Garmin GDL 88 User Guide - Page 26

When a GDL 88 and TAS/TCAS system are integrated, the GDL 88 controls the mode of the TAS/TCAS system using the air/ground logic in the GDL 88, as well as from the mode controls available on the interfaced display. 4.2.3 No-Heading Source Traffic Information When a GDL 88 and TAS/TCAS are integrated in an airplane without a heading source, they are subject to certain limitations: • While on the ground, display of TCAS traffic and ADS-B traffic are mutually exclusive. • TCAS (heading referenced traffic) and ADS-B traffic are allowed to be displayed on the traffic page concurrently in a Track Up orientation while airborne, but bearing of the TCAS targets relative to ADS-B targets will slewed by the crab angle of the aircraft. • Traffic is not displayed on the moving map with ground features depicted. Traffic will always be available for display on the traffic page. 4.2.4 Conflict Situational Awareness (CSA) Conflict Situational Awareness is an alerting algorithm that provides TCASlike Traffic Alerts on ADS-B, ADS-R, and TIS-B targets to enhance situational awareness. The GDL 88 issues an aural alert when a Conflict Situational Awareness (CSA) alert is displayed: "Traffic-O'Clock,, " spoken once, (where is the clock position of the intruder, ", is the relative position (Above, Below), and is the range in nautical miles). As in some TCAS I TA implementations, altitude above terrain is used to adjust the sensitivity of the CSA algorithm to minimize nuisance alerts. Radar Altitude (if available), Height Above Terrain (as provided by a GNS or GTN navigator with a terrain database), and Geodetic Altitude are used to adjust the sensitivity of the CSA algorithm. Radar Altitude (if available), Height Above Terrain (if available), and Geodetic Altitude are used to adjust the sensitivity of the CSA algorithm, in accordance with the following table: 4-6 GDL 88 ADS-B Transceiver Pilot's Guide 190-01122-03 Rev. A