Hg., the same as a transponder encoder.
XPNDR CONFLICT Indicator
Under normal circumstances, the XPNDR CONFLICT indicator may light occasionally and in a
random manner. This will only occur when squawking other than 1200 and indicates that the
squawk code ATC has assigned to you corresponds with an erroneous altitude code (this does NOT
mean transponder is faulty). This will occur extremely infrequently (approx. 4% of the time).
This situation will not adversely affect operation due to the double checking done by the internal
altimeter.
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Page 3.27
Occasional illumination of the XPNDR CONFLICT LED is normal and will not effect the accuracy of the altitude information.
If your transponder or altitude encoder fails, or produces erroneous altitudes, XPNDR CONFLICT will illuminate. This LED indicates
that altitude is being read from our on board altimeter and not your transponder. Under normal circumstances this LED should not be
lit constantly unless you are operating with the Pressurized switch in the ON position.
If the XPNDR CONFLICT LED is lit continuously during normal flight in a non-pressurized aircraft, altitude information cannot be read
from your transponder and is determined only from the on board altimeter. One of the following problems will likely be the culprit:
You are out of a RADAR environment and your transponder is not being interrogated. This can be determined by watching the
SSR/TCAS indications. If this is the case, these indicators will not illuminate whatsoever. At this point, only the onboard pressure
sensor will be utilized. If TrafficScope is not receiving any interrogations to monitor, it cannot provide altitude information based on
your transponder output. This scenario may be resolved by changing altitude or position back into RADAR interrogations.
See also:
✈ Chapter 3: Operations (RADAR Detection and Indication: When Both Indicators Are Inactive)
2
The transponder has failed or is sending the wrong altitude code. This scenario will present the same symptoms as the previous, but
will not be resolved by a change in altitude or position.
3
Our onboard altimeter is out of alignment and will require adjustment
To resolve the problem:
1
Ask ATC for your current Barometric Pressure, and reset your Altimeter, if needed
2
Ask ATC if they are receiving your altitude, and ask them what they are reading. If this number differs more than 500 feet from your
indicated altitude on your altimeter, your transponder may need servicing. If, however, the altitude given to you by ATC matches your
indicated altitude, your unit may need adjustment to ensure the on-board altimeter is functioning properly.
Please note that this is the only time indicated altitude is referenced in relation to TrafficScope.
Onboard Altimeter 3.27
OPERATIONS
1
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Flashing Indicator
If the operating temperature falls outside of the operational window, the range and altitude information will be replaced with dashes,
and the XPNDR CONFLICT light will flash at a steady rate.
See:
✈ Chapter 3: Operations (Overtemp/Undertemp Indication)
Testing the On-board Altimeter Accuracy
1
Make sure your Pressure Sensor Bypass is switched OFF
2
Ensure the Pressure Port on the rear of the TrafficScope unit is free and clear
3
Dial 29.92 in your Kollsman window on your altimeter
4
Press the LOC ALT
5
Compare this altitude to that shown on your altimeter. They should be the same (there may be a ±200 ft. variance).
button to display your pressure altitude as detected by TrafficScope
Pressure Altitude Detection and Pressurization Issues
It is important to understand the relationship between the built-in pressure altimeter, the Pressurized switch, the XPNDR CONFLICT
light and external pressure hookup. This relationship enables you to use TrafficScope in nearly every aircraft environment. To help
understand this relationship, this table describes each scenario and corresponding indications. *Conditional flashing is caused by your
transponder squawking a code which happens to correspond to an altitude code. THIS IS NORMAL OPERATION and should not to be
confused with an Overtemp/Undertemp indication (steady flashing). See XPNDR CONFLICT section.
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Page 3.29
Environment
Switch
XPNDR CONFLICT
Non-Pressurized
OFF
Flashes Conditionally* Normal use
Meaning
External Pressure Hookup?
N/A
Non-Pressurized
OFF
Constantly lit
N/A
Non-Pressurized
ON
Flashes Conditionally* N/A: Do not turn Pressurized switch on in a non-pressurized environment N/A
Non-Pressurized
ON
Constantly lit
Pressurized
OFF
Flashes Conditionally* Normal use with external pressure hookup
Yes
Pressurized
OFF
Constantly lit
Yes
Pressurized
ON
Flashes Conditionally* Normal use without external pressure hookup
No
Pressurized
ON
Constantly lit
No
Trouble with RADAR coverage, transponder or sensor
N/A: Do not turn Pressurized switch on in a non-pressurized environment N/A
Trouble with RADAR coverage, transponder, sensor or static line
Trouble with RADAR coverage or transponder
PRESSURIZE SWITCH
If you are operating TrafficScope in a non-pressurized aircraft, use the factory
preset option of OFF for the Pressurized switch. This will ensure accurate altimeter readings.
To turn the Pressurized switch off:
1
Open the battery bay door
2
Locate the 2-position red DIP switch
3
Using a pen or other pointed object, slide switch 1 to the OFF position
✈ Set for either non-pressurized operation (or pressurized
operation with external pressure hookup), or pressurized
operation.
Pressurized Aircraft Operation
If you plan to use TrafficScope as a portable unit in a pressurized aircraft, the best method is to install a dedicated static port and turn
the Pressurized switch to the OFF position. This is the preferred method of use to avoid any reporting errors.
If TrafficScope is NOT connected to the static line using the pressure port, you must turn the Pressurized switch to ON. Otherwise,
Pressurization 3.29
OPERATIONS
Non-pressurized Aircraft Operation
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TrafficScope will consider your cabin pressure altitude to be the outside pressure altitude, resulting in erroneous altitude computations. This switch is found in the battery bay and controls the “adjusted altitude calculations” feature.
To turn the Pressure Sensor Bypass on:
1
Open the battery bay
2
Locate the 2-position red DIP switch. Using a pen or other pointed object, slide switch 1 to the ON position (away from the battery
posts)
The XPNDR CONFLICT LED will light continuously in this case. This is normal in this situation and simply indicates the altitude information is being gathered from the transponder, only. Under these circumstances, this indicator should be completely ignored.
When flying IFR in a pressurized aircraft, there is a 4% calculated chance that ATC will assign you a MODE A (“squawk”) code which
could be interpreted by TrafficScope as an altitude code and will conflict with the unit’s ability to read the altitude from your transponder. This would result in constant erroneous readings of all traffic parameters, including altitude display and local altitude indication.
To alleviate this 4% possibility:
1
Hook the TrafficScope pressure port into the aircraft static line and switch the Pressurized switch to the OFF position.
2
Request a different squawk code from ATC.
When TrafficScope is hooked into your static line using the static pressure port, always ensure that the Pressurized switch is OFF
when in pressurized flight. Indicator behavior will be the same as in non-pressurized flight.
See also:
✈ Chapter 4: Installation (Pressure Port)
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Page 3.31
Wake Turbulence Alert
If your TrafficScope VRX determines that you are in a high-risk
area for wake turbulence, you will hear an audio warning and
see a visual indication on the display. TrafficScope accomplishes
this by looking at all Mode S broadcasting aircraft within two (2)
miles. If one of these Mode S aircraft is within 1000 above you,
the wake turbulence alert will be activated.
Wake turbulence is a silent enemy of all aircraft, large or small. It results from airflow pressure differences released from aircraft’
wing tips. This motion of circulating air can reach great speeds and can easily flip an aircraft that flies into the trail of such dangerous
winds. Wake turbulence, when generated from an aircraft, tends to drift downward at about 500 feet per minute, and with the wind
current. The largest contributions to general aviation accidents, with respect to wake turbulence, are large aircraft, such as airliner,
configured in a no flap, slow airspeed configuration. TrafficScope can detect this scenario and establish which aircraft are likely to
produce a large wake. Through various algorithms, you can be alerted when you are in danger of nearing a wake turbulence situation, enabling you to make decisions that can remove you from this potentially deadly situation.
Within +1000 ft.
Within 2 NM
Mode S-equipped aircraft
Potential Wake Turbulence Zone
✈ Wake turbulence alert and detection area.
Wake Turbulence
3.31
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RADAR Detection and Indication
Ground RADAR Indication
When operating in areas of sparse population or possible lack of
RADAR coverage, TrafficScope will indicate whether or not
RADAR service is available to you. SSR, or Secondary
Surveillance RADAR is a beam which rotates with the main
RADAR beam to collect information from your aircraft such as
squawk code and altitude. Most SSR RADAR facilities are found
scattered around the world and are utilized by ATC, Military
bases, ships, FAA center control, and Airports such as Class B
and C. The Ground RADAR down arrow will indicate when your
aircraft is being interrogated by ground RADAR or Terminal
RADAR facilities. This is a valuable tool when flying IFR. When
the indicator is not illuminated, pilots MUST increase situational
awareness because you are not being monitored on their screen.
In this case, ATC will not know your altitude or ID unless you
report it.
TCAS Indication
When aircraft are equipped with TCAS-type equipment, or Traffic
Collision Avoidance System, TrafficScope will indicate to you
they are flying in your nearby airspace. TCAS displays the
bearing, altitude, and location relative to their aircraft. When
the TCAS up arrow is illuminated, your aircraft is sending information to update their display, and letting you know that they
can see you. The effective range of the TCAS interrogation indi-
✈ Ground ATC RADAR “ATCRBS”, provides the interrogation to transponders, which TrafficScope passively
listens and decodes.
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Page 3.33
cator is approximately 5-10 nm, although TCAS may be tracking
your aircraft beyond this point. All FAR part 121 airlines are
required to have a traffic avoidance unit on board, and some GA
aircraft may also have this type of equipment. Most military aircraft utilize a similar system as well.
TCAS equipped aircraft will indicate to the pilot which actions to
take in order to avoid a collision. When in close proximity to this
type of aircraft you should make visual contact, but avoid
making dramatic changes in altitude or heading unless needed
to avoid a collision. The more predictable your actions, the
✈ Any TCAS- or active collision avoidance system-equipped aircraft emits an
encoded transponder interrogation signal which TrafficScope decodes and indicates
better the TCAS-equipped aircraft can evaluate the situation and
instruct the pilot to respond appropriately.
OPERATIONS
See also:
✈ Appendix D: A Brief TCAS Primer
When Both Indicators Are Inactive
If both the TCAS and SSR indicators are not lit, this is an indication that transponders in your area may not be transmitting. In this
case, TrafficScope cannot display traffic information. Although rare, some very remote areas may not be in adequate reception range
for transponders to be triggered. The effective range is approximately 100-200 miles from the nearest Ground-based Secondary
RADAR (ASR-9, -11, etc.), or 35-60 miles from TCAS equipped aircraft. Even some of the most remote areas often have remarkable
reception, and with the increase of air travel, RADAR coverage is extended frequently.
Other Indicators 3.33
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Mode S
When the Mode S indicator is flashing, TrafficScope is receiving
Mode S information and will indicate the presence of Mode Sequipped aircraft; mainly, commercial jets. If the Mode S indicator lights and no range or altitude is given, the Mode S traffic is
outside of the 5-mile range detection.
Mode S is a new data transmission format that was developed to
address the inherent errors associated with Mode A/Mode C/
✈ Mode S indicator, not to be confused with Multiple Traffic Indicators
Secondary RADAR surveillance systems. Mode S specifically
interrogates transponders by name, resulting in one reply at a time. Mode S transponders develop a list of surrounding aircraft by
identifier and can interrogate specific aircraft, which simplifies the interrogation/response system dramatically. Another benefit is
that by directly communicating with another aircraft, specific data can be sent to or from that aircraft (i.e. as traffic information,
weather, delays, gate information, flight plan, etc.). This becomes a data link between aircraft-to-aircraft and aircraft-to-ground.
Though Mode S is rarely used in general aviation, it is the new standard for commercial aviation. Knowing this, we can gather information from Mode S to better assist in traffic threat assessment.
Low Battery Indications
When battery power drops below 4.6V, a “Low Battery” voice
alert is made once (unless the power is reset), and the low
battery indicator will illuminate.
Approximately 15-30 minutes after the first low battery indication, the unit will automatically shut off. Replace the batteries, or
plug the unit into your aircraft power using the power adapter.
See also:
✈ Appendix A: Specifications for battery life
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Backlight
TrafficScope utilizes a laser-etched fiber optic embedded mesh to provide a
uniform backlight to the buttons and LCD display. This cutting-edge technology
produces a minimal battery drain. This mesh is diffused to provide even, non-glare
illumination for use in a dark cockpit.
To turn the backlight ON or OFF after the initial startup, press the LIGHT
button.
During the startup sequence, the backlight illuminates for approximately ten (10)
seconds to assist you with the orientation of the backlight button. Once the startup
sequence is complete and the Traffic Detection window appears, the backlight will
turn off. During night operations, you will need to press the backlight button once
to turn on. You may do this only after the startup sequence is complete.
Test Function
To test TrafficScope firmware functionality, plug a headset into the audio OUT jack and press the TEST button. The screen will clear
and a test bar will appear. The test cycle sends a signal throughout the entire digital processing system. If all systems are operating
under normal specifications, an audio indication (“Test... Pass”) will be given. If a system is malfunctioning, an audio indication (“Test...
Fail”) will be given. Do not press the test button during an audio alert, ie. Traffic Advisory. If you do so, you will not receive an audible
test confirmation.
Pressing the TEST button presents results via audio only.
Other Functions 3.35
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Overtemp/Undertemp Indication
TrafficScope VRX is equipped with an overtemp/undertemp
sensor to ensure accurate results are displayed. If the operating
temperature falls outside of -15°C (+5°F) to +60°C(+120°F), range
and altitude information will be replaced with dashes, and the
XPNDR CONFLICT light will flash at a steady rate. If this occurs,
bring the operational temperature back into the acceptable
window. TrafficScope will then resume normal functioning.
✈ Overtemp indication
Data Port
Do not connect the data port to anything other than authorized SureCheck Aviation, Inc. accessories.
This port uses a proprietary signal format and is reserved for future use, to be used only with SureCheck adaptors and accessories.
For an updated listing of available accessories, visit www.surecheckaviation.com/avionics.
Special Circumstances
Formation Flying
TrafficScope works closely with your transponder by determining the difference between your transponder’s broadcast and that of
the aircraft around you. Aircraft in formation flight around you with operating transponders will confuse TrafficScope.
TrafficScope should not be used in formation flying with more than one operating transponder in the group
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Buddy Flying
Buddy flying can be accomplished when using TrafficScope by conforming to the following parameters:
1
Set ALTITUDE Menu to 500 feet (min)
2
Increase vertical separation to a minimum of 800 ft. This will position the buddy aircraft outside the vertical detection window
defined in step one and will also allow for transponder reporting variances.
3
RANGE can be set to any distance
With this setup, TrafficScope will only detect traffic which is within ±500 ft. of your altitude.
Most modern-day military aircraft are equipped with virtually the same type of response-generating equipment as civilian aircraft.
There is, however, a difference in code names and functions. Civilian aircraft use Mode A and Mode C, and on some aircraft Mode S,
to link various bits of information. Military aircraft use Mode 2 and Mode 3/a for basic civilian responses, but reserve other modes for
DOD purposes. For certain military operations, Mode 2 and/or 3/a may be turned off. In this case, TrafficScope may not detect the aircraft. In training exercises, aircraft may not want to transmit identifiers and altitude information. However, this is a rare situation.
High-Power Microwave Transmitters
Care should be taken to avoid high-level exposure when on the ground. To avoid damage to sensitive receiver components, turn unit
power OFF when in close proximity to airliner and military aircraft. These aircraft may have weather RADAR or ground proximity
RADAR that can transmit several hundred kilowatts of power and can damage TrafficScope with extended exposure.
Special Circumstances 3.37
OPERATIONS
Military Aircraft Interaction
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Cell Phone Usage
Use care when operating such devices and learn about possible problems which could occur before flying. Also note that if interference is observed from TrafficScope by the use of such devices on board, it is likely that it will also cause problems with the
Transponder and DME as well.
Some PCS and digital cell phones or two-way pagers may interfere with this feature’s operation.
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Page 4.1
ınstallatıon
IMPORTANT: the pilot in command is responsible for obtaining FAA approval on all installed avionics.
Mounting TrafficScope
TrafficScope can be installed in your avionics stack by using a SureCheck
avionics mounting kit. Other options may be available. Check with your
avionics installer for alternative mounting measures.
INSTALLATION
Avoid mounting TrafficScope close to any high external heat source.
Remember to allow adequate space inside the instrument panel for the
installation of cables and connectors.
See also:
✈ Installation Supplemental Guide (included with installation kit)
Mounting
4.1
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Using Mounting Hardpoints
If you plan to install your TrafficScope, you can utilize the four (4) hardmount points found on either side of the case. The mounting
points are threaded brass 8-32 inserts.
Do not insert anything into the mounting points
deeper than 1/4” from the outside surface. Doing so
will damage the unit and may harm internal components.
Thumb Screw Example (not included)
1/4” Max length
8-32 Threaded Brass Insert (x4)
SureCheck suggests the use of 1/4” 8-32 thumb screws if
mounting to a bracket or similar device. Also, an underpanel mounting kit is available from SureCheck which contains the proper mounting hardware and brackets.
4.2
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Antenna
Cable Type
An instrument panel installation will require an alternate antenna setup. The included antenna can still be used, but only if placed in
an acceptable area. If you are using your own cabling, please use the following guidelines for your specific cable type.
Cable Type
Maximum Cable Length
Cable Type
Maximum Cable Length
RG-400
7 feet (preferred by FAA per AC-4313)
RG-8
10 feet
RG-142
16 feet
RG-59
6 feet
Use the following equation to determine appropriate cable types and the maximum allowable length due to potential dB loss at 1 GHz:
L = (2/(Ls/100))(1-r) - ((N)(k))
L
r
N
Length in feet
Error and tolerance deviation (use 5% or .05)
Number of BNC connectors (typically 2)
Ls
k
Loss per 100 feet @ 1 GHz
Connector loss (BNC standard is 0.5 per connector)
INSTALLATION
Note the following three (3) essential cable parameters:
1
Impedance: 50-52 Ohms
75 Ohm cabling is unacceptable.
2
Permitted dB Loss: Loss of no more than 2 dB from port to antenna
3
Cable shielding: Greater than 90%.
Antenna Installation
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Page 4.4
Placement
1
Maintain a separation of 4-6” from any metal post.
2
If you are using the included TrafficScope antenna, the antenna must be positioned vertically. Any deviation from a straight-up or
straight-down orientation will produce erroneous results.
3
Avoid running other cables or wires near the antenna cable.
4
Avoid sharp bends in the cable to minimize the standing wave (VSWR).
See also:
✈ Chapter 3: Operations (Operations: Antenna Angle Deviation example)
✈ Chapter 2: Setup (Mounting with Extended Antenna)
Blade-type Antenna Installation
In addition to using the included antenna, a transponder-style blade antenna can also be used to
provided superior reception and increased accuracy.
While a dual blade antenna installation is optimal, a single blade can be used to increase sensitivity
and precision. The antenna must be mounted at the lowest point on the bottom of the aircraft. For
low-wing aircraft, try to mount the antenna forward or aft of the wing for minimum signal obstruction.
When using a dual antenna configuration (preferred) contact SureCheck or your SureCheck
Authorized Dealer for the necessary signal divider accessory.
You may contact SureCheck, or your SureCheck authorized dealer for a specially manufactured blade-type antenna. For best results,
use the SureCheck blade-type antenna (TSO C66B, C74C, DO-160C). Other blade-type or “fin” antennas (standard DME/Transponder
antennas) with a bandwidth of 960-1200 MHz, may be substituted, however have not been manufacturer tested.
When installing an external antenna, please take the following into considerations:
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1
Page 4.5
The antenna(s) should be well removed from any projections, as well as from the
engine(s) and propeller(s). It should also be clear of landing gear doors, access doors, or
any other opening that may break the ground plane of the antenna.
2
Single antenna should be mounted on a bottom aircraft surface and in a vertical position when the aircraft is in level flight.
3
Avoid running other cables or wires near the antenna cable(s).
4
Avoid mounting the antenna within three (3) feet of the transponder, DME, ADF or any
COMM antennas.
5
Where practical, plan the antenna location to keep the cable lengths as short as possible, and avoid sharp bends in the cable to minimize the standing wave (VSWR).
6
A backup plate should be used for added strength on thin-skinned aircraft.
7
The antenna(s) should be kept clean. If left dirty (oil covered), the detection range may be affected.
8
Antenna(s) should be sealed around the outside for moisture protection.
9
On pressurized aircraft, the antenna(s) should be sealed using RTV around the connector and mounting hardware.
INSTALLATION
10
Antenna must be placed with at least a 12” ground clearance.
Installation
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Spacing & Orientation
External TrafficScope antenna(s) must be kept a minimum of three (3) feet distance from any DME or transponder antenna. Failure to
do so will cause distorted reception and could cause irreversible damage to your unit. Please keep in mind that any alterations such as
these may require a one-time field approval from your local FSDO.
For dual antenna configurations, please note the following:
1
Horizontal Spacing: Antennas ideally must be mounted in alignment (one directly over the top the other), on the top and bottom of
the aircraft. If this is not possible, the horizontal separation of the antennas must be a wavelength, or multiples of the wavelength,
apart. The wavelength for the signal with which TrafficScope operates, 1090 MHz, is 27 cm (10.63”). This means horizontal separation
must be exactly 27 cm (10.63”), 54 cm (21.26”), and so on.
2
Vertical Spacing: The antennas must be GREATER THAN 27 cm apart, vertically.
3
The bottom antenna should be mounted at the lowest point on the bottom of the aircraft. For low-wing aircraft, try to mount the
antenna forward or aft of the wing for minimum signal obstruction.
Power
TrafficScope is designed to function with power outputs from 12 to 40 Volts of DC current with a negative ground.
Hardwiring the power supply will require a dedicated 1.0 amp minimum, in-line fuse, on the positive connection. TrafficScope will not
work properly on a bus fuse.
An internal line filter is available which suppresses any undue transient noise on the power supply.
4.6
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Page 4.7
Audio
TrafficScope audio, at full volume, is a 300/600 ohm, mono/stereo selectable system with 2.6 volts Peak-to-Peak output. Be sure to
read your ICS manufacturer specifications for maximum allowable power input. Please refer to the following audio schematic for complete hookup applications.
AUDIO CONNECTOR
IN
INTERNAL COMPONENTS
150 OHM
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150 OHM
Manual VRX 1.0 Full
GND
EXTERNAL COMPONENTS
AUDIO TRANSFORMER
AUDIO CONNECTOR
AUDIO SIGNAL
OUT
600 OHM SETTING
150 OHM
INSTALLATION
GND
GND
MONO SETTING
MONO/STEREO
SWITCH
300 OHM SETTING
STEREO SETTING
IMPEDANCE
SWITCH
Pressure Port Installation
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Pressure Port
To fully utilize TrafficScope’s on-board altimeter in a pressurized aircraft:
1
Use the pressure port fitting on the rear of TrafficScope to plug into the aircraft static pressure line. This port accepts standard 1/4”
O.D. tubing.
2
Set the Pressurized switch to the OFF position.
The on-board altimeter can only be serviced by an Authorized SureCheck repair facility. Unauthorized repair attempts
can easily damage the pressure sensor and will void the warranty.
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Page 5.1
troubleshootıng
Power
Unit displays a low battery indication while powered by an external power source, such as the aircraft.
First, make sure NO batteries are in the unit. Reset power and try again. If low battery condition continues, unit needs to be
serviced.
Should the TrafficScope unit be turned off when starting up the aircraft?
When using aircraft power it is always a good idea to keep any avionics off during startup. Since the aircraft has only two
sources of power, the battery and the alternator, engine starting causes the battery to contribute considerable amperage to
the starter which reduces it’s output voltage below that of acceptable levels for most avionics. While older, tube-style
avionics are not as affected, newer processor-based avionics, such as TrafficScope, may not deal well with this situation,
even though most avionics devices turned on during this time period should simply reset itself. A potential power surge
does pose some risk, however this is not very likely since the output voltage on most alternators are protected from such.
If using Battery Power: Once batteries are drained below a level which can sustain proper functioning, the unit will shut
itself off upon startup to prevent erroneous operation. Change batteries.
Power Troubleshooting
5.1
TROUBLESHOOT
Unit powers on, the backlight illuminates, then unit immediately shuts off.
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If using A/C power: Check all connections for proper installation. Unit will shut off automatically if a short in the system is
detected. Unplug all audio connectors and turn on unit. If problem persists, try using batteries. If unit never starts up, unit
needs to be repaired.
Upon powering up, unit displays a garbled or semi-garbled screen, resets, then operates normally.
This is normal and simply means unit was reset (powered off then back on) too quickly. The unit will sense the improper
startup and reset itself.
Occasionally, when the power button is pushed, the unit turns off as soon as the button is released.
This system is turned on through a momentary press of the power button for less than one second. If the power button is
held down for too long, the system will shut off when pressure is released. Press the power button for no more than one
second, then release.
When new batteries are first installed, the screen appears darker and/or slightly blurry.
Some batteries initially produce a higher voltage than usually rated or anticipated. Brand new batteries require a “settle in”
time of around one minute. This is normal for some batteries.
Audio
No audio can be heard through headset.
Ensure that all audio cables are securely plugged in on both the unit and into your aircraft. Ensure the in and out jacks are
properly installed and not reversed. Check that mono or stereo is selected for the appropriate system being used. This
switch is located on the bottom of the TrafficScope unit, inside the battery bay.
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If wired to intercom or ICS auxiliary: Consult with manufacturer’s notes for the ICS system being used. It is important to
note that mono setting sets the connector tip as signal with all else as ground. For stereo, connector tip and ring are signal
and shaft is ground.
Audio can be heard through headset, but the volume is extremely low.
Using included cable assembly: Check connections. Check that mono or stereo is selected for the appropriate system
being used. Try unplugging the 1/4” male audio plug from the aircraft and pressing test to hear audio (leaving your headset
connected to cable assembly). If this fixes the problem, try switching from mono to stereo or changing the impedance
switch.
Wired to intercom or ICS auxiliary: Check connections. Check that mono or stereo is selected for the appropriate
system being used. Consult with manufacturer’s notes for the ICS system regarding input requirements. Try turning down
the intercom volume and turning the TrafficScope volume up.
Audio sounds distorted.
Using included cable assembly: Check connections. Check that mono or stereo is selected for the appropriate system
being used. Try unplugging the 1/4” male audio plug from the aircraft and pressing test to hear audio (leaving your headset
connected to cable assembly). If this fixes the problem, try switching from mono to stereo or changing the impedance
switch.
the aircraft volume and turning the TrafficScope volume up. Try unplugging the 1/4” male audio plug from the aircraft and
pressing test to hear audio. If this fixes the problem, try switching from mono to stereo or changing the impedance switch.
Audio Troubleshooting
5.3
TROUBLESHOOT
Wired to intercom or ICS auxiliary: Check connections. Check that mono or stereo is selected for the appropriate
system being used. Consult with manufacturer’s notes for the ICS system regarding input requirements. Try turning down
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Operations
Unit never picks up traffic.
The antenna supplied with TrafficScope is specifically tuned to be used with the unit. However, if the antenna is mistuned in
mass production or becomes worn or bent, it will not match well with the tuned input expected. The easiest way to solve
this is to use a 50 ohm coax antenna extender to isolate the antenna and the receiver. This 50 Ohm isolation will allow the
system to match better to the unit. If this situation occurs with any isolation between TrafficScope and the antenna, unit
may need to be serviced.
On the ground, during taxiing, or in the runup, the unit starts showing traffic at erroneous altitudes.
If you pass in close proximity to another aircraft either on the ground or when they are landing or taking off, TrafficScope
may momentarily receive their transponder altitude and think it is YOUR altitude. If this occurs, the unit may display
traffic below ground altitude or other traffic landing as too low or too high. This situation is self resolved as soon as your
transponder transmits again, however it may be confusing until this occurs. To determine if another aircraft has set your
altitude with their transponder, you would notice that the XPNDR CONFLICT light is off and the altitude listed when you
press LOC ALT is obviously higher than your ground level pressure altitude. Reset your TrafficScope by turning it off,
waiting at least two (2) seconds, then turning the unit on. To help with this situation always use TrafficScope in auto mode
while on the ground.
TrafficScope does not remember my previous settings when I step through the menu screens.
Each time you move through the menu options, you must select which parameters you wish to keep. This ensures you
firmly control each aspect of what will be shown each time you queue the mode option.
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When tracking an aircraft flying overhead, ATC said traffic was less than a mile, but TrafficScope showed the traffic was 2.0 NM. Why the difference in range? (VRX ONLY)
TrafficScope gives range based on true distance in three-dimensional space, where ATC looks at a two-dimensional screen.
Traffic may be 10,000 feet above you and 1.0 NM away horizontally, but TrafficScope will show 2.0 NM or greater when
taking into consideration the altitude.
When tracking an approaching target, the range appears to decrease rapidly as if it is “catching up”.
Sometimes transponder antennas may be covered or coated with oil, dirt and other materials in the front of their antenna
which can change the properties of their transmission. We encourage all pilots to make sure their transponder antennas
get cleaned as often as possible to reduce this affect of antenna forward attenuation. This attenuation will cause a distortion in the ability to accurately detect traffic. TrafficScope will be forced to accommodate for this attenuation by updating
the range information when it can get a clear signal.
Displays constant traffic ALERT; VRX constantly displays < 0.4 NM and “Same Altitude”, or VR constantly displays < 0.4 NM.
Instead of ignoring your transponder, the unit is picking up your transponder as a threat. Try the following:
1
Using an antenna extender (optional accessory), relocate the antenna to a window closest to the location of the aircraft
transponder antenna. For example, if transponder antenna is in rear, move TrafficScope antenna to a rear window.
If you have access to panel wiring using an antenna extender, route the coax cable of the extender around the
transponder coax cable 2-3 times to help couple the signal.
3
Consider using an external antenna located three or more feet from your transponder antenna
4
Contact a local avionics shop to test your transponder for “peak power output” (should be between 150-350 watts).
Anything less is not acceptable under TSO tolerance and will not work with our system.
Operational Troubleshooting
5.5
TROUBLESHOOT
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Displays constant traffic DETECTION; unit constantly displays > 0.9 NM.
The only source for traffic detection is from other valid aircraft (unless the unit is detecting your own transponder, see
above). In order for traffic to be displayed, TrafficScope must decode a valid Mode C (altitude) signal code. Interference
from your aircraft or avionics cannot create this code, and the pilot should trust this indication. It is not uncommon to see
a consistent display of traffic at 5.0 NM as this is a large portion of airspace.
Common responses to constant traffic detection:
“I called ATC they said no traffic exists.” This is an unreliable way of checking for traffic. ATC doesn’t typically indicate
traffic which is not a factor. This means there may still be traffic around you which TrafficScope will detect. In addition, ATC
may not necessarily be looking at a screen which shows all non-factor traffic.
“I don’t see any traffic and it says X.X NM” Traffic is typically not visible beyond 1.5 to 2.0 NM. Just because traffic can’t be
seen does NOT mean there is no traffic. First-time users may be surprised just how much traffic nearby that was previously
undetected. Again, TrafficScope cannot display traffic unless a valid Mode C transponder code is detected.
“There can’t possibly be someone at 5.0 NM for 10 minutes.” Actually, this is very common. 5.0 NM also indicates traffic is
GREATER than 5.0 NM (between 5.0 and 7.0 NM). Does the unit show multiple aircraft? If so, several aircraft are within the
5-7 mile range. Remember, the only way for TrafficScope do display traffic is to receive a valid Mode C code from another
transponder.
These responses are typical for many pilots because they simply cannot SEE the traffic they assume it is not real. Pilots
must learn to trust the instrument, similar to trusting flight instruments during instrument flying.
The altitude displayed when I press LOC ALT is different from my altimeter (VRX ONLY).
TrafficScope displays pressure altitude, not indicated altitude. It is using the same format as your transponder. Indicated
altitude will only match when your barometric pressure is 29.92”.
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While flying, the altitude displayed when I press LOC ALT is significantly different from the current pressure altitude (VRX ONLY)
Check to ensure the pressure altitude was incorrectly computed. Check if the pressure has not changed since the calculation. If problem persists, the XPNDR CONFLICT indicator should be constantly illuminated. If so, the unit needs to be serviced and recalibrated.
Sometimes range information skips, for example, from 5.0 NM to 3.0 NM.
The transponder system on the target aircraft is not always transmitting; therefore this indicates the aircraft moved
through 4.0 NM without transmitting for TrafficScope to range it. Also, as an aircraft changes positions, the lobes the
antenna transmission change, leading to signal alterations. This is normal.
When viewing an aircraft on takeoff, the unit did not detect the aircraft until it was airborne or at a certain altitude.
The aircraft was probably below RADAR coverage. Typically, once an aircraft has obtained an altitude of 300-500 feet
AGL, it will be in coverage and start transmitting. Also, many pilots initially forget to switch their transponders to altitude.
TrafficScope, as with any other collision avoidance system, will not be able to detect an aircraft unless the target transponder is in altitude mode.
An aircraft taking off or landing the unit shows -100 or -200 feet, which is not possible! (VRX ONLY)
are FAA specified, and this situation applies for even the most complex TCAS systems.
The unit is alerting me and the aircraft is still 1.5 miles away.
Change modes to decrease threat levels and narrow the scope of what your unit will consider a threat. See Chapter 3:
Operational Troubleshooting
5.7
TROUBLESHOOT
This is caused by the additive effect of the tolerances involved with the systems. A transponder system has a tolerance of
±100 feet. With two transponders involved (yours and theirs), as much as a ±200 foot variance may occur. These tolerances
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Page 5.8
TrafficScope Operations for instructions on how to change the range and/or altitude modes.
The unit displays range but no altitude (VRX ONLY).
If traffic is greater than ±1400 feet of your altitude, only range will be indicated. Once either aircraft closes the vertical separation will altitude be displayed.
The unit did not display any traffic or alerts when an aircraft flew by me.
Trafficscope does not detect ALL aircraft. For example, if the target aircraft is out of RADAR range, does not have transponder on, the antenna signal is shadowed, etc. Also, check that the mode you where operating in did not limit the detection
window below the target aircraft’s position. For example (VRX only), if an aircraft passed 600 feet below, and the altitude
window was set at 500 feet, no traffic would be displayed.
The XPNDR CONFLICT light is erratically flashing on and off (VRX ONLY).
This is normal. Most likely, your transponder is squawking a Mode A code that corresponds to an altitude code. TrafficScope
will detect this and resort to using the built-in altimeter as a base comparator, causing the XPNDR CONFLICT light to illuminate briefly. You should not see this when squawking 1200.
The XPNDR CONFLICT light is steadily flashing on and off (VRX ONLY).
TrafficScope VRX is equipped with an overtemp/undertemp sensor to ensure accurate results are displayed. If the operating temperature falls outside of the operational window of -15°C (+5°F) to +60°C(+120°F), the range and altitude information will be replaced with dashes, and the XPNDR CONFLICT light will flash at a steady rate. If this occurs, bring the operational temperature back into the acceptable window. TrafficScope will then resume normal functioning.
5.8
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When the TEST button is pressed, the unit always responds with “Test fail”.
Unit needs to be serviced.
The range of some commercial airliners is displayed as closer than actual distance.
Airlines typically use a higher power transmitter which can affect ranging. While this difference is slight, it can be noticed at
greater ranges where the power-to-distance envelope widens. For example, traffic at a true distance of 3 to 5 nm may be
displayed as 2 to 4 nm. The closer the traffic is, the more this situation is cleared up. For example, traffic at 1 nm may be
displayed as 0.8. This difference should be completely unnoticeable.
Installation
Can I use a old DME antenna or an old transponder antenna for TrafficScope?
Some antennas are acceptable for use with TrafficScope. See Chapter 4: Installation for a list of approved antennas.
Can I use 75 Ohm Coax?
No. TrafficScope is a 50 ohm system. See Chapter 4: Installation for more information on proper antenna cable types.
TROUBLESHOOT
Installation Troubleshooting
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Can I use 52 Ohm Coax?
Yes, as long as it is not RG-58.
Can the audio be run directly to the aircraft cabin speakers?
TrafficScope was designed for a maximum audio output of 2 watts. This may not be adequate to power your speakers, but
no harm will occur in trying. Be sure to set up the unit with the correct settings (mono or stereo, etc.).
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Page 6.1
APPENDIX A
specıfıcatıons
Environmental
Altitude
Min. 0 ft.
Max. 25,000 ft (FL250)
Temperature
Min. -15°C (+5°F)
Max. +60°C (+140°F)
Pressure
Min. 0 kPA (0 PSI)
Max. 100 kPA (14.5 PSI)
Humidity
Tested to 100% humidity
Mechanical
Dimensions
5.36” (136.2 mm)
Without connections/accessories
Height
2.00” (50.8 mm)
Width
3.65” (92.7 mm)
11.45 oz. (324.6 g)
Without batteries
15.45 oz. (438.0 g)
With batteries
Specifications
APPENDIX A | SPECIFICATIONS
Weight
Length
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Page 6.2
Receiver
Selectivity
Receiver A
1090 MHz ±3 MHz
Receiver B
900 MHz - 1200 MHz
Signal Modes
X, Y, A, C, S, 2, 3/a
Scan Rate
8.5 kHz
Data Rate
1000 kbps
MTL Sensitivity
-60 dBm
Max Peak Power
+21 dBm
Range Resolution
0-2.0 NM
±0.1 NM
2.0-5.0 NM
±.1.0 NM
Maximum Detection Range 100% Error Rate
10% Error Rate
7.0 NM
6.0 NM
Altimeter Accuracy
±200 ft.
Receiver Dynamic Range
40 db
Electrical
Power
Consumption
12-40 VDC
@ 12V
4.8 watts max.
@ 28V
12.6 watts max.
Current
6.2
175 – 400 mA
Negative ground
350 mA nominal
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Battery Life
Battery Type
Tested Brand
Capacity (mAh)
Average Tested Duration*
Lithium
Energizer e2™ Lithium
2900
7 hrs., 32 min.
Alkaline
Energizer™
2850
6 hrs., 06 min.
Alkaline Manganese Dioxide
Duracell®
2850
5 hrs., 55 min.
Alkaline Manganese (Supplied)
Varta
2850
5 hrs, 46 min.
Alkaline
Rayovac® Maximum Plus®
2216
5 hrs., 35 min.
Carbon/Chloride (Heavy Duty)
Not Recommended
925
N/A
* Average duration over 9 tests. Engineering tests were conducted in a controlled environment (70% humidity, 250 ft. MSL, 22-24°C)
and subjected to an average amount of traffic detection. Tests were conducted from 12/2002 through 2/2003. Testing conditions will
vary greatly and will change the outcome of your own tests. Conditions include daytime or nighttime flying, humidity, and temperature range, among many other factors.
Use of backlight will reduce duration as much as 11%.
Audio
Impedance
300 ohms x 2 channels or 600 ohms x 1 channel selectable
Power
2.0 watts max. @ 2.6 volts peak-to-peak
Compatibility
Stereo and Mono selectable
Specifications
6.3
Energizer and e2 are trademarks of Eveready Battery Company, Inc. Duracell is a registered trademark of The Gillette Company. Rayovac is a registered trademark of Rayovac Corp. SureCheck Aviation, Inc. does not
endorse any particular brand of batteries and is furnishing these test results on an informational basis only.
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Page 6.4
Antenna
Dimensions
Height
2.95” (74.7 mm)
Width
0.57” (14.5 mm)
Depth
Weight
1.12” (28.4 mm)
1.21 oz. (34.3 g)
Impedance
50 ohms
Polarization
Vertical Omnidirectional
Display
Type
FSTN Liquid Crystal Display, Black/White, Wide Temp
Viewing Angle
12:00
Backlight
Diffused fiber optic, blue LED
Storage
Temperature
6.4
Min: -40
Max: +85 C
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Page 6.5
APPENDIX B
surecheck customer servıce
Before contacting your place of purchase for a repair or refund, call us directly. In most cases, any concerns can be satisfactorily remedied by one of our technicians or support staff.
KnowledgeBase Support
An extensive database of articles has been established on the internet to assist with a variety of questions and concerns, from installation and operation to detection concerns and expectations. Before contacting us personally, we urge to you search the database for
answers to your questions at:
APPENDIX B | CUSTOMERCARE
www.surecheckaviation.com/avionics
Personal Support
Call our Avionics Division, Monday through Friday, 8 am to 5 pm Pacific, at:
Toll-Free . . . . . . . . . . . .(888) 340-8055
International . . . . . . . .+1 (760) 891-0500
or fax . . . . . . . . . . . . . .(760) 891-0600
or email . . . . . . . . . . . .avionics@surecheck.net
or visit . . . . . . . . . . . . .www.surecheckaviation.com
CustomerCare
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To Return Your Unit For Repair
If you purchased TrafficScope from a SureCheck dealer, do not contact the dealer for repair. All repairs must be completed through SureCheck directly.
To return your TrafficScope for repair, call us to receive a Returned Merchandise Authorization (RMA) number, return questionnaire
and shipping instructions.
No repairs or refund will be made without an RMA number.
To Return Your Unit For A Refund
Units must be returned through the place of purchase.
Warranty Information
Please refer to the warranty card that came with your TrafficScope unit for warranty information, including specific coverages.
Opening your avionics unit voids the Service Warranty. There are no user-serviceable parts inside your TrafficScope
unit. Opening the unit will change the individually-tuned internal circuitry and WILL VOID YOUR
WARRANTY COVERAGE.
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Page 6.7
APPENDIX C
parts and accessorıes
Included Parts
Should you need to replace any included accessories, or order duplicates, photocopy this order form and send to the fax number
listed in Appendix B: CustomerCare, or call us to order.
Part Number
Price Ea.
Order Quantity
Total
Antenna
1008-1001
$29.95
$
Power Adaptor
1012-1001
$9.95
$
Audio Cable
1007-1001
$19.95
$
Rubber Feet
1000-1002
$3.95
$
Velcro® Tabs
1020-1001
$3.95
$
Carrying Case w/Foam Insert
1011-1002
$24.95
$
Carrying Case w/o Foam Insert
1011-1001
$19.95
$
Parts & Accessories
APPENDIX C | PARTS & ACCESSORIES
Description
6.7
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Optional Accessories
Description
Part Number
Price Ea.
Antenna Extender
1008-2001
$29.95
Order Quantity
$
Antenna Splitter
9999-2003
$149.95
$
U174 (Helicopter) Adapter
9999-2001
$69.95
$
Serial Adaptor (RS-232)
9999-2006
$129.95
$
Bose Headset Adapter
9999-3001
$Call
$
Blade Antenna (TSO)
1018-1001
$Call
$
City
State
ZIP/Postal Code
Phone Number
Email
Customer Information
Name
Address
Credit Card
Expiration Date
Signature
Please allow 2-3 weeks for delivery. All prices are subject to change without notice.
6.8
Total
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APPENDIX D
a brıef TCAS prımer
The Civil Aeronautics Administration Technical Development Center reported in 1956 that “results of tests that had been conducted
over the last four years indicate that only general use of proximity warning devices would substantially reduce the steadily increasing
threat of mid-air collisions”.1 The general interest in such devices was initially spawned by the ever-increasing growth in air traffic.
However, on June 30, 1956, an accident that occurred as a result of a collision between two airliner over the Grand Canyon resulted in
more in-depth research. Additionally, a light aircraft collided with an airliner over San Diego in 1978. By this time, US pilots began to
warm up to the idea of a collision avoidance system. Finally, on August 31, 1986, a midair collision involving and Aeromexico DC-9 and
a private airplane in U.S. airspace over Cerritos, California near Los Angeles International Airport prompted congressional legislation
mandating Traffic Alert/Collision Avoidance System (TCAS) in commercial aircraft.2 Throughout this period, many versions of midair
collision avoidance devices were proposed.
The FAA launched the TCAS program in 1981. Modern TCAS systems are complex and concen-
trate on the use of hardware already installed on most aircraft, namely the transponder of the
Air Traffic Control Radar Beacon System (ATCRBS). The system uses many methods to track
traffic. The way in which general aviation aircraft are detected by TCAS is often through interrogation, similar to the ATCRBS interrogation. However, a few problems occurred in the development of TCAS, such as multiple aircraft interrogations by multiple transponders, and the
directional limitations of the antenna used with the system. Separating out signal clutter was
also a challenge that had to be overcome. Additionally, software upgrades had to be developed to lessen the number of false alarms. Another hurdle has been the problem of getting
pilots and controllers accustomed to the system. The highlights of TCAS are the ability to
locate transponder equipped aircraft, range them, differentiate the host aircraft from intruding
aircraft, and display this into useful information to give a pilot independent traffic resolution
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beyond ATC. While beyond the scope of this primer, it is important to understand that even today’s most complex systems have
“bugs” which will need to be resolved through advancing technology. Fortunately, most pilots report they feel safer flying with a
TCAS system than without. Price is the largest obstacle for purchasing one of these systems. A typical installation can reach
$100,000.00, exceeding the value of a large portion of general aviation aircraft. For most pilots, this is not an option. Even with
lower-cost units priced around $7,000 and $22,000, for the average pilot, who makes up the majority of today’s flying aircraft, this is
not a realistic option.
So, why is TCAS equipment so expensive? Complexity. Ninety percent (90%) of the software involved with collision avoidance equipment deals with filtering out potential false alerts. The beacon RADAR system, ATCRBS, was not setup to be used as a collision avoidance tool, so it is up to the avionics themselves to deal with the shortcomings of the system. Also, the engineering skills and experience required to design and maintain upgrades are indeed rare.
With improvements in semiconductors, microprocessors and RF/microwave components, a new era of collision avoidance has entered
the market. TPAS, designed by SureCheck Aviation, Inc. became the first truly portable, basic collision avoidance system to utilize altitude information. TPAS stands for Traffic Proximity Alert System. So, what is the difference between TCAS and TrafficScope TPAS VR
and VRX? Why such a cost difference? As mentioned before, TCAS is an active system, which interrogates other nearby transponders and process information accordingly. The TrafficScope system eavesdrops on these replies generated by both TCAS and ground
RADAR facilities. By eliminating the need to transmit interrogations, TrafficScope can avoid tremendous costs associated with such.
However, this lack of interrogation creates other challenges. In a non-RADAR environment, where neither TCAS systems are operating, nor Ground RADAR facilities are in range, replies cannot be heard. Vast improvements in RADAR installations, however, make
TrafficScope a completely reliable and viable device. Today, beacon RADAR system coverage is vast and includes even the most
remote areas. Also, new ATCRBS systems continue to “fill in the holes” in the map, further completing the ground RADAR coverage.
As mentioned before, TrafficScope also accepts replies generated by TCAS equipped aircraft, so valleys and shadows can be illuminated by even one aircraft such as an airliner operating at 30,000 feet overhead. TrafficScope listens for the different kinds of interrogations, ground or TCAS, and displays the type of environment the pilot is in. This is one of the most important features, since the accuracy depends on a live RADAR environment. A pilot cannot always determine RADAR coverage by watching the reply light on the
transponder. In some cases where TCAS is active, the reply light may not even illuminate because the detection interval is so short.
Again, the ground RADAR and TCAS indicators are a key feature of TrafficScope. These features indicate whether or not traffic can be
detected.
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TrafficScope displays traffic in estimated nautical miles, based on internal computations and variance factors, and displays the threat
altitude based on the relative difference of the host aircraft. Aircraft are sorted by priority and displayed accordingly. When an aircraft lands or is no longer a threat, TrafficScope switches to display the next closest threat. TrafficScope is designed to recognize
potential conflicts and alert the pilot when an intruding aircraft meets criteria suitable for a given environment. User selectable
modes of operation can cover the many phases of flight, from where air traffic is at its greatest speed and separation distances to
areas where aircraft are dense and close in altitude, such as the traffic pattern. Throughout the many modes of operations, the pilot
can customize what he or she feels is the appropriate view for various aspects of the flight.
The concept behind TrafficScope is to raise traffic pilot awareness by acting as a second pair of eyes whose sole purpose is to scan for
traffic. With experience and regular use, pilots can get an excellent “view” of traffic range, relative altitude and can even discern
general traffic direction based on closure rates. For example, an aircraft coming towards you will result in a fast closure rate, whereas
traffic from the rear will tend to hold near a mileage and/or altitude point until it slips out of range. TrafficScope closely monitors
traffic and attempts to smartly warn the pilot of only the most threatening traffic through audio and visual alerts.
References:
1
Ashley, Steven, “TCAS: Can it Stop Midair Collisions?”, Popular Science, August 1988, pp. 36-40, 80.
2
Doty, L. L., “CAA Details Results of Collision Tests”, Aviation Week, November 5, 1956, p. 38.
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APPENDIX E
FAA ınterventıon
337 Form
TrafficScope is a Class 1 EFB device and does not require FAA, AIR or AEG evaluation or certification for normal use. However, if you
plan to install TrafficScope, you will need the installation to be approved by your local FAA Flight Standards Field Office (FSDO) field
office. The 337 Field Approval Application must be completed for your particular aircraft and approved by the FAA, to be in full compliance. For your convenience, we have a 337 form with all available data to assist you in your application. If this form was not supplied with your unit, please contact SureCheck Aviation, Inc.
FSDO Listings
An up-to-date listing of the FAA Field Service District Offices near you can be obtained on the internet by visiting
http://www2.faa.gov/avr/afs/fsdo/.
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FAA Advisory Circulars
AC 90-48C “The Pilots Role In Collision Avoidance”
The FAA Advisory Circular 90-48C, “Pilot’s Role in Collision Avoidance”, has been included in part for the purpose of providing backup
warnings and instruction to the material provided in this manual by SureCheck Aviation, Inc.
TPAS and TrafficScope were developed specifically developed to assist with the “See and Avoid” concept.
It is also important for all pilots to realize the importance the FAA has placed specifically on the seriousness of collision avoidance
and, in particular, the role of the pilot in collision avoidance.
1. PURPOSE. This advisory circular is issued for the purpose of alerting all pilots to the potential hazards of midair collision and near midair collision, and to emphasize those basic problem areas related to the human causal factors where improvements in pilot education, operating practices, procedures, and improved scanning techniques are needed to reduce midair conflicts.
4. ACTION. The following areas warrant special attention and continuing action on the part of all pilots to avoid the possibility of becoming
involved in a midair conflict.
a. “See and Avoid” Concept.
(1) The flight rules prescribed in Part 91 of the Federal Aviation Regulations (FAR) set forth the concept of “See and Avoid.” This concept
requires that vigilance shall be maintained at all times, by each person operating an aircraft, regardless of whether the operation is
conducted under Instrument Flight Rules (IFR) or Visual Flight Rules (VFR).
(2) Pilots should also keep in mind their responsibility for continuously maintaining a vigilant lookout regard-less of the type of aircraft
being flown. Remember that most MAC accidents and reported NMAC incidents occurred during good VFR weather conditions and
during the hours of daylight.
b. Visual Scanning.
(1) Pilots should remain constantly alert to all traffic movement within their field of vision, as well as periodically scanning the entire visual
field outside of their aircraft to ensure detection of conflicting traffic. Remember that the performance capabilities of many aircraft, in
both speed and rates of climb/descent, result in high closure rates limiting the time available for detection, decision, and evasive action.
(2) The probability of spotting a potential collision threat increases with the time spent looking outside, but certain techniques may be
used to increase the effectiveness of the scan time. The human eyes tend to focus somewhere, even in a featureless sky. In order to be
most effective, the pilot should shift glances and refocus at intervals. Most pilots do this in the process of scanning the instrument
panel, but it is also important to focus outside to set up the visual system for effective target acquisition.
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(3) Pilots should also realize that their eyes may require several seconds to refocus when switching views between items in the cockpit
and distant objects. Proper scanning requires the constant sharing of attention with other piloting tasks, thus it is easily degraded by
such psychophysiological conditions such as fatigue, boredom, illness, anxiety, or preoccupation.
(4) Effective scanning is accomplished with a series of short, regularly-spaced eye movements that bring successive areas of the sky into
the central visual field. Each movement should not exceed 10 degrees, and each area should be observed for at least 1 second to enable
detection. Although horizontal back-and-forth eye movements seem preferred by most pilots, each pilot should develop a scanning
pattern that is most comfortable and then adhere to it to assure optimum scanning.
(5) Peripheral vision can be most useful in spotting collision threats from other aircraft. Each time a scan is stopped and the eyes are refocused, the peripheral vision takes on more importance because it is through this element that movement is detected. Apparent movement is almost always the first perception of a collision threat, and probably the most important, because it is the discovery of a threat
that triggers the events leading to proper evasive action. It is essential to remember, however, that if another aircraft appears to have
no relative motion, it is likely to be on a collision course with you. If the other aircraft shows no lateral or vertical motion, but is increasing in size, take immediate evasive action.
(6) Visual search at night depends almost entirely on peripheral vision. In order to perceive a very dim lighted object in a certain direction,
the pilot should not look directly at the object, but scan the area adjacent to it. Short stops, of a few seconds, in each scan will help to
detect the light and its movement.
(7) Lack of brightness and color contrast in daytime and conflicting ground lights at night increase the difficulty of detecting other aircraft.
(8) Pilots are reminded of the requirement to move one's head in order to search around the physical obstructions, such as door and
window posts. The doorpost can cover a considerable amount of sky, but a small head movement may uncover an area which might be
concealing a threat.
c. Clearing Procedures.
(1) Pilots should:
(i) Prior to taxiing onto a runway or landing area for takeoff, scan the approach areas for possible landing traffic by maneuvering
the aircraft to provide a clear view of such areas. It is important that this be accomplished even though a taxi or takeoff clearance has been received.
(ii) During climbs and descents in flight conditions which permit visual detection of other traffic, execute gentle banks left and right
at a frequency which permits continuous visual scanning of the airspace about them.
(iii) Execute appropriate clearing procedures before all turns, abnormal maneuvers, or acrobatics.
d. Airspace, Flight Rules, and Operational Environment.
(1) Pilots should be aware of the type of airspace in which they intend to operate in order to comply with the flight rules applicable to that
airspace. Aeronautical information concerning the National Airspace System is disseminated by three methods: aeronautical charts
(primary); the Airman's Information Manual (AIM); and the Notices to Airmen (NOTAM) system. The general operating and flight rules
governing the operation of aircraft within the United States are contained in Part 91 of the FAR.
(2) Pilots should:
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(i) Use currently effective aeronautical charts for the route or area in which they intend to operate.
(ii) Note and understand the aeronautical legend and chart symbols related to airspace information depicted on aeronautical charts.
(iii) Develop a working knowledge of the various airspace segments, including the vertical and horizontal boundaries.
(iv) Develop a working knowledge of the specific flight rules (FAR 91) governing operation of aircraft within the various airspace segments.
(v) Use the AIM. The Basic Flight Information and ATC procedures describe the airspace segments and the basic pilot responsibilities
for operating in such airspace.
(vi) Contact the nearest FAA Flight Service Station for any pertinent NOTAMS pertaining to their area of operation.
(3) Pilots should also be familiar with, and exercise caution, in those operational environments where they may expect to find a high
volume of traffic or special types of aircraft operation. These areas include Terminal Radar Service Areas (TRSA's), airport traffic patterns, particularly at airports without a control tower; airport traffic areas (below 3,000 feet above the surface within five statute miles
of an airport with an operating control tower); terminal control areas; control zones, including any extensions; Federal airways; vicinity
of VOR's; restricted areas; warning areas; alert areas; Military Operating Areas (MOA); intensive student jet training areas; military lowlevel high-speed training routes; instrument approach areas; and areas of high density jet arrival/ departure routings, especially in the
vicinity of major terminals and military bases.
e. Use of Communications Equipment and Air Traffic Advisory Services.
(1) One of the major factors contributing to the likelihood of NMAC incidents in terminal areas that have an operating air traffic control
(ATC) system has been the mix of known arriving and departing aircraft with unknown traffic. The known aircraft are generally in radio
contact with the controlling facility (local, approach, or departure control) and the other aircraft are neither in two-way radio contact
nor identified by ATC at the time of the NMAC. This precludes ATC from issuing traffic advisory information to either aircraft.
(2) Although pilots should adhere to the necessary communications requirements when operating VFR, they are also urged to take advantage of the air traffic advisory services available to VFR aircraft.
(3) Pilots should:
(i) Use the AIM.
A) The basic AIM contains a section dealing with services available to pilots, including information on VFR advisory services,
radar traffic information services for VFR pilots, and recommended traffic advisory practices at nontower airports.
B) The airport/facility directory contains a list of all major airports showing the services available to pilots and the applicable
communication frequencies.
(ii) Develop a working knowledge of those facilities providing traffic advisory services and the area in which they give these services.
(iii) Initiate radio contact with the appropriate terminal radar or nonradar facility when operating within the perimeters of the advertised service areas or within 15 miles of the facility when no service area is specified.
(iv) When it is not practical to initiate radio contact for traffic information, at least monitor the appropriate facility communication
frequency, particularly when operating in or through arrival/departure routes and instrument approach areas.
(v) Remember that controller observation of aircraft in the terminal area is often limited by distance, depth perception, aircraft conspicuity, and other normal visual acuity problems. Limitations of radar (when available), traffic volume, controller workload,
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unknown traffic etc., may prevent the controller from providing timely traffic advisory information. Traffic advisories are secondary to the controllers' primary duties (which are separating aircraft under their control and issuing safety advisories when aware
of safety conflicts). Therefore, the pilot is responsible for seeing and avoiding other traffic. Traffic advisories should be requested
and used when available to assist the pilot to see and avoid other traffic by assisting, but not substituting in any way, the pilot's
own visual scanning. It is important to remember that advisories which air traffic control may provide are not intended to lessen
in any manner the pilot's obligation to properly scan to see and avoid traffic.
f. Airport Traffic Patterns.
(1) A significant number of midair collisions, as well as near midair collisions, have occurred within the traffic pattern environment.
(2) Pilots should:
(i) When operating at tower-controlled airports, maintain two-way radio contact with the tower while within the airport traffic area.
Make every effort to see and properly avoid any aircraft pointed out by the tower, or any other aircraft which may be in the area
and unknown to the tower.
(ii) When entering a known traffic pattern at a nontower airport, keep a sharp lookout for other aircraft 39 in the pattern. Enter the
pattern in level flight and allow plenty of spacing to avoid overtaking or cutting any aircraft out of the pattern.
(iii) When approaching an unfamiliar airport fly over or circle the airport at least 500 feet above traffic pattern altitude (usually at
2,000 feet or more above the surface) to observe the airport layout, any local traffic in the area, and the wind and traffic direction indicators. Never descend into the traffic pattern from directly above the airport.
(iv) Be particularly alert before turning to the base leg, final approach course, and during the final approach to landing. At nontower
airports, avoid entering the traffic pattern on the base leg or from a straight-in approach to the landing runway.
(v) Compensate for blind spots due to aircraft design and flight attitude by moving your head or maneuvering the aircraft.
h. Flight Instructors, Pilot Examiners, and Persons Acting As Safety Pilots
(1) The importance of flight instructors training pilot applicants to devote maximum attention to collision avoidance while conducting flight
operations in today’s increasing air traffic environment cannot be overemphasized.
(2) Flight instructors should set an example by carefully observing all regulations and recognized safety practices, since students consciously and unconsciously imitate the flying habits of their instructors.
AC 120-76 “Guidelines For The Certification, Airworthiness, And Operational Approval Of Electronic Flight
Bag Computing Devices” (Excerpts)
The following excerpts from FAA AC 120-76 have been provided as a resource for demonstrating the validity of approval for
TrafficScope and like devices. It is important to note that in most applications TrafficScope performs as a Class 1 PFB device and is
governed as such.
1. PURPOSE. This joint Flight Standards Service (AFS) and Aircraft Certification Service (AIR) advisory circular (AC) provides an acceptable
method of compliance for the certification, airworthiness, and the operational approval of both portable and installed Electronic Flight Bag
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(EFB) aircraft computing devices. This AC does not constitute a regulation but sets forth an acceptable means, but not the only means, for operators conducting flight operations under Title 14 of the Code of Federal Regulations (14 CFR) Part 91, 121, 125, 129, or 135, to obtain both certification and approval for the operational use of EFBs. This guidance material also applies to operators of large and turbine-powered multi-engine
aircraft operating under 14 CFR Part 91 where the operating regulations require specific functionality and/or equipage. Other Part 91 operations
do not require any specific authorization or aircraft certification design approval for EFB operations provided the EFB does not replace any
system or equipment required by the regulations.
5. DEFINITIONS.
c. Electronic Flight Bag (EFB). An electronic display system intended primarily for cockpit/flightdeck or cabin use. EFB devices can
display a variety of aviation data or perform basic calculations (e.g., performance data, fuel calculations, etc.). In the past, some of
these functions were traditionally accomplished using paper references or were based on data provided to the flightcrew by an airline’s
“flight dispatch” function. The scope of the EFB system functionality may also include various other hosted databases and applications.
Physical EFB displays may use various technologies, formats, and forms of communication. These devices are sometimes referred to as
auxiliary performance computers (APC) or laptop auxiliary performance computers (LAPC).
f.
Interactive Information. Information presented on the EFB that, via software applications, can be selected and rendered in a number
of dynamic ways. This includes variables in the information presented based on data-oriented software algorithms, concepts of decluttering, and “on-the-fly” composition as opposed to pre-composed information.
g. Portable Electronic Device (PED). Section 91.21 refers to PEDs. As defined in this AC, Class 1 and 2 EFBs are considered PEDs.
7. SCOPE.
a. Class 1 and Class 2 EFB (Electronic Flight Bag) systems are generally commercial-off-the-shelf (COTS)-based computer operating
systems and application programs that are used for aircraft operations. From an operational-use perspective, Class 1 EFB systems are
portable, not attached to an aircraft-mounting device, and do not require an administrative control process for use in the aircraft.
Class 2 EFB systems are portable systems that are connected to an aircraft-mounting device during normal operation, and require an
administrative control process for use in the aircraft. Class 1 and 2 EFB systems are considered PEDs (Portable Electronic Devices).
Class 2 EFB system power, data link connectivity, and mounting devices require aircraft evaluation group (AEG) evaluation and certification approval from the Aircraft Certification Service (AIR).
Advisory Circulars
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APPENDIX F
glossary of terms
ATCRBS
Air Traffic Control Radar Beacon System.
ARS-4
Air Route Surveillance Radar Version 4. This radar system monitors air traffic between airports and across the
country with an effective range of 250 nm.
ASR
Airport Surveillance Radar.
ASR-9
Airport Surveillance Radar Version 9. The ASR-9 is a modular, solid-state, dual-channel, dual-beam, S-band
surveillance radar designed to meet the requirements of the Federal Aviation Administration for safe, efficient
control of air traffic in the terminal area. The ASR-9 is the replacement to older ASRs at high density sites
and has been in service since the mid-seventies.
Distance Measuring Equipment. A pulse-type system of electronic navigation equipment that allows a pilot to
see by an instrument panel indication, the number of nautical miles between the aircraft and the ground
station. DME transmits a pulse of electrical energy. This pulse is received by the ground station and retransmitted on another frequency. When this pulse is received in the aircraft, the time used for its travel to the
ground station and back is converted into terms of nautical miles to the station. DME is a portion of the military TACAN (Tactical Air navigation) system.
Impedance
The total opposition to the flow of alternating current that is caused by the combined effect of the resistance,
capacitance, and inductance in the circuit.
Impedance Matching
The process of matching the impedance of a source of electrical power (for example, an audio signal) with the
Glossary
6.19
DME
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impedance of the load that uses the power (for example, a speaker). For maximum transfer of power to occur,
the impedance of the source and the impedance of the load should be the same.
L Band
A radio frequency band from 390 to 1,550 MHz with a corresponding wavelength of between 19 to 77 centimeters.
Microwave
A general classification of electromagnetic radiation that has a wavelength of between 0.3 and 30 centimeters. This wavelength corresponds to a frequency of between one and 100 gigahertz.
Mode S
A transponder format to allow discrete interrogation and data link capability. Operation using Mode S protocols improves the detection of beacon replies from Secondary Surveillance RADAR (SSRs) and allows for the
transfer of greater amounts of information, including unique identifiers for aircraft.
MTI
Multiple Target Indicator. Indicates the presence of two or more aircraft. One MTI indicates the primary target
plus another aircraft, and two MTIs indicates the primary target plus two or more aircraft.
NM
Nautical Miles. Equivalent to 6,076.1 feet, or approximately 1.15 statute miles.
RF
Radio Frequency. Electromagnetic energy whose frequency is between about 10 kilohertz and 100 gigahertz,
used for various types of communications.
RFI
Radio Frequency Interference. Interference with the operation of radios and other types of avionics that is
caused by electromagnetic radiations. RFI is caused by spurious (unwanted or unintentional) radiation of electromagnetic energy. Improperly filtered or tuned radio transmitters, transponders, and distance measuring
equipment (DME) can cause radio-frequency interference. TrafficScope is heavily shielded and finely tuned to
prevent RFI emissions.
SSR
Secondary Surveillance Radar, a radar-type system that requires a transponder to transmit a reply signal. The
SSR light indicates an SSR signal was received and decoded.
TCA
Terminal Control Area.
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TCAS
Traffic Alert Collision Avoidance System
TCAS I
A baseline system that provides a warning (TA) to the flight crew of the presence of another aircraft (potential
collision threat) within the surveillance area. No avoidance maneuver is suggested.
TCAS II
A collision avoidance system providing traffic information (within approximately 30 nm of the aircraft) to the
flight crew, in addition to the resolution advisories (RA) (for vertical maneuvers only). A TCAS II-equipped aircraft will coordinate with TCAS II-equipped intruder aircraft to provide complementary maneuvers.
TPAS
Traffic Proximity Alert System.
Transponder
An instrument used in aircraft for the purpose of providing a recognizable pattern on the traffic control radar
screen. The transponder consists of a receiver and a transmitter that transmits pulses of electrical energy
when it is triggered by a signal received from an interrogator on the ground. An encoding altimeter sends a
signal into the transponder to show the altitude the aircraft is flying. This altitude is transmitted in code and
shows the altitude on the radar screen.
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APPENDIX G
regulatory ınformatıon
FCC Regulations
This device complies with Part 15 of the FCC Rules. Operation is subject to the following two
conditions: (1) This device may not cause harmful interference, and (2) this device must accept
This device complies
with Part 15 of the
FCC Rules
any interference received, including interference that may cause undesired operation.
This equipment has been tested and found to comply with the limits for a Class B digital device, pursuant to Part 15 of the FCC Rules.
These limits are designed to provide reasonable protection against harmful interference when the equipment is operated in a commercial environment. This equipment generates, uses, and can radiate radio frequency energy and, if not installed in accordance with
the instruction manual, may cause harmful interference to radio communications.
This Class B digital apparatus meets all requirements of the Canadian Interference-Causing Equipment Regulations. (Cet appareil
numérique de la classe B respecte toutes les exigences du Réglement sur le materiel brouilleur du Canada.)
Regulatory Information 6.23
Canadian Regulations
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European Economic Community Declaration of Conformity
according to ISO/IEC Guide 22 and EN 45014
Manufacturer’s Name:
Manufacturer’s Address:
546 South Pacific Street, Suite C101, San Marcos, CA USA
declares that the product
Product Name:
TrafficScope
Model Number:
Product Options:
TPAS VRX
None
conforms to the following product Specifications:
The EMC Directive 89/336/EEC*
Emissions:Harmonized CISPR Standard EN 55022
Meets or exceeds RTCA DO-138 Category B
Immunity: Harmonized Basic Standard EN 50082-1
The product herewith complies with the requirements of the EMC Directive 89/336/EEC of the European Community and carries the
CE marking accordingly.
* The product was tested in a typical installation configuration.
Office of Quality Manager
San Marcos, California
May 2003
European Contact: S2T Aviation, Im Holderbett 31, D-73773 Aichwald, Germany (Fax +49 711 3650253) or 125 High Road, North Weald,
Essex CM16 6EA, united Kingdom (Fax +44 7753 575 996)
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ındex
IN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3, 2.10-2.11, 3.11
Mono/Stereo Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12
OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3, 2.10-2.11, 3.11
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
A
Airframe Shadowing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7
Altimeter, On-Board . . . . . . . . . . . . . . . . . . . . . . . . 3.25, 3.27, 4.8
Testing Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.28
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Detection Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.5
Limitation Selections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17
Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.5
Blade-type Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Cable Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
Extender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6, 2.9, 5.5
Installing external antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9
Mounting directly to unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8
Mounting with extended antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9
Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8
U174 Adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
ATC Interaction . . . . . . . . . . . . . . . . . 1.5, 3.26, 5.5, 5.6, 6.10, 6.15
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11
Alternate Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11
Balanced/Unbalanced Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11
Eliminating Audio Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10
Audio Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.5
B
Backlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35, 5.1, 6.3
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4, 1.8, 2.5
Battery Bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
Battery Bay Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.13
Life Expectancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3
Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13
Rechargeable Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13
Using Battery Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13
Buddy Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.37
Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.35
Loc Alt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.26
Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Mute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.11
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.12, 5.2
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.35
Up/Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.11
Index 6.25
Manual VRX 1.0 Full
9/9/03
7:26 PM
Page 6.26
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.32
Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
XPNDR Conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1, 3.26
C
Carrying Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.4-2.5
Cell Phone Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38
Compass, Placement near . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
Pressure Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8
Using Mounting Hardpoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
D
Data Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3, 3.36
DIP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11-2.12, 3.29-3.30
DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
F
K
FAA Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
KnowledgeBase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5
337 Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.12
Firmware Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12
Flight Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18
Formation Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.36
L
G
M
Gliders, Use With . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13
Low Battery Indicator . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.34, 5.1
Audio Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16
H
Helicopter Adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
Military Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.37
Mode S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.34
I
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.4
Impedance Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3, 2.11
Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Low Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Mode S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
MTI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Op Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Overtemp/Undertemp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.36
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13
Auto Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14
Flight Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13
Ground Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14
Mono/Stereo Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12
Multiple Target Indicators . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.22
O
Overtemp/Undertemp Indication . . . . . . . . . . . . . . . . . . . . . . 3.36
Manual VRX 1.0 Full
9/9/03
7:26 PM
Page 6.27
Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8
Audio Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11
Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1, 3.5
P
Power Adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.5
Aircraft Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14
Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Press./Non-Press. Switch . . . . . . . . . . . . . . . . . . . . 2.3, 3.30, 4.8
Pressure Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25, 3.28
Pressure Port . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3, 2.7, 3.30, 4.8
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.28
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Output Variances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7
Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6-3.7, 3.25
Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
Tolerance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14, 5.5, 5.7
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Non-pressurized Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.29
Pressurized Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.29
U
RADAR Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2, 3.32
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
V
R
Detection Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Limitation selections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16
Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16
Resetting TrafficScope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12
Resolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6
Ultralights, Use With . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
Unpacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8
Velcro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8, 2.5, 2.7
Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
Features and Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6
W
Wake Turbulence Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11, 3.31
S
Stereo/Mono Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5
X
XPNDR Conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2, 3.26-3.27
Overtemp/Undertemp Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.28
T
TCAS Systems . . . . . . . . . . . . . . . . . . . . . . 3.5, 3.32-3.33, 5.7, 6.9
TCAS-Equipped Aircraft Indicator . . . . . . . . . . . . . 2.2, 3.4, 3.32
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4
Test Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35
Thumb Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
TPAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1
Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Index 6.27
Manual VRX 1.0 Full
9/9/03
7:26 PM
Page 6.28

TrafficScope VRX Pilot Information Manual

Transcription

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