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ACAS Overview Jan09
ACAS Overview Jan09
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©2009 The European Organisation for the Safety of Air Navigation (EUROCONTROL). This document is
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this presentation.
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Version 1.4 – 7 January 2009
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TCAS
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ACAS II principles
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Situation in the world
z Europe:
z The carriage of ACAS II has been mandatory from 1-1-2005 for all civilian
turbine-engined aircraft carrying more than 19 passengers or with the maximum
take-off mass more than 5700 kg
z USA:
z TCAS II has been mandatory in US airspace since 1994, for all civilian turbine-
engined aircraft carrying more than 30 passengers
z Three manufacturers (Rockwell-Collins, ACSS, Honeywell)
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Equipment description
MODE S
TCAS DIRECTIONAL ANTENNA
ANTENNA
AURAL
ANNUNCIATION
COORDINATION
& INHIBITION
EFIS or TCAS DISPLAY
TCAS II MODE S
UNIT XPDR
RADAR ALTIMETER
ANTENNA LOWER TCAS MODE S
ANTENNA ANTENNA
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Functions
z Aural annunciations
Proximate traffic
Relative altitude (ft x 100)
Intruding traffic
Threat
Vertical trend arrow
Resolution advisory
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Example of EFIS with RAs displayed on
the vertical speed scale
MACH ALT HDG AP1
A/THR
FL 310
360
315
340
320 310 40
20
300
305
280
2
.818 STD
The pilot must manoeuvre the aircraft to comply with the specified vertical
speed (here: -1500 fpm)
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Example of EFIS with RAs displayed on
the artificial horizon
SPD L-NAV ALT
M 0.82 31000
380 31400
360
340 31200
5 40
32 310 20
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320
30800
300
280
30600
240
260 CRS 110
10 11 12
0.818 09 13 STD
08 14
z Vertical test: time to reach co-altitude (or "ZTHR" if the aircraft are
steady)
z The bearing is not taken into account (only used for the display)
Above Altitude Hysteresis Sensitivity VTT TAU DMOD TAU_TA Layer ZTHR ALIM ZTHR_TA
(ft) (ft) level (s) (s) (nm) (s) (ft) (ft) (ft)
TAU Time to CPA 1550’ (+-100’) AGL and below TCAS inhibits INCREASE DESCEND RAs
CPA Closest Point of Approach 1100’ (+-100’) AGL and below TCAS inhibits DESCEND RAs
DMOD Distance Modifier 1000’ (+-100’) AGL and below TCAS inhibits all RAs
Layer Altitude Layer 500’ (+-100’) AGL and below TCAS inhibits all Aural Alerts
ZTHR Fixed Threshold (RA)
ZTHR TA Fixed Threshold (TA)
ALIM Miss Distance
VTT Variable Threshold Test
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Illustration of the horizontal test
TCAS
Intruder
35 seconds
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RA sense selection
Threat
CPA
ALIM
TCAS
'upward'
ALIM
'downward'
The 'downward' sense will achieve ALIM, the 'upward' sense will not.
The 'downward' option is therefore selected.
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RA without altitude crossing
TCAS
‘Climb’ RA
issued CPA
Threat
ALIM
ALIM
Both 'downward' and 'upward' senses will achieve ALIM. The 'upward'
sense is selected because it prevents the TCAS aircraft from
crossing through the intruder's altitude
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Target on-the-ground determination
Barometric Declared
altimeter airborne
Radar
altimeter
value
Declared
on ground 380-foot allowance
Declared
on ground
Ground level
Standard altimeter setting Estimated elevation of ground
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Miss Distance Filtering
TCAS
Intruder
35 se
cond
s
TCAS A/C
ground speed
HMD Intruder
ground speed
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Alerts: "Traffic Advisory"
z Thresholds:
z horizontal: 20 to 48 s (or DMOD = 0.3 to 1.3 NM)
z vertical: 20 to 48 s (or ZTHR = 850 or 1,200 ft)
z Thresholds:
z horizontal: 15 to 35 s (or DMOD = 0.2 to 1.1 NM)
z vertical: 15 to 35 s (or ZTHR = 600 to 800 ft)
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Alerts: “Resolution Advisory”
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TCAS Advantages
z TCAS-TCAS co-ordination
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Limitations: General
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Limitations: Unnecessary Alerts
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Operational impact: Pilots
z Consequences:
z frequently excessive deviations (observed average: 650 ft)
z slow returns to the ATC clearance (brief loss of confidence)
z discussions on the frequency and correct phraseology not always used
z Crews often use the TCAS display as a surveillance tool: high risk of
misinterpretation
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Operational impact: Controllers
z Consequences of an RA:
z Disturbance to the tactical control plan
z Possibility of an induced conflict, although TCAS has a multiple threat
processing
z Frequency overload, initial lack of understanding
z In practice:
z Controller will not know about the RA until notified by the pilot
z If the RA event is known, the controller must cease issuing any
instructions, but should provide traffic information
z The controller must not consider the TCAS equipment of the aircraft to
establish and maintain spacing (ICAO)
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Doc. 8168 (1/3)
Airborne collision avoidance system (ACAS) indications shall be used by pilots in the
avoidance of potential collisions, the enhancement of situational awareness, and the active
search for, and visual acquisition of, conflicting traffic.
Doc. 8168, part VIII, para. 3.1.1
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Doc. 8168 (2/3)
Nothing in the procedures specified in 3.2 hereunder shall prevent pilots-in-command from exercising
their best judgement and full authority in the choice of the best course of action to resolve a traffic
conflict or avert a potential collision.
Note 1.— The ability of ACAS to fulfil its role of assisting pilots in the avoidance of potential collisions is
dependent on the correct and timely response by pilots to ACAS indications. Operational experience
has shown that the correct response by pilots is dependent on the effectiveness of initial and recurrent
training in ACAS procedures.
Note 2.— ACAS II Training Guidelines for Pilots are provided in Attachment A to Part VIII.
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Doc. 8168 (3/3)
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Doc. 4444 (1/2)
When a pilot reports an ACAS resolution advisory (RA), the controller shall not attempt
to modify the aircraft flight path until the pilot reports “Clear of Conflict”.
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Doc. 4444 (2/2)
Once an aircraft departs from its ATC clearance or instruction in compliance with an RA, or a
pilot reports an RA, the controller ceases to be responsible for providing separation between
that aircraft and any other aircraft affected as a direct consequence of the manoeuvre induced
by the RA. The controller shall resume responsibility for providing separation for all the affected
aircraft when:
a) the controller acknowledges a report from the flight crew that the aircraft has
resumed the current clearance; or
b) the controller acknowledges a report from the flight crew that the aircraft is resuming
the current clearance and issues an alternative clearance which is acknowledged by the flight
crew.
Note.— Pilots are required to report RAs which require a deviation from the current ATC
clearance or instruction (see PANS-OPS, Volume I, Part III, Section 3, Chapter 3, 3.2 c) 4)).
This report informs the controller that a deviation from clearance or instruction is taking place
in response to an ACAS RA.
Doc. 4444, para. 15.6.3.3
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RA Phraseology (Doc. 4444)
... after a flight crew starts to deviate from any ATC clearance or instruction to comply with an ACAS resolution advisory (RA)
(Pilot and controller interchange):
Preventive RA No change Monitor vertical speed Preventive RA No change Monitor vertical speed
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