Beruflich Dokumente
Kultur Dokumente
HIGHLIGHTS
Pages that are added and revised are identified below together with the
highlights of this revision. All revised pages have a new publication
date, as identified in the List of Effective Pages. Changes in text are
identified by a revision bar opposite the change.
Remove the out--of--date pages and put the added and revised pages
into your copy of this manual. On the Record of Revisions page write
the Revision Number and Revision Date.
Pilots Guide
This ACSS T2CAS Pilots Guide was written as a training aid to the
operation of the Terrain and Traffic Collision Avoidance System. This
guide should not be used as an authorized checklist or
procedural aid replacing FAA or other certifying authority approved
flight manuals or checklists.
This manual provides guidance as a training aid for the ACSS T2CAS
system only. Operation of aircraft equipped with this system must
comply with all governing air regulations for the flight, the Approved
Aircraft Flight Manual, and, if applicable, the specific airline operators
approved Operations Manual.
Record of Revisions
Upon receipt of a revision, insert the latest revised pages and dispose
of superseded pages. Enter revision number and date, insertion date,
and the incorporators initials on this Record of Revisions. The typed
initial A is used when ACSS is the incorporator of the revision.
9--7 H 4
TCAS Logic Parameters
9--8 H 4
5--1 3
9--9 H 4
5--2 3
9--10 H 4
5--3 1
9--11 H 4
5--4 1
9--12 3
Flight Crew Response to 9--13 H 4
TCAS Advisories
9--14 H 4
6--1 3
9--15 H 4
6--2 3
9--16 H 4
6--3 1
9--17 H 4
6--4 1
9--18 H 4
6--5 1
9--19 H 4
6--6 1
9--20 3
6--7 1
9--21 H 4
6--8 1
9--22 3
TA and RA Responses 9--23 3
7--1 2 9--24 H 4
7--2 1 9--25 3
7--3 1 9--26 3
7--4 1 9--27 3
7--5 1 9--28 3
7--6 1 9--29 3
7--7 1 9--30 3
7--8 3 9--31 3
7--9 3 9--32 3
7--10 3 9--33 3
7--11 1 9--34 3
7--12 1 9--35 3
7--13 1 9--36 H 4
7--14 1 9--37 3
7--15 1 9--38 3
7--16 1 9--39 3
7--17 1
TAWS System Operation
7--18 1
10--1 H 4
TCAS Operating Procedures 10--2 3
8--1 1 10--3 H 4
8--2 1 10--4 H 4
8--3 1 10--5 H 4
8--4 1 10--6 H 4
8--5 1 10--7 H 4
8--6 3 10--8 H 4
TAWS System Description 10--9 H 4
9--1 H 4 10--10 3
9--2 H 4 10--11 3
9--3 H 4 10--12 3
9--4 H 4 10--13 3
9--5 H 4 10--14 H 4
9--6 H 4 10--15 H 4
10--16 H 4 B--6 1
10--17 H 4 Appendix C
10--18 H 4 C--1 3
10--19 H 4 C--2 3
10--20 H 4 C--3 3
10--21 H 4 C--4 3
10--22 H 4 C--5 3
10--23 H 4 C--6 1
10--24 3
Appendix D
10--25 H 4
D--1 1
10--26 H 4
D--2 1
10--27 3
D--3 1
10--28 H 4
D--4 1
10--29 H 4
D--5 1
10--30 3
D--6 1
TAWS and Reactive Windshear D--7 1
Annunciators
D--8 1
11--1 H 4 D--9 1
11--2 3 D--10 1
11--3 3 D--11 1
11--4 H 4 D--12 1
11--5/11--6 H 1 D--13 1
Reactive Windshear System D--14 1
12--1 3 D--15 1
12--2 H 4 D--16 1
Appendix G Index
G--1 H 4 Index--1 H 4
G--2 H 4 Index--2 H 4
G--3 H 4 Index--3 H 4
G--4 H 4 Index--4 H 4
Index--5 H 4
Index--6 H 4
Table of Contents
Section Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Traffic Alert and Collision Avoidance System . . 1-2
Terrain Awareness Warning System . . . . . . . . . . 1-4
Reactive Windshear System . . . . . . . . . . . . . . . . 1-5
Global Positioning System . . . . . . . . . . . . . . . . . . 1-5
2. TCAS SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 2-1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
System Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
TCAS Design and Integration . . . . . . . . . . . . . . . . . . 2-3
TCAS II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Other Transponder Systems . . . . . . . . . . . . . . . . . . . 2-4
General Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
TCAS System Components . . . . . . . . . . . . . . . . . . . 2-6
System Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
TCAS Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Traffic Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . 2-12
3. TCAS CONTROLS AND DISPLAYS . . . . . . . . . . . 3-1
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
VSI/TRA Display . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Primary Flight and Navigation Displays . . . . . . . 3-10
Modified Weather Indicator . . . . . . . . . . . . . . . . . 3-12
Resolution Advisory Vertical Speed Guidance . . . . 3-13
Traffic Display Symbols . . . . . . . . . . . . . . . . . . . . . . . 3-14
Solid Red Square . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Solid Amber Circle . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Solid Blue Diamond . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Open or Hollow Blue Diamond . . . . . . . . . . . . . . 3-15
Data Tags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Off Scale Traffic Advisories . . . . . . . . . . . . . . . . . 3-16
No Bearing Advisories . . . . . . . . . . . . . . . . . . . . . 3-16
Example of VSI/TRA with Traffic Displayed . . . . . . 3-17
Aural Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Traffic Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . 3-18
Preventive or Weakening Advisory . . . . . . . . . . . 3-18
6. FLIGHTCREW RESPONSE TO
TCAS ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Pilot Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Traffic Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . 6-2
Prioritization of Actions . . . . . . . . . . . . . . . . . . . . . 6-3
Expected Flightcrew Response . . . . . . . . . . . . . . . . 6-5
Cockpit Resource Management . . . . . . . . . . . . . . . . 6-6
APPENDIX A
FREQUENTLY ASKED QUESTIONS . . . . . . . . . A--1
APPENDIX B
SUPPLEMENTAL INFORMATION FOR
TCAS CHANGE 7 . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
Detailed Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
Display Altitude Filtering . . . . . . . . . . . . . . . . . . . . B--1
APPENDIX E
BIBLIOGRAPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . E--1
APPENDIX F
AIRBUS--SPECIFIC APPLICATIONS . . . . . . . . . F--1
Airbus T2CAS
Part Numbers . . . . . . . . . . . . . . . . . . . F--1
No Altitude Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . F--1
Wind Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--1
Basic GPWS Mode Specific for Airbus . . . . . . . F--1
Flight Management Landing (FLS) System . . . . F--4
Airbus -- Pushbutton Switches,
GPWS Control Panel and ECAM Messages . F--4
GPWS/FLAP MODE Pushbutton Switch . . . . . . F--5
GPWS/G/S MODE Pushbutton Switch . . . . . . . F--5
GPWS/SYS Pushbutton Switch . . . . . . . . . . . . . F--5
GPWS/TERR Pushbutton Switch . . . . . . . . . . . . F--5
GPWS/LDG FLP 3 Pushbutton (SA only) . . . . . F--5
PULL UP/GPWS (CAPT and F/O)
Pushbutton Switches . . . . . . . . . . . . . . . . . . . . . F--5
TERR ON ND (CAPT and F/O)
Pushbutton Switches . . . . . . . . . . . . . . . . . . . . . F--5
Other Indication (ECAM only) . . . . . . . . . . . . . . . F--5
Terrain Hazard Display for Airbus Configuration F--7
Premature Descent Alert (PDA) . . . . . . . . . . . . . F--8
Airbus Background Terrain Display on NDs . . . F--9
Terrain Alerts Display . . . . . . . . . . . . . . . . . . . . . . F--9
Airbus Maintenance Interface to the OMC . . . . F--11
Pilot Initiated TAWS Go/No Go
Self--Test On Ground . . . . . . . . . . . . . . . . . . . . . F--13
Airbus Self--Test Aurals . . . . . . . . . . . . . . . . . . . . F--15
APPENDIX G
COLOR SCHEMES . . . . . . . . . . . . . . . . . . . . . . . . . G--1
Terrain Display Color Schemes . . . . . . . . . . . . . . . . . G--1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1
1. Introduction
PURPOSE
This manual is designed to familiarize flightcrews with the ACSS Terrain
and Traffic Collision Avoidance System known as T2CAS. This manual
covers the basic system concepts and fundamentals, operating
principles and procedures, and system limitations.
DESCRIPTION
T2CAS is an integrated system that combines the following functions
into a single line replaceable unit (LRU):
TCAS also receives inputs from other systems on board the host
aircraft, including information about the aircrafts performance
capabilities. This information is considered as the system resolves
conflicts.
TAWS generates alerts to inform the flightcrew that the terrain ahead
of the aircraft on its intended flight path poses a hazard to safe flight.
TAWS is intended to warn the flightcrew of hazards that could result in
controlled flight into terrain with sufficient time for them to assess the
situation and determine the best remedial action to safely avoid the
hazard. TAWS generates a terrain caution alert, a pull--up warning,
and/or an avoid terrain warning, depending on the aircraft situation with
regard to the terrain.
The TAWS design allows for special situations where aircraft are
operating according to approved procedures at altitudes significantly
below the surrounding local terrain height (for example, approaches in
steep valleys). The TAWS design constructs a predictive alert sensor
that is based on the actual performance capability of the aircraft. This
design minimizes nuisance alerts and enhances crew confidence that
TAWS generated alerts represent real threats.
The GPS receiver is certified to TSO C129a Class B1/C1. Class B1/C1
allows for navigation in enroute and terminal areas, as well as
non--precision approaches. The GPS receiver uses receiver
autonomous integrity monitoring (RAIM) as required by TSO--C129a.
The output of the GPS receiver is compatible with ARINC 743 GNSSU
systems to allow the GPS information to be used by systems external
to T2CAS.
GENERAL INFORMATION
TCAS is a situational awareness enhancement system in the same way
that a windshear alerting system and TAWS/ground proximity system
alert the pilot to potential threats to the safety of the flight. However,
windshear alerts and TAWS alerts, in that order, take priority over TCAS
alerts. When TCAS is inhibited by either a windshear alert or a TAWS
alert, the system reverts to the traffic alert only mode and aural TCAS
alerts are temporarily inhibited.
SYSTEM CAPABILITIES
The system capabilities are listed in Table 2--1.
System Capabilities
Table 2--1
TCAS II
The United States of America Federal Aviation Administration (FAA)
has developed a set of minimum operational specifications for a
collision avoidance system that has been identified as TCAS II. This
system has been mandated for use by certain aircraft operating in
United States airspace. Other countries are also adopting similar
standards and are mandating use of a collision avoidance system in
their own airspace. Eurocontrol has mandated ACAS II (TCAS II with
Change 7) for certain aircraft operating in European airspace.
The TCAS system that is a part of T2CAS has received TSO C119b
approval from the FAA.
Some countries may also use ATC radar systems that are not
compatible with the ICAO standard along domestic air routes. For
example, this is the case in Russia, Uzbekistan, Ukraine, and other CIS
countries.
The TCAS system, when operating, can only detect other aircraft with
operating ICAO compliant transponders. TCAS cannot detect aircraft
operating non--ICAO compliant transponders. Continuous flightcrew
vigilance is required when operating in any airspace.
GENERAL CAUTIONS
CAUTIONS
The TCAS function in the T2CAS LRU receives radio altitude, altitude
alerter/flight control unit or mode control panel altitude (optional ARINC
429 input), pressure altitude, airborne or on--ground status, and landing
gear--up inputs from the respective aircraft systems. It is typically
installed in the electronics equipment compartment. TCAS interrogates
transponders on other aircraft, computes their locations, tracks their
paths, issues visual advisories to the TCAS display, and issues aural
announcements to the pilot through the cockpit audio system. It is the
core of the TCAS system.
The TCAS system has at least one (and normally two) Mode--S
Transponders installed in the electronics equipment compartment. The
transponder responds to Mode--A, Mode--C, and Mode--S
interrogations from ATC radar systems as well as other TCAS equipped
aircraft. Every Mode--S equipped aircraft has a unique address that
enables direct data communications by compatible systems. The
address is assigned to a specific aircraft by the ICAO and is
permanently wired to each Mode--S Transponder installed on--board.
TCAS uses this addressing capability to communicate directly with
Mode--S equipped intruders to coordinate and resolve potential
conflicts. This ICAO address is independent of the 4096 identification
codes assigned by ATC during a flight. The Mode--S Transponder also
passes pressure altitude and control panel data to the TCAS.
Each pilot has a VSI/TRA display in the usual location for a VSI, or the
TCAS information and display is integrated in the electronic flight
instrument system (EFIS) displays. In an analog system installation, a
pressure transducer module connected to the same static source as the
altimeter can give an electrical altitude rate signal to the VSI/TRA for
display if the air data computer (ADC) is unable to generate the
necessary signal format.
SYSTEM THEORY
The perimeter of the caution area is 20 to 48 seconds from the time the
intruder would penetrate the collision area. The perimeter of the
warning area is 15 to 35 seconds from the time the intruder would
penetrate the collision area. The time variations are based on logic
parameters described in Section 5.
If the intruder penetrates the warning area, TCAS issues an RA. RAs
may be either corrective or preventive. The visual display reacts in one
of the following ways:
D Cautions the crew not to make changes in the current vertical rate
(preventive).
TCAS ADVISORIES
TCAS generates RAs and TAs against intruder aircraft with ATC
Transponders replying in Mode--S or Mode--C. The altitude information
included in these transmissions is used by the system in computing
RAs. For intruder aircraft whose altitude reporting function is
inoperative, TCAS can only generate TAs.
TAs and RAs are updated once each second and give real time advisory
and intruder position information to the crew. The position of the intruder
is displayed on the VSI/TRA relative to the host aircraft to assist the
crew with a visual search so that the crew can see and avoid the
intruder.
Once the system predicts that appropriate separation is attained,
CLEAR OF CONFLICT is announced aurally to confirm that the
encounter has ended. The flightcrew must return to the original ATC
clearance profile.
TCAS II protection and services are shown in Figure 2--3.
ICAO
COMPATIBLE
SYSTEMS
NON ICAO
TCAS II AND MODE--S 1090 MHz ADS--B TRANSPONDER
TAs
ATCRBS (MODE--A)
RA NO REPLY
MESSAGE
ID--8000268
Traffic Advisories
A TA is displayed 20 to 48 seconds from the time the intruder aircraft
is predicted to enter the TCAS aircrafts collision area. The actual
distance at the time of the advisory varies because of the intruders
closure rate and altitude. The TA is announced aurally by the words
TRAFFIC, TRAFFIC. The traffic is displayed on the VSI/TRA as a solid
amber circle (F) at the correct range and bearing relative to the TCAS
aircraft. An attached data tag displays the altitude separation in
hundreds of feet. The data tag is displayed above the symbol if the
intruder is above the TCAS aircraft and below the symbol if the intruder
is below the TCAS aircraft. An up or down arrow is displayed next to the
symbol to indicate if the intruders rate of altitude change is greater than
500 fpm.
CAUTION
Resolution Advisories
An RA is displayed 15 to 35 seconds from the time the intruder is
predicted to enter the TCAS aircrafts collision area. The actual
distance at the time of the advisory varies because of the intruders
closure rate and altitude. Should an intruder enter the warning area, an
RA is issued by the system. The RA is indicated on the VSI/TRA in the
form of a prohibited red arc and a target green arc of vertical speed and
is accompanied by an aural announcement. The intruder is displayed
on the VSI/TRA as a solid red square (J) at the correct range and
bearing relative to the TCAS aircraft. The attached data tag displays the
same information as in a TA. An RA is either a corrective RA or a
preventive RA. A corrective RA calls for a change in vertical speed out
of the red prohibited arc into the green target arc. A preventive RA
restricts vertical speed to ensure separation and is indicated by a red
arc only.
CONTROL PANEL
The TCAS function in T2CAS is controlled by a control panel in the
cockpit. The aircraft has one of two types of TCAS/ATC transponder
control panels installed. TCAS requires a Mode--S Transponder to
operate. On aircraft with a single Mode--S Transponder, an
ATCRBS/Mode S/TCAS control panel (similar to Figure 3--1) is
installed. On aircraft with two Mode--S Transponders, a dual
Mode--S/TCAS control panel (similar to Figure 3--2) is installed. Control
panels produced by other suppliers may have additional functions
supported by enhancements in the TCAS computer.
6 4 3 7 1
TA DSPLY
AUTO XPDR FAIL
MODE S
OFF ON ON
STBY TA
ATC TA
ATC /RA
C
A IDENT
S ALT RPTG
OFF
1 2
TCAS
TEST
ID--8000269
5 2
9 7 8 4 1
ID--8000270
6 3 5 3 2
TCAS Mode--S
Operating Transponder
Mode Selector Switch Position Mode Operating Mode
NOTE: Depending on the model of the control panel, it may or may not
have all of the mode selector functions described above.
5 IDENT Button
6 TRAFFIC Switch
This switch selects the vertical range for which traffic is displayed.
The amber XPNDR FAIL light indicates when the Mode--S Transponder
system has failed. The XPNDR FAIL light turns on under any of the
following conditions:
Any condition that lights the amber XPNDR FAIL annunciator also
causes TCAS to display TCAS OFF on the VSI/TRA.
9 RANGE Switch
The RANGE switch selects the scale used for display of traffic on the
VSI/TRA. Typical selections are 6, 12, 20, 40, 80, or 120 NM depending
on the capability of the display and controller. Consult the Approved
Flight Manual.
DISPLAY
There are three possible display installations. How TCAS symbols are
displayed depends upon the type of installation. A flat--panel VSI/TRA
indicator installation shows both traffic and vertical speed information
on the indicator. An EFIS installation displays traffic on the navigation
display (ND) and vertical speed information for RAs on the primary flight
display (PFD) VSI tape. A third application includes a dedicated traffic
display using a modified weather indicator. Differences in the
operations do exist depending on the manufacturer. Appendix D
describes TCAS symbols on the ND and PFD for different EFIS aircraft.
VSI/TRA Display
A color flat--panel liquid crystal display (shown in Figure 3--3) replaces
the conventional VSI. This display has two modes of operation: as a
normal VSI and as a TRA display. As a VSI, the indicator gives a
standard display of vertical speed in feet per minute (fpm) with a range
of plus and minus 6,000 fpm. As a TRA display, an aircraft symbol
representing the TCAS aircraft is displayed in the lower part of the
display surrounded by 12 white dots. The dots are located at the clock
positions to assist the crew in visually acquiring the traffic.
Selected
TRAFFIC TCAS Intruder Display Displayed
Switch Mode Status Format Traffic
TA,
TA or RA VSI/TRA RA, and
TA ONLY Proximate
OR TA/RA
Proximate,
Other or
Other, VSI None
AUTO None
STBY, TA,
ALT RPTG RA,
OFF, or Proximate, VSI None
XPNDR Other, or
None
TA,
RA, All
TA ONLY Proximate, VSI/TRA (refer to
OR TA/RA Other, or note)
None
ON
STBY, TA, RA,
ALT RPTG Proximate, VSI None
OFF, or Other, or
XPNDR None
NOTE: All traffic is displayed unless a TA or an RA is in progress. In this case,
other traffic is not displayed.
Table 3--3 lists the range indicators of the VSI/TRA for each of the
RANGE switch settings. Figure 3--4 shows the range measurements on
the VIS/TRA display panel.
Color--coded symbols are used on the display to indicate traffic near the
aircraft.
6 2 NM 6 NM 4.2 NM 2.5 NM
12 2 NM 12 NM 8.3 NM 5.0 NM
40 40 NM 28 NM 17 NM
(See Note)
NOTE: When RANGE is set to 40 NM or greater, the ring of white dots is removed
from the VSI/TRA display.
4.2 NM 4.2 NM
(7.7 KM) (7.7 KM)
6 NM
(11 KM)
2.5 NM
(4.7 KM)
ID--8000272
2 NM
(3.7 KM)
ID--8000273
ID--8000274
Boeing EIS ND TCAS Mode
Figure 3--6
5 10 20 40
TCAS
BRT
AUTO
RNG 10
ABOVE
NORM
+10
BELOW
--10
+02
--02
TEST
ID--8000275
Modified Weather Indicator
Figure 3--7
ID--8000276
Data Tags
A data tag consists of a two--digit number, a plus or minus sign, and
possibly an arrow. The data tag is displayed either above or below the
intruder aircraft symbol and in the same color. When the intruder is at
the same altitude, 00 is displayed. If the number changes position, from
above the aircraft symbol to below or vice versa, the intruder is passing
through the aircrafts current altitude. The elements of the data tag are:
CAUTION
CAUTION
No Bearing Advisories
If and when TCAS is unable to track the bearing of an intruder, the TA
is displayed in the lower center of the display just below the host aircraft
symbol. The advisory has the appropriate color--coded traffic
information. TCAS may be temporarily unable to determine the bearing
of an intruder due to steep bank angles masking the directional
antenna. A no bearing advisory is most likely the result of the antenna
pattern coupled with a steep bank angle. The ability of TCAS to
compute TAs and RAs is not degraded by lack of bearing information
and usually a no bearing advisory changes to an advisory with bearing
after a few seconds.
PROXIMATE
TRAFFIC
RESOLUTION
ADVISORY
TRAFFIC
ADVISORY
NO BEARING OTHER
INTRUDER TRAFFIC
ID--8000277
Indicators and Symbols
Figure 3--9
AURAL MESSAGES
TCAS generates 14 aural alerts or messages, excluding the aural test
messages that are announced over the cockpit loudspeaker system.
These 14 messages accompany the visual TA and RA displays.
If a logic change occurs before the message is complete and a new alert
is initiated, the original alert is terminated and the new alert is
announced immediately. Volume is preset and cannot be adjusted by
the crew.
Traffic Advisory
TRAFFIC TRAFFIC
This alert occurs when TCAS predicts an intruder will enter the collision
area within 20 to 48 seconds. Simultaneously, the VSI/TRA will display
the location of the intruder.
Resolution Advisories
RA messages come in two forms. Corrective advisories indicate
evasive vertical maneuvers are necessary to increase separation
between the TCAS aircraft and the intruder. Preventive advisories that
indicate certain changes in vertical speed are not recommended. RA
messages consisting of a single word are repeated two times. Longer
messages may be repeated twice.
CLIMB CLIMB
Climb at the rate indicated by the green arc on the VSI/TRA, 1,500 to
2,000 fpm.
DESCEND DESCEND
Descend at the rate indicated by the green arc on the VSI/TRA, 1,500
to 2,000 fpm.
Climb at the rate indicated by the green arc on the VSI/TRA, 1,500 to
2,000 fpm.
NOTE: This aircrafts flight path will cross the intruders altitude.
Descend at the rate indicated by the green arc on the VSI/TRA, 1,500
to 2,000 fpm.
NOTE: This aircrafts flight path will cross the intruders altitude.
Increase climb to the rate indicated by the green arc on the VSI/TRA,
2,500 to 3,000 fpm.
Increase descent to the rate indicated by the green arc on the VSI/TRA,
2,500 to 3,000 fpm.
For this advisory, the target vertical speed for the green arc is a
reduction in the current vertical speed.
The aircrafts current vertical speed is greater than 1500 feet per minute
climbing or less than --1500 feet per minute, descending. The target
vertical speed for this command is the aircrafts current vertical speed.
A green band to indicate that you should remain at the current vertical
speed will appear on the VSI.
The aircrafts current vertical speed is greater than 1500 feet per minute
climbing or less than --1500 feet per minute, descending. The target
vertical speed for this command is the aircrafts current vertical speed.
A green band to indicate that you should remain at the current vertical
speed will appear on the VSI.
NOTE: For this advisory, TCAS calculates the aircrafts flight path will
cross the intruders altitude.
Clear of Conflict
CLEAR OF CONFLICT
4. TCAS Annunciators
The VSI/TRA display gives visual mode and failure annunciators in the
upper left and upper right corners, and in the center of the display.
MODE ANNUNCIATORS
The message TA ONLY is displayed in white when the Traffic Alert Only
mode is selected. This message is also displayed when RAs are
inhibited due to a terrain or ground proximity alert, a windshear alert, or
when the aircraft is at altitudes less than 1,000 ft (+/-- 100 ft, hysteresis)
AGL. The message is displayed in the upper left corner of the display,
as shown in Figure 4--1.
ID--8000278
TA ONLY Annunciator
Figure 4--1
NOTE: Also, TCAS OFF is displayed when one of the two Mode--S
Transponder antennas fails. Pilot selection of the TA ONLY
mode removes the TCAS OFF message and returns TA
ONLY capability to the TCAS system thereby providing
situational awareness.
ID--8000279
FAILURE ANNUNCIATORS
If an in--flight failure of the minimum equipment required for TCAS
operation occurs, TCAS FAIL is displayed in the right center of the
display, as shown in Figure 4--3.
ID--8000280
TCAS FAIL Indicator
Figure 4--3
RA FAIL (resolution advisory failure) is displayed in the upper left
corner when TCAS cannot display RAs, as shown in Figure 4--4.
ID--8000281
RA FAIL Indicator
Figure 4--4
ID--8000282
TD FAIL Indicator
Figure 4--5
ID--8000284
Red X Display
Figure 4--7
SELF--TEST ANNUNCIATORS
Pushing and releasing the TEST button activates the 8--second TCAS
self--test feature. During the test, the TCAS CU, Mode--S Transponder,
control panel, displays, and aural advisory systems are tested.
Figure 4--8 shows the self--test displays. The tests begin with the aural
message TCAS TEST. The VSI/TRA display shows a standard test
pattern of intruders and RA arcs along with the annunciator, TCAS
TEST (in white), in the upper left corner of the display. The traffic
symbols displayed during the test are an RA, a TA, a proximate traffic,
and an other traffic. At the completion of the self--test, the aural
message, TCAS TEST PASS or TCAS TEST FAIL, together with the
visual display, TCAS PASS or TCAS FAIL indicates system status.
ID--8000285
If the TEST button is pushed and held for more than eight (8) seconds
with the mode selector switch set to STBY, altitude reporting selected
on, and the aircraft is on the ground with weight--on--wheels, the test
pattern is replaced with maintenance information (see Figure 4--9). If
this extended test mode is accidentally entered, it can be exited by
placing the mode selector switch to any position other than STBY. Refer
to the current T2CAS System Description and Installation Manual for
more information.
ID--8000311
Sensitivity Level
(SL) 1 2 3 4 5 6 7
RA Alarm Time 15 20 25 30 35
(seconds)
TA Alarm Time 20 25 30 40 45 48
(seconds)
Protected Area 0.20 0.35 0.55 0.80 1.1
(nautical miles)
SENSITIVITY LEVEL
TCAS uses an SL to determine the alarm time, the size of the protected
area, and the vertical threshold for TAs and RAs. The range of the SL
is from 1 to 7. For higher SLs, the size of the protected area is larger
since the traffic density is lower so more protection can be given. When
TCAS is in STBY mode, the SL is one (1).
PROTECTED AREA
The horizontal extent of the protected area is defined by the time to
closest point of approach (CPA). Therefore, the size of the area is
dependent upon the speed and track of the threat aircraft and the SL.
However, if the rate of closure is very slow, a threat could get
dangerously close without generating a TA or an RA. For this reason,
the boundaries of the protected area are modified at close range. The
protected area value listed in Table 5--1 is added to the intruders
distance when determining the CPA. If an intruder aircraft penetrates
the protected area, an RA is generated regardless of the closure rate.
The higher the SL, the larger the protected area. When an RA is
properly flown, the miss distance may be as small as 300 to 700 ft.
VERTICAL THRESHOLD
This is the protected vertical distance used for determining if an intruder
is a threat. There are different vertical distances for TAs, preventative
RAs, and corrective RAs. A preventative RA requires the pilot to
monitor and maintain the vertical speed within a specified range. A
corrective RA requires a change in climb or descent rate by the TCAS
aircraft. TCAS always uses the pressure altitude in its determination of
vertical threshold. The higher the SL, the larger the vertical threshold
and collision area.
ALARM TIME
The alarm time is the time it will take the TCAS aircraft and threat
aircraft to reach the CPA. A combination of the protected area and the
vertical threshold are used to determine the CPA. The higher the SL,
the earlier an alert is annunciated.
EXAMPLE CALCULATIONS
Table 5--1 is used in conjunction with Figure 5--1. For example, if an
aircraft is flying at 18,000 ft above mean sea level (MSL), Figure 5--1
indicates that it is in SL 6 and altitude layer 4. From Table 5--1, the RA
alarm time is 30 seconds, the TA alarm time is 45 seconds, and the
collision area is increased by 0.8 NM. A TA is triggered whenever an
intruder is predicted to come within 850 ft vertically. An RA is triggered
if the intruder is predicted to come within 600 ft vertically. Finally, the
pilot is directed to change vertical speed when the intruder is predicted
to come within 400 ft vertically.
PILOT RESPONSIBILITIES
For TCAS to work effectively, timely, and reliably, crew response to
TCAS advisories is essential. Delayed crew responses or reluctance of
a flightcrew to adjust their flight path as advised by TCAS due to ATC
clearance provisions, fear of later scrutiny by authorities, or other
factors, significantly decrease or negate the protection afforded by
TCAS.
Traffic Advisories
Respond immediately to TAs by attempting to establish visual
contact with the intruder aircraft and other aircraft that may be in the
vicinity. Coordinate to the degree possible with other flightcrew
members to assist in searching for traffic. The pilot must not initiate
evasive maneuvers using information from the traffic display only, or
upon receipt of a TA only, without positive visual identification of the
traffic. These TA displays and advisories are intended only for
assistance in visually locating the traffic; TAs lack the flight path trends
necessary for use in evasive maneuvering. However, while climbing or
descending, modest changes in vertical speed based on traffic display
information are not considered evasive maneuvering.
The pilot must reduce vertical speed to 1,500 fpm or less when within
2,000 ft of an ATC directed level off altitude to reduce the incidence of
unnecessary RAs. If traffic is acquired visually, continue to maintain or
attain safe separation in accordance with good operating practices and
current United States Federal Aviation Regulations (FARs) or other
applicable air regulations.
Resolution Advisories
Compliance with TCAS RAs is necessary and authorized. According to
United States FAR 91.123, pilots are authorized to deviate from an ATC
clearance if the deviation is in response to a traffic alert and collision
avoidance system RA. Respond immediately to satisfy corrective RAs
using positive control inputs, in the direction and with the magnitude
TCAS advises, while attempting to sight the conflicting traffic. The
aircrafts vertical speed indicator as shown on the VSI/TRA must be
moved out of the red band and into the green band.
CAUTIONS
Prioritization of Actions
When more than one alert is in cue for pilot response, the pilot must take
that action that assures the most favorable and safest outcome. For
example: if a TCAS RA is interrupted by a terrain or ground proximity
alert or a stall warning, the pilot must use appropriate judgement.
D The pilot must not exceed stick shaker or other stall warnings or
protections when following an RA.
(Mach No.) X 1,000 = Vertical Speed change in feet per minute for
a 1 pitch change.
D When aircraft separation has increased and the event is ended, the
concluding announcement is made.
CLEAR OF CONFLICT
The pilot in command is always responsible for the safety of the aircraft.
The TCAS system is another tool in the see and avoid environment.
All flightcrews must have total system knowledge and understand its
operational capabilities and limitations in order to make it work for them.
CAUTION
7. TA and RA Responses
The following section describes the aural announcements, the
VSI/TRA display, and the expected crew response for each type of
advisory.
TRAFFIC ADVISORIES
TAs are characterized by the display of an solid amber circle (F) or
amber no bearing data tag representing the intruder. These may also
be accompanied by blue or white proximate traffic solid diamonds
(z , z ). Traffic is displayed to aid the crew in their visual search for
the intruding traffic.
RESOLUTION ADVISORIES
RESPONSE TO A PREVENTIVE RA
See Figure 7--2.
RESPONSE -- The pilot must keep the vertical speed out of the red arc
in the VSI display.
Response to a Climb RA
See Figure 7--3.
VISUAL -- The VSI is red from the negative limit to +1,500 fpm and
green from +1,500 to +2,000 fpm.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000289
Response to a Descend RA
See Figure 7--4.
VISUAL -- The VSI is red from the positive limit to 1,500 fpm and green
from 1,500 to 2,000 fpm.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000290
VISUAL -- The VSI is red from the negative limit to +1,500 fpm and
green from +1,500 to +2,000 fpm.
ID--8000291
VISUAL -- The VSI is red from the positive limit to 1,500 fpm and green
from 1,500 to 2,000 fpm.
ID--8000292
VISUAL -- The VSI indicates the prohibited vertical speed by a red arc.
The goal is to make the aircraft smoothly attain the recommended
vertical speed indicated by the green arc.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000293
VISUAL -- The VSI indicates the prohibited vertical speed by a red arc.
The goal is to make the aircraft smoothly attain the recommended
vertical speed indicated by the green arc.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000294
STRENGTHENING ADVISORIES
VISUAL -- The VSI is red from the negative limit to +2,500 fpm and
green from +2,500 to +3,000 fpm. This indicates that the vertical speed
must be increased to ensure adequate separation.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000295
VISUAL -- The VSI is red from the positive limit to 2,500 fpm and green
from 2,500 to 3,000 fpm. This indicates that the vertical speed must
be increased to ensure adequate separation.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000296
VISUAL -- The VSI is red from the negative limit to +1,500 fpm and
green from +1,500 to +2,000 fpm.
VISUAL -- The VSI is red from the positive limit to 1,500 fpm and green
from 1,500 to 2,000 fpm.
ID--8000298
VISUAL -- The VSI indicates prohibited vertical speed in red and the
target vertical speed in green.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
VISUAL -- Current vertical speed is not within the red restricted vertical
speed shown on the VSI display.
RESPONSE -- Keep the vertical speed out of the red unsafe areas as
indicated on the VSI display. The current vertical climb or descent
speed of 4,400 to 6,000 fpm is acceptable.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000300
VISUAL -- The VSI indicates prohibited vertical speed in red and the
target vertical speed in green.
NOTE: In this example, the traffic symbols have been omitted for
clarity. All TA, RA, proximate, and no bearing traffic are
displayed during an RA.
ID--8000301
VISUAL -- The VSI red and green arcs on the VSI are removed. The
intruder symbol no longer appears as a red square (J).
ID--8000302
Notify ATC as soon as practical that you have complied with an RA.
OPERATIONS
Normal Operations
Mode Annunciators
The message TA ONLY (white) confirms the selection of the traffic alert
only mode (see Figure 8--1). This message is also displayed when RAs
are inhibited due to a terrain or ground proximity alert, windshear alert,
or when the aircraft is either on the ground or at an altitude less than
1,000 ft AGL.
ID--8000303
TA ONLY Annunciator
Figure 8--1
ID--8000304
Non--Normal Operations
The VSI/TRA gives visual mode and failure annunciators in the upper
left and right corners, and in the center of the display.
Failure Annunciators
If an in--flight failure of the minimum equipment required for TCAS
operation occurs, TCAS FAIL is displayed to the right of center on the
display (see Figure 8--3). Set the control panel mode--selector switch
to XPNDR to deactivate TCAS functions and operate with the Mode--S
Transponder only.
ID--8000305
TCAS FAIL Annunciator
Figure 8--3
RA FAIL Annunciator
Figure 8--4
ID--8000307
TD FAIL Annunciator
Figure 8--5
10
ID--8000308
Red X Display
Figure 8--6
ID--8000309
RA FAIL and VSI FAIL Annunciators
Figure 8--7
Equipment Failures
The following procedures are to be used in the case of TCAS or
Mode--S Transponder equipment failures.
The GCAM receives inputs from different aircraft systems. It uses these
inputs, along with an internal terrain database, an internal obstacle
database, and aircraft specific configuration data, to generate visual
and aural terrain and obstacle awareness information for the flightcrew.
Typical aircraft interfaces to the GCAM are indicated by the dashed
boxes in Figure 9--2.
NOTE: It is possible that not all obstacles greater than100 feet above
ground level are included in the database.
Figure 9--3 shows the CPA function and the reactive modes as they
interface with other GCAM functions.
GPS Receiver
T2CAS may be optionally equipped with an internal GPS module. This
feature is intended for aircraft that are not already equipped with an
accurate source of positioning information for the GCAM.
Terrain Display
Terrain hazard information is typically displayed on an existing
electronic flight instrument system (EFIS) display or color weather
radar display. If an aircraft is not equipped with a compatible display,
terrain hazard information can be displayed on a 3 ATI or 5 ATI color
display supplied as part of the T2CAS installation.
The TAWS controls are used to control the displayed terrain data and
TAWS inhibit features. There may be one or two TAWS control panels
in the cockpit, depending on the TAWS display capability.
TAWS Constraints
D The T2CAS is a situational awareness system that provides early
alerts to avoid terrain and, optionally, obstacle avoidance. It is not
a navigation system that can be used for aggressive flying.
D When equipped with GPS / FMS inputs, all inputs must be accurate
and correct to provide meaningful alerts when terrain is
encountered.
D TAWS self tests are inhibited during normal in air flight operations
available only when aircraft is on the ground.
Terrain Database
The terrain database is derived from the World Geodesic System
--1984 (WGS--84) reference. The world map is divided into an array of
cells forming a continuous grid over the worlds land areas. A height
value is assigned to each cell identifying the highest terrain elevation
within that cell, referenced to mean sea level (MSL). The cell size or
map resolution increases in approach and terminal areas according to
aircraft operational requirements within the cell region.
The following are basic resolutions used for specific aircraft operating
areas:
In the enroute airspace the CPA terrain conflict sensors correlate to the
terrain database with a 3 NM resolution. When the aircraft enters the
airport terminal area airspace, the database resolution increases to
0.5 NM. This means the predictive CFIT protection adapts seamlessly
to low altitude tactical maneuvers without generating nuisance
warnings. The forward looking function uses the same terrain conflict
detection rules (with up to two minutes look--ahead) in the terminal area
to predict potential CFIT threats.
Airport Database
The airport database is derived from navigation database data (ARINC
424) and may be further adapted to customer specific requirements.
This database contains airport specific information, including runway
locations and features for all airport areas.
Obstacle Database
The Obstacle Database is used by the OCPA function when correlating
caution, warning, and avoid clearance sensors with potential obstacle
hazards. Obstacles in the database are defined as those human--made
objects such as towers, buildings, and antennas with a height of at least
100 ft. AGL. The obstacle database is assembled from a combination
of FAA and other state--supplied data by approved sources.
Aircraft Altitude
When the aircraft is high above the terrain, the forward looking function
uses GPS and/or barometric corrected altitude in its terrain clearance
calculations. In alternate applications where GPS is not available,
barometric altitude may be used exclusively. See Appendix F for Airbus
Applications.
All other parameters being equal, the point in time that an alert is
generated may vary, depending on the terrain, aircraft flight path, and
aircraft climb capability. For example:
D An alert will occur earlier for a higher mountain than a lower one.
In the horizontal plane, the envelope or coverage area for terrain conflict
detection during straight flight is a narrow field of view, beginning with
a circle of uncertainty based on lateral accuracy, diverging at a 1.5
angle on either side of the flight path as it extends outward in front of
the aircraft (see Figure 9--8). This narrow view ensures that terrain on
either side of the flight path does not initiate unnecessary alerts and
warnings. Once the aircraft initiates a turn, the forward looking function
uses the aircraft turning rate to extrapolate terrain conflict detection
over the full terrain area underlying the projected turn between the
present aircraft track and the track that is projected by the turning rate,
up to 90.
ID--8003090--001
In the vertical plane, the forward looking caution envelope extends from
the aircraft along the flight path to a point 20 seconds in front of the
aircraft. From the point 20 seconds in front of the aircraft, the clearance
sensor extends up to an additional 112 seconds at an angle equal to the
calculated climb capability of the aircraft. The 20--second envelope
provides a comfortable time--to--react point for the crew to initiate a
normal climb recovery. The envelope follows the maximum climb
capability gradient for the aircraft model; acknowledging the fact that
the crew and aircraft have the ability to initiate a climb to avoid the
terrain. The climb gradient is determined as the best angle of climb
using the existing climb capability of the aircraft, considering weight,
baro altitude, air temperature, aircraft configuration, engine out status,
and climb data for the aircraft model. If the optional performance
function has not been activated, climb capability is set to the climb
gradient required by TSO C151b.
Pull Up Warning
Figure 9--9
If a pull--up maneuver is not sufficient for the aircraft to clear the terrain
directly along the flight path, the forward looking software generates a
unique Avoid Terrain Warning (see Figure 9--10) to notify the flightcrew
that, based on the operational status of the aircraft (performance
model), an alternate course of action (left or right turn) may be
necessary to avoid a CFIT situation.
The forward looking function generates four basic types of terrain alerts
and/or warnings.
The caution alerts and warnings have aural and visual annunciators
that are generated by TAWS. These annunciators are described in
detail in Section 11, TAWS and Reactive Windshear Annunciators.
Convergence Envelope
As the aircraft enters the approach sector (approximately 2.7 NM or
5 km from the runway threshold), the system begins to measure the
aircraft approach relative to an imaginary convergence envelope
extending from the runway threshold. The convergence envelope
defines the boundaries for a safe arrival at the runway threshold.
Forward looking alerts are suppressed as long as the calculations
indicate that the aircraft can converge (i.e., a safe non--CFIT approach
is predicted). If the calculation shows the aircraft will not converge
properly, the forward looking function is enabled and generates
appropriate alerts, should a CFIT potential exist.
Unlike the predictive alert modes which are active in all flight phases,
the reactive alert modes are only active during specific flight phases.
These reactive alert modes are sometimes referred to as GPWS
modes.
This mode monitors the radio altitude and vertical speed and generates
a reactive medium--term caution and a reactive short--term warning
when the current flight path is descending at an excessive rate.
This mode monitors the radio altitude, computed airspeed, landing gear
configuration, and landing flaps configuration and generates a reactive
medium--term caution and a reactive short--term warning when the
current flight path and the terrain are closing at an excessive rate.
NOTE: When the forward looking function is operative and all input
data consistency checks are satisfied, Mode 2 alerts are
suppressed. Mode 2 is automatically reactivated if any of the
consistency checks fail.
D Within the red envelope in Figure 9--14 for one second if the flaps
are not in a landing configuration and the flaps override is not set
(Mode 2A)
D Within the amber envelope in Figure 9--14 for one second if the
flaps are in a landing configuration or if the flaps override is set
(Mode 2B).
D Within the red envelope in Figure 9--14 for three seconds if the
flaps are not in a landing configuration and the flaps override is
not set (Mode 2A)
D Within the amber envelope in Figure 9--14 for three seconds if the
flaps are in a landing configuration or if the flaps override is set.
This mode monitors the radio altitude and aircraft altitude and
generates a caution alert when there is loss of altitude after takeoff or
a missed approach. The Dont Sink Caution is generated when the radio
altitude and the altitude loss is within the dont sink envelope described
in Figure 9--15. The altitude loss is the difference between the maximum
altitude reached during takeoff and the current altitude.
The Dont Sink Caution is reset as soon as the radio altitude and altitude
loss are detected outside the Mode 3 envelope or if the vertical speed
is positive for more than one second while the radio altitude and altitude
loss are still within the envelope. After being reset while the radio
altitude and altitude loss are still within the envelope, the Dont Sink
Caution is generated again if the vertical speed becomes negative for
more than one second.
D The angle between the selected runway heading and track angle is
greater than 90.
This mode monitors the radio altitude and bank angle, and generates
an aural annunciator (BANK ANGLE) when the aircraft bank angle
exceeds a bank angle limit defined with respect to radio altitude as
described in Table 9--2.
If the bank angle is within the excessive bank angle envelope (see
Figure 9--18), two BANK ANGLE messages are generated 0.75
seconds apart, then the Excessive Bank Angle envelope is shifted to
increase the bank angle thresholds by 20%. If the bank angle is inside
the new envelope, two more BANK ANGLE messages are generated
and the Excessive Bank Angle envelope is shifted by 40% from the
original. If the bank angle is inside the newer envelope, the BANK
ANGLE message is generated continuously until the bank angle is
decreased to outside of the original excessive bank angle envelope.
When the landing gear is down, the following decision height and
minimum descent altitude (MDA) callouts are generated (if selected by
operator). Each callout is delivered once and then the callout process
is reactivated only when the radio altitude is greater than 1,080 ft.
If the selected DH is less than 10 ft or more than 800 ft, all decision
height callouts are inhibited.
TAWS CONTROLS
The TAWS controls can be mounted on a single control panel or they
can be discrete switches individually mounted at a convenient location
in the cockpit. There may be one or two TAWS control panels in the
cockpit, depending on the TAWS display capability. The TAWS controls
may be part of an EFIS menu, depending on the aircraft installation.
D Terrain Inhibit -- The terrain inhibit control inhibits the terrain display
and forward looking functions.
D Self Test -- The self test control initiates a self--test of TAWS that
includes generating a test pattern of the terrain display features. The
TAWS self--test is described in detail later in this section.
D Flap Override Switch -- The flap override switch overrides the flaps
setting that TAWS senses. This suppresses the TOO LOW FLAPS
caution generated by reactive Mode 4, selects the Mode 2B
envelope, and satisfies the flap requirement for the convergence
envelope.
D Lamp Test -- The lamp test switch typically tests all of the cockpit
caution and warning annunciator lamps.
TAWS DISPLAYS
The forward looking function generates terrain patterns that are
displayed on a weather radar display, an EFIS display, or another
compatible display within the flightcrews forward field of view. The
terrain information is displayed in a heading up or track up
orientation depending on aircraft configuration. The range is selectable
in 5 NM increments up to 320 NM (depending on the range selector for
the display). Terrain information is available during all phases of flight,
although in most installations it shares a display with the weather radar
and the TERR/WXR switch is used to toggle the display between
weather information and terrain information. If a terrain or obstacle alert
is generated and the display is selected to WXR, the terrain or obstacle
information automatically pops--up on the display (as long as no
higher priority windshear alert is active).
NOTE: Terrain cells that dont have a high quality indicator are
considered invalid and are displayed in magenta. If the
forward looking function has to extract an invalid terrain cell,
the forward looking function is deactivated and the TERR
INOP annunciator is lit.
Table 10--2 describes the terrain display patterns when the aircraft is in
the vicinity of the airport.
Obstacle Elevation
Obstacle Color Dot Density
(typical values)
NOTE: The terrain advisory line is drawn at the point where the
aircraft is expected to be at the time a caution alert will be
generated.
Pull Up Warning
Figure 10--6
In Figure 10--7, TAWS has detected a Terrain Warning in which the Pull
Up maneuver will not allow for a safe clearance with terrain, and the
crew has to immediately initiate an appropriate vertical and/or turning
escape maneuver in order to avoid a CFIT accident. The potentially
hazardous terrain are in front of the aircraft is highlighted with a red and
black cross hatch pattern. A red TERR message is generated, shown
at the top left of this example (see Figure 10--7).
This function allows the pilot to identify high and low areas of terrain. It
is very useful during emergencies and improves situational awareness.
It also provides a numeric indication of the highest and lowest terrain
of interest on the display.
NOTE: When over flying areas of flat or nearly flat terrain, dividing the
terrain into three Eleview slices may not result in a consistent
and meaningful display and a reduced number of Eleview
slices will be used.
D When the rounded max equals the rounded min, only maximum
is displayed
Windshear
D Inertial ground speed
D Airspeed
D Vertical speed
D Inertial accelerations
D Attitude data (pitch and roll)
D Left and right angles of attack
D Slats position data
D Flaps position data
D Radio altitude
ABNORMAL PROCEDURES
Under certain circumstances, the flightcrew may want to deactivate
some of the TAWS functions. This is described in the following
paragraphs.
CAUTION
THE FLIGHTCREW MUST EXERCISE EXTREME CAUTION IN
DETERMINING WHETHER OR NOT A FUNCTION OF THE TAWS
SYSTEM SHOULD BE MANUALLY DEACTIVATED.
EMERGENCY PROCEDURES
D Gear Up Landing -- If the aircraft must be landed with the gear
retracted, push the GEAR OVERRIDE switch to inhibit alerts that
would be generated by the improper landing configuration.
D Ditching or Landing Off Airports -- If the aircraft must be ditched
or landed away from an airport, push the TERR INHIBIT switch to
inhibit the CPA mode and any alerts that would be generated by the
terrain incursion.
NOTE: On installations without gear override, it may be necessary to
pull the TAWS circuit breaker to prevent alerts during gear--up
landing or ditching.
TAWS SELF--TEST
The TAWS self--test is initiated by pushing the TEST button on the
TAWS control panel or through the onboard maintenance system
(OMS) or central maintenance computer (CMC). The TAWS self--test
also tests the reactive windshear system (if activated) and the internal
GPS module (if installed).
When the TAWS self--test starts, the system announces one of the
following over the speaker system:
D TERRAIN AWARENESS TEST START
D TERRAIN AWARENESS AND WINDSHEAR TEST START
(if windshear is activated).
Also, the TAWS test pattern is displayed on the TAWS display (see
Figure 10--14).
D All visual annunciators turn on for 1.5 seconds, off for 1.5 seconds,
and then back on.
D Terrain database
D Internal parameters
If any part of the TAWS self--test fails, the system announces which
test(s) failed over the speaker system and then announces one of the
following:
Table 10--4 lists the possible self--test failures and the associated aural
annunciator.
To exit the Maintenance Pages, push and hold the TAWS TEST button
for 4 seconds or longer.
Two button
Single button pushes within Single button
push within one 3--second push is held
one 3--second period active for > 3
TAWS/RWS/GPS period (Aurals seconds
Self Test (Standard Self Extended Self (Maintenance
Operations Test) Test) Report)
Standard Self
YES YES YES
Test
Active Fault
YES YES
Annunciation
Past Fault
YES
Annunciation
YES if
Maintenance additional
YES
Pages button push >=
3 seconds
TYPES OF ANNUNCIATORS
Various aural alerts and visual annunciators are generated by TAWS to
advise the pilot of system status, caution, and warning conditions.
Aural Alerts
Aural alerts can be generated by T2CAS for any of the cautions or
warnings generated by TAWS and reactive windshear functions. The
specific messages are selectable from a list of several options through
the aircraft configuration data (ACD) settings. Also, T2CAS can be
configured to play the voices in either a male voice or a female voice.
Table 11--1 lists the selectable aural alerts.
Table 11--2 lists the TAWS and reactive windshear selectable aural
alerts.
Visual Alerts
The visual alerts generated by T2CAS can be configured for specific
aircraft applications to drive various visual flight deck annunciators.
T2CAS can either drive annunciator lights directly, or it can send control
information to the aircraft engine information and crew alerting system
(EICAS), PFD, or MFD to display the annunciators on the appropriate
display location.
Table 11--3 lists the typical TAWS and reactive windshear annunciators.
Windshear Detection
Figure 12--1
BLW below
TERMS DEFINITION
ECAM electronic centralized aircraft monitor
EFIS electronic flight instrument system
EICAS engine information and crew alerting system
EIS electronic instrument system
EWD engine warning display
G/S glideslope
GA go--around
GCAM ground collision avoidance module
GDOP geometric dilution of precision
GLS GPS landing system
GPS global positioning system
GPWS ground proximity warning system
kts knots
TERMS DEFINITION
LRU line replaceable unit
N normal
ND navigation display
NM nautical mile(s)
RA resolution advisory
RA FAIL resolution advisory failure
RAIM receiver autonomous integrity monitoring
RMS radio management system
RPTG reporting
RTCA radio technical commission for aeronautics
RVSM reduced vertical separation minimums
TERMS DEFINITION
RWS reactive windshear system
XPNDR transponder
Appendix A
Frequently Asked Questions
Yes, this is possible! The following text explains how low radio
altitude RAs are flown.
CASE 1:
At radio altitudes less than 1,450 ft AGL, all increase descent RAs
are inhibited. That is, RAs requiring descents of 2,500 fpm or more
are inhibited. Below this radio altitude threshold, the maximum
descent rate TCAS may require is 1,500 fpm. If following an
increase descent RA which was initiated at a higher altitude, the RA
will most likely soften to a descend RA requiring a descent of only
1,500 fpm as the aircraft passes below 1,450 ft AGL. Other RAs are
possible depending on the geometry of the encounter.
CASE 2:
CASE 3:
Yes. When the flight plan is filed, the aircraft type and equipment
should be indicated on the ICAO flight plan in Block 18 Comments
or other appropriate blocks.
T / B757 / A
T / IL62M / U
Each TCAS equipped aircraft issues its own RA. The aircraft to first
initiate the RA is considered the controlling TCAS for that RA. If both
aircraft issue RAs simultaneously, the aircraft with the numerically
lower Mode--S address is the controlling TCAS.
4. What is the maximum tracking range and what are the criteria for
display?
This does not occur in most aircraft with an ACSS system that
employs dual directional or top directional/bottom omni TCAS
antennas. ACSSs TCAS is able to operate solely from the top
antenna with no degradation. The bank angle of the aircraft is not
usually a problem with the ACSS TCAS.
6. What is the approximate size of the caution area for: a) two jet
aircraft and; b) a jet aircraft and a typical light aircraft?
The caution area and the warning area are defined entirely by time,
not distance. The time boundaries change with altitude and
therefore, a single value can not be given. The boundary for a TA is
20 to 48 seconds; for an RA, it is 15 to 35 seconds. The sensitivity
level (SL) determines the time boundary used at any given altitude.
(Refer to Table 5--1.)
For two, typical, jet transport category aircraft, flying at 8,230 meters
(FL 270), the alarm time for an RA is 35 seconds (SL 7). If they are
on a direct collision course, and if each is flying at 500 kts, the aircraft
will be approximately 9.8 NM apart when the RA is issued.
For a typical jet transport category aircraft and a typical light aircraft
flying at 6,560 ft, the alarm time for an RA is 25 seconds (SL 5). If
the jet aircraft is flying at 200 kts, and the light aircraft is flying at 120
kts, the aircraft will be approximately 2.2 NM apart when the RA is
issued.
The pitch change required is very precise and the pilot must be
smooth in applying the corrective vector. The basic premise is that
the 2 to 5 pitch changes required for an RA should occur over a
3 to 5 second interval and should typically require only a 0.25 g
maneuver.
8. Why should an aircraft that is flying straight and level receive more
RAs than a climbing aircraft?
There are several possibilities. One is that there are simply more
aircraft flying near your altitude than near the climb corridor. Another
is that ATC must clear a larger area to establish a climb corridor. It
is also true that at lower altitudes there is more VFR traffic than at
higher altitudes.
The altitude and performance limits of the aircraft are known by the
TCAS system and are used in its logic. These limits are based on
the certified altitude envelope and on the aircrafts performance in
various configurations. They are hard--wired into the installation as
part of the certification of the system for each aircraft type.
Therefore, an increase climb RA is not commanded for your aircraft
in the landing configuration if it is not able to perform the maneuver
in that configuration. Instead, the RA might be either MONITOR
VERTICAL SPEED (to maintain current altitude) or DESCEND,
CROSSING DESCEND. If both aircraft involved in the RA are
TCAS equipped, the coordination between TCAS systems will give
appropriate maneuvers for both aircraft. The aircraft performance
requirements for certification of TCAS installations are contained in
FAA Advisory Circular AC 20--131A.
10. In the event the intruders track or altitude information is lost during
an RA, the RA will terminate without a CLEAR OF CONFLICT
announcement. What action should the pilot take?
D The ACSS VSI/TRA uses blue or cyan for other and proximate
traffic. Some manufacturers use white.
Appendix B
Supplemental Information for TCAS
Change 7
INTRODUCTION
This Appendix provides answers to the question, Why doesnt my
TCAS display show all of the aircraft all of the time? A flightcrew
member might be aware of aircraft traffic from cockpit radio
communications, visual sighting, or information from ground ATC
controllers. TCAS might be tracking intruder traffic, and legitimately not
displaying this information or TCAS might not be tracking intruder traffic
because of radar tracking limitations. Various reasons for not tracking
or displaying intruder traffic on the TCAS display are discussed below
so operators will be more aware of the limitations of the TCAS system.
DETAILED EXPLANATION
Antenna Patterning
Some aircraft have been found that indicate in transponder replies they
are on the ground when in fact they are actually flying at altitude. Some
of these aircraft intermittently indicate they are on the ground and some
indicate continually they are on the ground. TCAS does not track any
Mode S aircraft are indicating that they are on the ground in their
transponder replies, and consequently these aircraft will not be
displayed no matter how close they come to own aircraft. While only
small numbers of these aircraft have been seen in the environment,
they do exist and flightcrews should be aware of this and should
continue visual surveillance at all times per normal flight
rules/procedures.
Interference Limiting
TCAS reduces its surveillance volume due to the number of TCAS
aircraft in the environment. This is to prevent interference with ATC
ground stations from exceeding 1% maximum, and to prevent
transponder unavailability (due to TCAS interrogations) to less than 1%
maximum. The total amount of power available for surveillance when
in interference limiting and also when not in interference limiting has
been further reduced in Change 7 over that available in Change 6.04a
logic per RTCA DO--185a. Required Change 7 surveillance logic further
reduces TCAS available RF power when own aircraft is near the ground
(below 2000 ft AGL), and severely reduces power when own aircraft is
on the ground. When near or on the ground the total number of TCAS
units detected on the ground as well as within 30 NM is used to reduce
RF surveillance power. When airborne, the total number of airborne
TCAS aircraft, and the distribution of airborne TCAS within 30 NM and
within 6 NM is used to cause the required interference limiting
algorithms of TCAS to reduce its surveillance volume. The surveillance
volume of TCAS is reduced by restricting the amount of total RF power
that TCAS can use in any given scan, and by reducing the sensitivity
of the TCAS receivers. Mode S tracking in reduced surveillance, where
Mode S intruders more than 3 NM away or beyond 60 seconds to the
closest point of approach, is used in Change 7 as specified in DO--185a
to mitigate the loss of longer range targets that would occur without this
or some type of more efficient use of TCAS--permitted total radiated
power. Reduced surveillance Mode S intruders are interrogated only
once every 5 seconds, and are interrogated after normal surveillance,
acquisition of new intruder aircraft, and ATCRBS interrogations have
taken place, if there is remaining RF power left to interrogate reduced
surveillance intruders. The bottom line here is that TCAS will track
whatever it can within the restrictions of interference limiting and if there
is not enough power to go around, the longer range reduced
surveillance aircraft will be the first to be dropped from the display, as
required by the industry standards of DO--185a. Some amount of
interference limiting will occur in Change 7 TCAS when two or more
TCAS aircraft are detected within 6 NM.
Aircraft that are furthest in range or are not considered as a threat (such
as other or proximate traffic, particularly when traffic is at longer
ranges) are dropped from the display due to interference limiting.
Maximum interference limiting usually occurs at lower altitudes near
congested airspace, where RA and TA warning times for short ranges
to intruder traffic is usually sufficient because of the lower velocities and
low closure rates of traffic. Longer range traffic, or even short range
traffic that is sufficiently separated in altitude from the host aircraft so
as not to cause a TA or RA to occur, can be expected to suddenly
disappear from the display as a result of interference limiting. Dropped
display traffic often reappears, sometimes one or two aircraft at a time.
The function of interference limiting is an RTCA DO--185A, Minimum
Operational Performance Requirement, and as such is required of all
manufacturers of TCAS II equipment.
Multipath
SUMMARY
There are many reasons why aircraft do not show up on the TCAS
display, and as a result flightcrews should maintain proper visual see
and avoid techniques even though the TCAS display is providing some
amount of situational awareness. The TCAS function in T2CAS has
been tested in the Los Angeles high density environment, and has been
proven to meet FAA and industry standards for TCAS surveillance.
These standards require a greater than 95% track probability within
5 NM range for ATCRBS intruders and within 10 NM for Mode S
intruders. The results of the T2CAS surveillance analysis are 99.5%
track probability for ATCRBS intruders, and 100% for Mode S intruders.
These results are average values where track coasting times are used
in computing track probabilities. For any particular intruder there exists
a possibility the items discussed above can cause a particular intruder
at any particular moment to not be tracked.
Appendix C
Glossary
Advisory
An aural or visual message issued by TCAS to the pilot that contains
information relevant to collision avoidance.
Alert
An indicator, either aural or visual, that quickly provides information to
the flightcrew about an abnormal situation. Alert is a generic term for
any event--triggered indication to the pilot, including advisories,
cautions, and warnings.
Caution Area
A volume of airspace that begins 20 to 48 seconds before the time an
intruder aircraft is predicted to enter the TCAS aircrafts collision area.
(Refer to Figure 2--2.) TCAS provides TAs to facilitate visual acquisition
of other aircraft entering this airspace.
Collision Area
A volume of three--dimensional airspace surrounding a TCAS--
equipped aircraft, that varies in size based upon the closure rate of an
intruder aircraft with the TCAS--equipped aircraft. TCAS is designed to
provide RAs to avoid other aircraft that might enter this airspace.
Decision Height
Intruder
The lowest altitude, expressed in feet above mean sea level, to which
descent is authorized on final approach or during circle--to--land
maneuvering in execution of a standard instrument approach
procedure, where no electronic glideslope is provided.
Missed Approach
Mode--A
Mode--C
A type of ATCRBS transmission that has the capability of replying with
aircraft altitude when interrogated. Mode--C replies without altitude
information are possible when the altitude encoding system
malfunctions, is disabled, or is absent. A Mode--C reply does not
contain the aircraft identity code (4096 code); only the altitude data is
transmitted.
Mode--S
A type of secondary surveillance radar transmission that permits direct
interrogation of the transponder from the ground or from the air. Each
Mode--S Transponder equipped aircraft has a unique ICAO registered
address by which the transponder may be selectively interrogated. The
mode also supports limited, two--way data communication between the
aircraft and the interrogating station.
Nuisance Alert
An inappropriate alert received during normal safe procedures.
Other Traffic
Any transponder--replying aircraft within the selected display range that
is not classified as either proximate traffic or as an intruder requiring a
TA or an RA is displayed as other traffic.
Proximate Traffic
Any transponder--replying aircraft within the horizontal range capability
of the display, and within 1,200 ft vertically of the TCAS aircraft is
displayed as proximate traffic. This traffic is displayed in conjunction
with a TA or an RA when the TRAFFIC switch is set to AUTO, or at all
times when the TRAFFIC switch is set to ON.
TCAS 2000
A specific product of ACSS that meets and exceeds the requirements
of the United States Federal Aviation Administrations TCAS II
specification.
TCAS II
A) A United States Federal Aviation Administration developed Traffic
Alert and Collision Avoidance System designed to reduce the
number of mid--air collisions. The II designates a system that is
capable of providing RAs in the vertical plane. This system
interrogates and receives replies from airborne radar beacon
transponders, computes the tracks of those aircraft, determines if
any of the tracks will pose a threat to the TCAS II aircraft, and issues
TAs and RAs to the flightcrew. All FAA TCAS II systems are
presently required to meet Change 6.04a and are upgradable to
Change 7.0.
Warning Area
An area of three--dimensional airspace that begins 15 to 35 seconds
prior to the time the intruder is predicted to enter the TCAS aircrafts
collision area.
Weakening Advisory
The ADJUST VERTICAL SPEED, ADJUST advisory is provided to
the pilot to facilitate reduction of the clearance deviation, minimize
disruption of ATC and reduce altitude excursions.
Appendix D
Electronic Flight Instrument
Displays for TCAS
BOEING DISPLAYS
ID--8000312
ID--8000313
ID--8000314
ID--8000315
ID--8000316
ID--8000317
ID--8000318
GRH
0835.4 Z
6.3 NM
ID--8000319
AIRBUS DISPLAYS
ID--8000320
ID--8000321
ID--8000322
ID--8000323
ID--8000324
ID--8000325
ID--8000326
ID--8000327
ID--8000328
ID--8000329
ID--8000330
ID--8000331
ID--8000332
ID--8000333
ID--8000334
ID--8000335
ID--8000336
TCAS STBY
ID--8000338
MD-- 11 DISPLAYS
ID--8000339
ID--8000340
ID--8000341
Appendix E
Bibliography
AC 20--131A Airworthiness and Operational Approval
of Traffic Alert and Collision Avoidance
Systems (TCAS II) and Mode--S
Transponders, United States Federal
Aviation Administration.
Appendix F
Airbus--Specific Applications
NO ALTITUDE CALLOUTS
For Airbus configurations, T2CAS does not generate altitude
callouts. It is done by failure warning systems ( FWS ).
WIND EFFECTS
With a tailwind, the climb rate of the aircraft does not change.
However, the ground speed increases, thus reducing the climb
gradient. This function compensates for this effect by factoring in
the reduced climb performance in forward looking terrain clearance
computations.
The Mode 4 (4A and 4B) is inhibited in APPR phase if both flaps and
gear are in landing configuration OR in TO Phase (any
configuration).
Mode 4 (4a and 4b) will be inhibited if all of the following are true:
D The flaps are in the landing configuration.
D The gears are in the landing configuration.
D The radio altitude is lower than 500 ft (had been 250 ft).
D The Mode 4 (4a and 4b) stops being inhibited only if the radio
altitude is greater than 500 ft.
D Gear and flaps speed levels are pre--selected.
The figure below does not show the exact colors that appear during
an alerting condition. Terrain background coloration is computed by
comparing terrain elevation with a reference altitude.
The reference altitude is the current A/C altitude while in level flight
or during a climb. In descent, in order to provide some anticipated
situational awareness, the reference altitude is projected 30s ahead
on the FPA, then extended horizontally as shown below. (See Figure
F--5.)
Background Computation
Figure F--5
Terrain within 400 ft of the nearest airport is not shown (at maximum
distance of 15 NM from nearest runway).
Table F--2 lists the colors applicable to terrain elevation and terrain
alerts.
OMS
Self--Test
Input
Activation Flight Deck Self--Test Discrete Activation
Select Single
START button Two button
TEST from push within pushes Single button
the OMS one within one push is held
TAWS/ TAWS Test 3--second 3--second active for >
RWS/GPS Setup Page period period 3 seconds
Self--Test (Standard (Standard (Extended (Maintenance
Operations Self--Test) Self--Test) Self--Test) Report)
- TERR FAULT
Self--Test Pattern
Figure F--11
Appendix G
Color Schemes
Terrain Elevation
(typical values) Terrain Color Dot Density
Terrain Elevation
(typical values) Terrain Color Dot Density
Index
A B
Bibliography, E--1
Abbreviations, 13-1
Abnormal procedures, 10-25
C
Acronyms, 13-1
Airbus applications, F--1 Cautions
maintenance interface to the dont sink, 9-28
OMC, F--11 too low flaps, 9-30
premature descent alert, F--8 too low gear, 9-30
self--test aurals, F--15 too low terrain, 9-30
terrain alerts display, F--9 bank angle limits, 9-34
terrain hazard display, F--7 clearance sensor, 9-14
Annunciations envelope boundaries, 9-15
TAWS Self--test Annunciations, excessive descent, 9-32
10-31 excessive descent rate, 9-23
TAWS Self--test Annunciations excessive terrain closure rate,
with Windshear, Windshear, 9-26
10-32 glideslope, 9-32
Annunciators, 4-1, 4-2 pilot reactions, 9-8
failure annunciators, 4-3 sink rate, 9-24
mode annunciators, 4-1 terrain alert, 9-20
self--test annunciators, 4-6 terrain envelope, 9-18
windshear visual annunciators, Cold weather operations, 9-39
11-5 Color Schemes, G--1
Aural alerts, 11-1 Controls and displays, 3-1, 3-2
pilot reactions, 9-8 aural messages, 3-18
Aural messages, 3-18 display, 3-7
clear of conflict, 3-21 example of VSI/TRA with traffic
corrective resolution advisories, displayed, 3-17
3-19 resolution advisory vertical speed
corrective, weakening or guidance, 3-13
restrictive advisories, 3-21 traffic display symbols, 3-14
increased strength or reversed Corrective resolution advisories, 7-4
corrective advisories, 3-20 response to a climb RA, 7-4
preventive or weakening response to a corrective reduce
advisory, 3-18 climb RA, 7-8
resolution advisories, 3-18 response to a corrective reduce
traffic advisory, 3-18 descent RA, 7-9
windshear selectable aural alerts, response to a crossing climb RA,
11-4 7-6
Index (cont)
response to a crossing descend F
RA, 7-7
response to a descend RA, 7-5 Flight crew response
cockpit resource management,
6-6
expected flightcrew response,
D 6-5
pilot responsibilities, 6-1
Flightcrew response, 6-1, 6-2
Description, 1-1
Frequently asked questions, A--1
global positioning system, 1-5
reactive windshear system, 1-5
terrain awareness warning
system, 1-4
G
traffic alert and collision
Glossary, C--1
avoidance system, 1-2
advisory, C--1
Display, 3-7
alert, C--1
modified weather indicator, 3-12
ATCRBS (air traffic control radar
primary flight and navigation
beacon system), C--1
displays, 3-10
caution area, C--1
VSI/TRA display, 3-7
CFIT (controlled flight into
Displays, D--1
terrain), C--1
Boeing displays, D--1
collision area, C--1
MD--11 displays, D--15
decision height, C--2
intruder, C--2
minimum decent altitude, C--2
missed approach, C--2
E mode--A, C--2
mode--C, C--3
Eleview display, Terrain eleview mode--S, C--3
display, 10-20 nuisance alert, C--4
Emergency procedures, 10-26 other traffic, C--4
Example of VSI/TRA with traffic PDA, C--4
displayed, 3-17 proximate traffic, C--4
no bearing intruder, 3-18 resolution advisory (RA), C--4
other traffic, 3-17 TCAS 2000, C--5
proximate traffic, 3-17 TCAS II, C--5
resolution advisory, 3-17 traffic advisory (TA), C--5
traffic advisory, 3-17 warning area, C--5
Index (cont)
weakening advisory, C--5 mode annunciators, 8-1
non--normal operations, 8-2
normal operations, 8-1
I
Introduction, 1-1, 1-2 P
description, 1-1
purpose, 1-1 Pilot reactions to TAWS alerts, 9-8
Pilot responsibilities, 6-1
prioritization of actions, 6-3
resolution advisories, 6-2
L
traffic advisories, 6-1
Premature descent alert, F--8
Logic parameters, 5-1, 5-2
alarm time, 5-4
example calculations, 5-4
protected area, 5-4
R
sensitivity level, 5-3
Reactive windshear, 12-1
vertical threshold, 5-4
Reversal resolution advisories, 7-12
response to a climb now RA,
7-12
O response to a descend now RA,
7-13
Operating mode requirements,
10-22
Operating modes, GPWS, 9-23 S
mode 1 -- excessive descent rate,
9-23 Strengthening advisories, 7-10
mode 2 -- excessive terrain response to an increase climb
closure rate, 9-26 RA, 7-10
mode 3 -- loss of altitude after response to an increase descent
takeoff, 9-28 RA, 7-11
mode 4 -- unsafe terrain System concepts, 2-1, 2-2
clearance not in landing mode,
9-30
mode 5 -- excessive descent T
below glideslope, 9-32
mode 6 -- excessive bank angle TA and RA responses, 7-1, 7-2
and altitude callouts, 9-34 clear of conflict advisory, 7-17
Operating procedures, 8-1, 8-2 corrective resolution advisories,
communication and coordination 7-4
with ATC, 8-1 resolution advisories, 7-2
operations, 8-1 response to a preventive RA, 7-3
Operations, 8-1 reversal resolution advisories,
equipment failures, 8-5 7-12
failure annunciators, 8-3 strengthening advisories, 7-10
Index (cont)
traffic advisories, 7-1 pull up warning, 9-24
weakening or restrictive pull up warning alert, 9-19, 9-20
advisories, 7-14 aircraft altitude, 9-13
TAL, constraints, 9-9 aircraft climb rate model, 9-19
TAWS constraints, 9-9 airport database, 9-13
TAWS controls, 10-1 approaches, 9-22
TAWS annunciators, 10-2 avoid clearance sensor, 9-16
TAWS displays, 10-4 avoid terrain warning alert, 9-21
obstacle caution and warning, bank angle, 9-34
10-16 caution clearance sensor, 9-16
terrain advisory line, 10-10 convergence envelope, 9-22
terrain alert and warning, 10-12 decision height callouts, 9-38
terrain display, 10-4 glideslope caution, 9-32
terrain display color schemes, GPWS modes of operation, 9-23
G--1 mode 1 -- excessive descent
terrain display patterns, 10-5 rate, 9-23
terrain elevation, 10-7 mode 2 -- excessive terrain
terrain eleview display, 10-20 closure rate, 9-26
terrain hazard display, 10-18 mode 3 -- loss of altitude after
TAWS extended self--test, 10-32 takeoff or go around, 9-28
TAWS self--test, 10-27 mode 4 -- unsafe terrain
TAWS Self--test Annunciations, clearance not in landing
10-31 mode, 9-30
TAWS system components, 9-2 mode 5 -- excessive descent
aircraft interfaces to the GCAM, below glideslope, 9-32
9-3 mode 6 -- excessive bank
aircraft personality module, 9-6 angle and altitude callouts,
collision prediction and alerting, 9-34
9-4 minimum descent altitude
aircraft flight path prediction, callouts, 9-38
9-4 obstacle database, 9-13
terrain environment predictive warnings, 9-10
determination, 9-4 reactive warnings, 9-10
control panel, 9-7 reactive windshear system, 9-38
GPS receiver, 9-6 resolution of the terrain database,
ground collision avoidance 9-12
module, 9-1, 9-3 sink rate caution, 9-24
obstacle collision prediction and terrain avoid envelope, 9-18
alerting, obstacle environment terrain caution alert, 9-20
determination, 9-5 terrain caution alerts and
terrain display, 9-7 warnings, 9-19
TAWS system description, 9-1 terrain caution envelope, 9-18
TAWS theory and description, 9-8 terrain database, 9-10
avoid terrain warning alert, 9-20 terrain warning envelope, 9-18
dont sink caution, 9-28 warning clearance sensor, 9-16
Index (cont)
TAWS+ displays, terrain elevation, V
G--1
TCAS advisories, 2-11 Visual alerts, 11-4
resolution advisories, 2-12
traffic advisories, 2-12
TCAS system description
general cautions, 2-5 W
general information, 2-1
other transponder systems, 2-4 Warnings, 9-10
system capabilities, 2-2 pull--up, 9-20, 9-24, 9-26
system theory, 2-8 avoid sensor, 9-14
TCAS advisories, 2-11 avoid terrain, 9-21
TCAS design and integration, 2-3 clearance sensor, 9-14
TCAS II, 2-3 envelope boundaries, 9-15
TCAS system components, 2-6 excessive descent rate, 9-23
Terrain advisory line display, 10-10 excessive terrain closure rate,
Terrain alerts display, F--9 9-26
Terrain database, 9-10 pilot reactions, 9-8
Terrain hazard display, F--7 predictive, 9-10
Terrain information display, 10-4 reactive, 9-10
Traffic advisories, 7-1 terrain envelope, 9-18
response to a traffic advisory, 7-1 Weakening or restrictive advisories,
Traffic display symbols, 3-14 7-14
data tags, 3-15 adjust climb or descent rate RA,
no bearing advisories, 3-16 7-14
off scale traffic advisories, 3-16 corrective altitude crossing,
open or hollow blue diamond, maintain rate RA, 7-16
3-15 corrective non--crossing, maintain
solid amber circle, 3-14 rate RA, 7-15
solid blue diamond, 3-14 Windshear visual annunciators,
solid red square, 3-14 11-5