TCAS II V7.1 Intro booklet

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in 2003. To guarantee the effectiveness of this mandate, ICAO has also mandated the carriage and use of pressure altitude reporting transponders, which are a prerequisite for the generation of RAs. After the mid-air collision between a German Air Force Tupolev 154 and a U.S. Air Force C-141 transport aircraft, off Namibia in September 1997, urgent consideration was given to the need to equip military transport aircraft with TCAS. Several countries, including the U.S., initiated programs to equip tanker, transport and cargo aircraft within their military fleets with TCAS II Version 7.0. In the U.S. effective Jan 1, 2005, for those aircraft required to carry TCAS II, Version 7.0 must be installed in all new installations. For installations of TCAS II made prior to Jan 1, 2005 under certain conditions, Version 6.04a can continue to be used. RVSM Considerations With the creation of Reduced Vertical Separation Minimum (RVSM) airspace, a minimum requirement for TCAS equipage was established. Specifically, in order to operate an aircraft with TCAS II in RVSM airspace, it must meet TSO-C119b (Version 7.0) or a later version. In the US, operations outside RVSM airspace with TCAS II can be conducted using Version 6.04a. Standards and Guidance Material The data obtained from FAA and industry sponsored studies, simulations, flight tests, and operational evaluations have enabled RTCA to publish the MOPS for TCAS II. The current version of the MOPS, DO- 185B, describes the standards, requirements, and test procedures for TCAS Version 7.1. EUROCAE ED-143 is the equivalent document for ACAS II. RTCA has also published MOPS for TCAS I, DO-197A, which defines the requirements and test procedures for TCAS I equipment intended for use on airline aircraft operated in revenue service. The FAA has issued Technical Standard Order (TSO) C118a that defines the requirements for the approval of TCAS I equipment. A draft Advisory Circular outlining the certification requirements and the requirements for obtaining operational approval of the system has been prepared and is being used by the FAA’s Aircraft Certification Offices (ACO) as the basis for approving TCAS I installations and operation. For TCAS II, TSO C119c and Advisory Circular 20-151A have been published for use by FAA airworthiness authorities in certifying the installation of TCAS II on various classes of aircraft. Advisory Circular 120-55C defines the procedures for obtaining air carrier operational approval for the use of TCAS II. While FAA developed these documents, they have been used throughout the world by civil aviation authorities to approve the installation and use of TCAS, or as the basis for development of State-specific requirements and guidance. ICAO Standards and Recommended Practices (SARPs) and Guidance Material for ACAS I and ACAS II have been published in Annex 10. The procedures for use of ACAS have been published in PANS- OPS Document 8168 and guidance to air traffic controllers, along with the phraseology for reporting TCAS RAs have been published in PANS-ATM, Document 4444. These documents provide international standardization for collision avoidance systems. For the avionics, the Airlines Electronic Engineering Committee (AEEC) has published ARINC Characteristic 735A that defines the form, fit, and function of TCAS II units. The AEEC has also published ARINC Characteristic 718B for the Mode S transponder. Note: A Mode S transponder is required as part of a TCAS II installation. 10
TCAS II Components A block diagram of TCAS II is shown in Figure 1. A TCAS II installation consists of the following major components. DIRECTIONAL ANTENNA (TOP) RADAR ALTITUDE & DISCRETE INPUTS PRESSURE ALTITUDE determination and selection, and generation of advisories. The TCAS Processor uses pressure altitude, radar altitude, and discrete aircraft status inputs from own aircraft to control the collision avoidance logic parameters that determine the protection volume around the TCAS. If a tracked aircraft selects an avoidance maneuver aircraft that will provide adequate vertical miss distance from the intruder while generally minimizing the perturbations to the existing flight path. If the threat aircraft is also equipped with TCAS II, the avoidance maneuver will be coordinated with the threat aircraft. BOTTOM OMNI ANTENNA (Optional Directional Antenna) TCAS COMPUTER UNIT RA Display AURAL ANNUNCIATION MODE S TRANSPONDER RA Display MODE S/TCAS CONTROL PANEL Mode S Transponder A Mode S transponder is required to be installed and operational for TCAS II to be operational. If the Mode S transponder fails, the TCAS Performance Monitor will detect this failure and automatically place TCAS into Standby. The Mode S transponder performs the normal functions to support the ground-based ATC system and can work with either an ATCRBS or a Mode S ground sensor. The Mode S transponder is also used to provide air-to-air data exchange between TCAS-equipped aircraft so that coordinated, complementary RAs can be issued when required. Mode S/TCAS Control Panel TA Display Figure 1. TCAS II Block Diagram TCAS Computer Unit The TCAS Computer Unit, or TCAS Processor performs airspace surveillance, intruder tracking, own aircraft altitude tracking, threat detection, RA maneuver A single control panel is provided to allow the flight crew to select and control all TCAS equipment including the TCAS Processor, the Mode S transponder, and in some cases, the TCAS displays. A typical control panel provides four (4) basic control positions: Stand-by: Power is applied to the TCAS Processor and the Mode S transponder, but TCAS does not issue any interrogations and the transponder will reply to only discrete interrogations. The transponder still transmits squitters. Note: If the aircraft is on the ground and 11
Page 2 and 3: Preface This booklet provides the b
Page 4 and 5: TCAS/TCAS Coordination.............
Page 6 and 7: One of the most important collision
Page 8 and 9: Operational Performance Standards (
Page 12 and 13: transmitting extended squitters, it
Page 14 and 15: status of traffic can be derived by
Page 16 and 17: SPEED ALT L-NAV AP1 A/THR 360 FL 31
Page 18 and 19: Aircraft that are not equipped with
Page 20 and 21: Interference Limiting Interference
Page 22 and 23: Collision Avoidance Concepts Airbor
Page 24 and 25: 14 12 Range, Nautical Miles 10 8 6
Page 26 and 27: Protected Volume A protected volume
Page 28 and 29: The CAS tracker also uses the diffe
Page 30 and 31: T CAS RA ”Cl i mb” i s s u e d
Page 32 and 33: RA Type Positive (Corrective) Posit
Page 34 and 35: there will be sufficient horizontal
Page 36 and 37: alert. TCAS aural annunciations wil
Page 38 and 39: also responding to a TCAS RA, do no
Page 40 and 41: Table 6. Recommended Phraseology fo
Page 42 and 43: environment. When the inclusion of
Page 44 and 45: Version 7.0. While unnecessary devi
Page 46 and 47: Summary TCAS II is a last resort ai
Page 48 and 49: KIAS LCD LED MDF MHz MOPS MTL NAS N
Page 50: TRANSPONDER, MODE C: ATC transponde

TCAS II V7.1 Intro booklet

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