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(2) Other Reports Incidental to TCAS.
(a) Near Midair Collision (NMAC) Reports. Flightcrews should continue to submit NMAC reports in accordance with existing policies and procedures. Crews should be aware that there is no requirement to submit an NMAC report solely due to a TCAS event and that a TCAS report does not constitute an NMAC report.
(b) Title 14 CFR § 91.123, Compliance with ATC Clearances and Instructions Reports.
Unless required due to other circumstances, reports in compliance with § 91.123 regarding emergency deviation from an ATC clearance are not necessary solely as a result of a TCAS maneuver.
(c) Aviation Safety Reporting System (ASRS) Reports. ASRS reports may be filed at the discretion of the flightcrew.
c. Maintenance Personnel Reports. Maintenance personnel should report TCAS problems that relate to system performance, manufacturers, and/or vendors to the appropriate Principal Avionics Inspector (PAI).
d. FAA ATC. Report the following:
(1) TCAS events to FSDOs, as necessary; and
(2) Any significant TCAS-related events regarding NAS performance to the Air Traffic Procedures Division, ATP-100, Washington, D.C.
e. TCAS Manufacturer Reports. TCAS avionics manufacturers report problems found with specific TCAS systems in accordance with established service difficulty report (SDR) procedures.
Generic problems, such as those that may relate to the definition of collision avoidance system algorithms as defined by RTCA/DO-185, should be reported to the Aircraft Engineering Division, AIR-100, Washington, D.C.
13. FAA RESPONSE TO TCAS EVENTS. Regulatory compliance issues. The FAA will not initiate enforcement action solely on the basis of a TCAS event. Letters of investigation will not be sent to pilots involved in a TCAS-related deviation provided:
a. The aircraft was equipped with TCAS, the system was operable, and the equipment was turned on at the time of the event;
b. The pilots have properly operated their aircraft in compliance with ATC clearances prior to the TCAS-related deviation;
c. The pilots have successfully completed their air carrier’s FAA-approved TCAS training program; and
d. The pilots have otherwise complied with the requirements of § 91.123.
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14. FOREIGN AIR CARRIERS.
a. General. Section 129.18 requires TCAS II installation and use by certain foreign air carriers when operating in U.S. airspace. Foreign air carriers are not required to install and use TCAS for any aircraft or operations taking place outside of the U.S. 12 nm territorial limit (14 CFR § 71.9), even though separation services may be provided by a U.S. ATC facility (for example, in oceanic airspace). Various states may abide by ICAO guidance found in ACAS Standards and Recommended Practices (SARPS).
(1) TCAS Approval for Foreign Air Carriers. FAA does not approve TCAS installation, training programs, MELs, or maintenance programs for foreign operators operating non-U.S.
registered aircraft. Such authorizations are addressed as specified by the state of the operator or by the ICAO. However, since compatibility of TCAS and Mode S transponders with other aircraft and NAS facilities within U.S. airspace is essential, 14 CFR Part 129 operations guidelines for TCAS are issued by FAA to all foreign air carrier operations within U.S. airspace. Compliance with these TCAS provisions ensures both TCAS system and procedural compatibility. The issuance of OpSpecs, or an amendment to existing OpSpecs for TCAS, must take place before a foreign air carrier operating a TCAS-equipped aircraft in U.S. airspace, in accordance with § 129.18. Standard provisions for foreign air carriers for TCAS are shown in Appendix 3.
(2) Guidance. Guidance for foreign air carriers operating under Part 129 applies to non- U.S. registered aircraft as well as U.S.-registered aircraft flying in U.S. airspace. The “plan of State” of registry for U.S.-registered aircraft operated by foreign operators is, for practical purposes, that of the U.S. or the same as that for any U.S. operator in order to meet the requirements of § 129.14.
b. Application and Approval. Foreign air carriers should contact their FAA POI to obtain application information for Part 129 TCAS OpSpecs. When a foreign air carrier submits the necessary information to the respective PI showing that its aircraft is in compliance, the PI may approve those OpSpecs or an amendment. Standard OpSpecs provisions regarding TCAS for foreign air carriers are shown in Appendix 3. Although not mandatory, foreign operator compliance with the provisions, or equivalent provisions specified by the state of the operator or specified by ICAO, is expected.
/s/ Louis C. Cusimano (for) Ava L. Mims Acting Director, Flight Standards Service
Appendix 1 Page 1 (and 2) APPENDIX 1.
SAMPLE TCAS EVENT REPORTING INFORMATION
TCAS TRANSITION PROGRAM PILOT EVENT QUESTIONNAIRE (LOGIC VERSION 7.0) The FAA and the airline industry have established the TCAS Transition Program to assess the operational acceptability of TCAS i n the NAS. Your participation in the program is essential to the success of the program. Please complete and return this questionnaire as quickly as possible. The information contained herein will be used only by the Program participants to assess the operation of TCAS and will not be released to the public in a manner which allows the identification of you or the airline. The information WILL NOT be used to initiate or pursue enforcement action against you or the crew. Once the data is entered into t he TCAS Transition Programming (TTP) databases the questionnaire will be maintained for no longer than 60 days, at which time it will be destroyed. Please fill out the form in full and check all that apply.
DATE: _____/_____/_____ T IME: ______________UTC A IRLINE :_______________FLIGHT #: _____________ A/C TYPE: _________________ T AIL NUMBER: ___________ O RIGIN: _________ D ESTINATION: _________ OWN ALTITUDE:___________FT OWN POSITION:__________/__________/__________
VOR R ADIAL DME PHASE OF FLIGHT: DEPARTURE (TAKEOFF TO 10,000 FT) CLIMB (10,000 FT TO TOC) CRUISE DESCENT (TOC TO 10,000 FT) APPROACH (BELOW 10,000 FT) TCAS DISPLAY RANGE SETTING: 5 NM 10 NM 20 NM 30 NM OTHER __________ NM
INTRUDER AIRCRAFT ID (IF KNOWN):________________ TCAS- EQUIPPED (IF KNOWN)? YES NO RELATIVE ALTITUDE AT TA:____________FT CLOCK POSITION:____________ E ST. RANGE AT TA:____________NM WERE MULTIPLE TAS (AURALS) ISSUED ON THE SAME AIRCRAFT? YES NO IF YES HOW MANY? __________ RELATIVE ALTITUDE AT RA:____________FT CLOCK POSITION:____________ E ST. RANGE AT RA:____________NM WERE MULTIPLE RAS ISSUED ON THE SAME AIRCRAFT? YES NO IF YES HOW MANY? __________ ESTIMATED CLOSEST PROXIMITY :R ANGE ____________ NM ALTITUDE ____________ NM INITIAL RA ISSUED: DESCEND, DESCEND CLIMB, CLIMB MONITOR VERTICAL SPEED
ADJUST VERTICAL SPEED, ADJUST CLIMB, CROSSING CLIMB DESCEND, CROSSING DESCEND
MAINTAIN VERTICAL SPEED, MAINTAIN MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN DID THE INITIAL RA CHANGE ANY OF THE FOLLOWING?
ADJUST VERTICAL SPEED, ADJUST INCREASE CLIMB INCREASE DESCENT
CLIMB, CLIMB NOW DESCEND, DESCEND NOW TYPE OF RA DISPLAY IN YOUR AIRCRAFT: IVSI PITCH CUES VERTICAL SPEED TAPE FOR THE ENCOUNTER, PLEASE INDICATE THE SEQUENCE OF EVENTS (e.g., ATC ADVISORY 1, VISUAL CONTACT 2, TA 3, RA 4) ATC ADVISORY:__________ TA:__________ RA:_________ V ISUAL CONTACT:__________ WAS THE RA:
FOLLOWED: YES NO NECESSARY FOR THE SITUATION: YES NO CONFLICT WITH ATC INSTRUCTIONS: YES NO RESULT IN A CLEARANCE DEVIATION: YES NO IF YES, WHAT WAS THE DEVIATION? ___________________FT REMARKS: (PLEASE PROVIDE COMMENTS/CONCERNS ON THIS ENCOUNTER) _______________________________________________________________________________________________________________ _______________________________________________________________________________________________________________ _______________________________________________________________________________________________________________
Appendix 2 APPENDIX 2.
TCAS MINIMUM EQUIPMENT LIST (MEL) AND MASTER MINIMUM
EQUIPMENT LIST (MMEL) PROVISIONS
1. Each operator with authority to dispatch an aircraft with a TCAS system or component temporarily inoperative must do so in accordance with provisions of a MEL. MELs are approved for each operator and type of aircraft, within provisions of the FAA MMEL for that type. When proposed MEL provisions are consistent with the FAA MMEL, POIs may approve the MEL. If a less restrictive MEL or different MEL provisions are requested, a proposal for consideration of an FAA MMEL change must be forwarded to the AEG assigned for that aircraft type. No relief will be granted for the voice command portion of the TCAS system when functioning in the TA-only mode.
The audio will be provided via a speaker, which may also service windshear and ground proximity equipment. Enhanced features (those above and beyond the basic TCAS system) may be inoperative provided that the inoperative features do not degrade the system (for example, Flight Level traffic altitude selection feature for a traffic display).
2. The provisos and repair category intervals were intended to grant the operator sufficient relief, especially during the early stage of the TCAS transition, in order to promote the installation process, as well as support the use of a practical system. Both equipment reliability and operational experience dictated if any revision to this MMEL relief was to be considered.
3. On April 6, 2000, PL-32, Revision 5 was issued as updated guidance to the Flight Operations Evaluation Board (FOEB) for standardized MMEL relief for the TCAS. Policy for TCAS II relief was outlined in the original PL-32 in the automated MMEL system. The most significant change in Revision 5 is to change the relief category from “C” to “B” for the entire system when required by 14 CFR.
The following list is the standard set of provisos for all aircraft for which relief is granted for the TCAS I and II systems:
Appendix 2 APPENDIX 2. (continued)
TCAS MINIMUM EQUIPMENT LIST (MEL) AND MASTER
MINIMUM EQUIPMENT LIST (MMEL) PROVISIONS Traffic Alert and B | - | O | (M) (O) May be inoperative provided:
Collision Avoidance a) System is deactivated and secured; and System (TCAS I) b) Enroute or approach procedures do not require its use.
C | - | O | (M) (O) May be inoperative provided:
a) Not required by 14 CFR;
b) System is deactivated and secured; and
c) Enroute or approach procedures do not require its use.
Traffic Alert and B | - | O | (M) May be inoperative provided:
Collision Avoidance a) System is deactivated and System (TCAS II) secured; and
b) Enroute or approach procedures do not require its use.
C | - | O | (M) (O) May be inoperative provided:
a) Not required by 14 CFR;
b) System is deactivated and secured; and
c) Enroute or approach procedures do not require its use.
1) Combined Traffic C | 2 | 1 | May be inoperative on the non-flying pilot Alert (TA) and side provided:
Resolution Advisory (RA) a) TA and RA visual display is operative on Dual Display System(s) the flying pilot side; and
b) TA and RA audio function is operative on the flying pilot side.
2) Resolution Advisory (RA) C | 2 | 1 | May be inoperative on non-flying Display System(s) pilot side.
C | - | O | (O) May be inoperative provided:
a) TA visual display and audio functions are operative;
b) TA-only mode is selected by the crew;
and
c) Enroute or approach procedures do not require its use.
Appendix 2 Page 3 (and 4) APPENDIX 2. (continued)
TCAS MINIMUM EQUIPMENT LIST (MEL) AND MASTER MINIMUM
EQUIPMENT LIST (MMEL) PROVISIONS
3) Traffic Alert C | - | O | (O) May be inoperative provided:
Display System(s) a) RA visual display and audio functions are operative; and
b) Enroute or approach procedures do not require its use.
Appendix 3 Page 1 (and 2) APPENDIX 3.
14 CFR 129 PROVISIONS FOR USE OF TCAS IN U.S. AIRSPACE
1. An appropriate Mode S transponder must be installed and operated on a suitable code specified by ATC during flight in U.S. airspace. In addition, a valid unique aircraft-specific Mode S address must be assigned to the airplane, and the Mode S transponder must be set to this address. Valid addresses are those consistent with the ICAO Mode S address allocation plan contained in appendix C, part I, ICAO Annex 10, and plan of the State of registry for the specific aircraft. The unique address, when properly set, may not be altered, set to a duplicated address, or set to an address that potentially interferes with ATC or TCAS safety functions (for example, must not be set to all “ones” or all “zeros,” or the country address must not be set without the unique aircraft specific address). This guidance is appropriate for non-U.S. registered or U.S.-registered aircraft operated by a foreign air carrier in U.S. airspace.
2. A TCAS II System capable of coordinating with TCAS units meeting TSO-C119A or TSO-C119B must be installed. Except as provided for by MEL provisions acceptable to the State of the operator, the TCAS system must be operated in an appropriate TCAS mode during flight in U.S.
airspace.
3. Training and procedures for use of TCAS as specified by ICAO, this AC, or other equivalent criteria acceptable to FAA must be used when operating in U.S. airspace.
4. Unsafe conditions or performance related to TCAS operation which potentially could affect continued safe operations in the U.S. NAS must be reported to the FAA POI within 10 business days of the time that such a hazard is identified.
Appendix 4 APPENDIX 4.
ACRONYMS AND ABBREVIATIONS 14 CFR Title 14 of the Code of Federal Regulations ACARS Aircraft Communications Addressing and Reporting System ACAS Airborne Collision Avoidance System (with Change 7.0) AC Advisory Circular ACO Aircraft Certification Office AD Airworthiness Directives AEG Aircraft Evaluation Group AFM Airplane Flight Manual AFS Flight Standards Service (FAA) AGL Above Ground Level AHRS Attitude Heading Reference System AIM Aeronautical Information Manual AIR Aircraft Certification Service (FAA) ALIM Altitude Limit ASRS Aviation Safety Reporting System ATCRBS ATC Radar Beacon System ATC Air Traffic Control ATP Air Traffic Procedures Division (FAA) CBI Computer-Based Instructional System CHDO Certificate-Holding District Office CPA Closest Point of Approach CRM Crew Resource Management EFIS Electronic Flight Instrument System FAA Federal Aviation Administration FOEB Flight Operation Evaluation Board FPM Feet Per Minute FSB Flight Standards Board FSDO Flight Standards District Office FTD Flight Training Device GPWS Ground Proximity Warning System ICAO International Civil Aviation Organization IFR Instrument Flight Rules IRS Inertial Reference System ISA International Standard Atmosphere LOFT Line-Oriented Flight Training MEL Minimum Equipment List MMEL Master Minimum Equipment List MRB Maintenance Review Board MSL Mean Sea Level NAS National Airspace System nm Nautical Mile NMAC Near Midair Collision NSET National Simulator Evaluation Team OE Operating Experience
Appendix 4 OPSPECS Operations Specifications PAI Principal Avionics Inspector PF Pilot Flying PI Principal Inspector PMI Principal Maintenance Inspector PNF Pilot-not-Flying POI Principal Operations Inspector PRM Parallel Runway Monitor PT Proficiency Training QFE Altimeter Reference to Zero Feet at Field Elevation RA Resolution Advisory RTCA Requirements for Technical Concepts for Aviation SARPS Standards and Recommended Practices (ICAO) SB Service Bulletin SDR Service Difficulty Report STC Supplemental Type Certificate TA Traffic Advisory TC Type Certificate TCAS Traffic Alert and Collision Avoidance System TTP TCAS Transition Programming TSO Technical Standard Order VFR Visual Flight Rules VSI Vertical Speed Indicator ZTHR Altitude Threshold