If you're new to TIS-B, yes, you're probably seeing a whole heckuva lot more traffic than you knew was out there.
The table at right lists the various traffic targets you can expect to "see" on a typical ADS-B In TIS-B display.
Many 1090ES-only aircraft may be required to carry some level of TCAS and may not use TIS-B due to its advisory nature.
Third, the quality of the traffic information provided by TIS-B depends on the quality and quantity of radar and WAM data.
You'll see data inputs for FIS-B (weather) and TIS-B (traffic) services feeding the ground station.
depends on alternative surveillance sources, it has the same coverage and latency issues as TIS.
The FAA's ground stations will combine ADS-B, TIS-B, and Flight Information Service--Broadcast (FIS-B) functionality.
UAT has a longer message packet, so it has been chosen by the FAA to support FIS-B operations independently from ADS-B and TIS-B, which are supported by both links.
Because there's a slight delay in receiving and processing the target data, the azimuth and range of TIS-B targets is often latent and target jump is noticeable.
One day I decided to face my traffic phobia head on and observe the habits of TIS-B and TAS presenting the same traffic data on the screen.
The idea of coverage applies to the TIS-B portion, the ground-based data link for traffic information about non-ADS-B aircraft and the FIS-B auxiliary data capabilities discussed above.
However, with today's TIS-B and FIS-B subcomponents of the system, the FAA has attempted to mitigate that obstacle and the concept is quite sound.