Appendix 6 APPENDIX 6. (continued)
TCAS II GROUND AND FLIGHT TRAINING REQUIREMENTS
(h) If a decision is made to not follow an RA, no changes in the existing vertical speed are made in a direction opposite to the sense of the displayed RA. Pilots should be aware that if the intruder is also TCAS-equipped, the decision to not follow an RA may result in a decrease in separation at CPA because of the intruder’s RA response.
(i) When the RA weakens, pilot initiates a return towards the original clearance, and when Clear of Conflict is annunciated, pilot completes the return to the original clearance.
(j) The controller is informed of the RA as soon as time and workload permit, using the standard phraseology.
(k) When possible, an ATC clearance is complied with while responding to an RA. For example, if the aircraft can level at the assigned altitude while responding to a Reduce Climb or Reduce Descent RA, it should be done.
(l) If pilots simultaneously receive instructions to maneuver from ATC and an RA which are in conflict, the pilot should follow the RA.
(m) Knowledge of the TCAS multi-aircraft logic and its limitations. For example, TCAS only considers intruders which it believes to be a threat when selecting an RA. As such, it is possible for TCAS to issue an RA against one intruder which results in a maneuver towards another intruder that is not classified as a threat. If the second intruder becomes a threat, the RA will be modified to provide separation from that intruder.
(n) The consequences of both responding to, and not responding to, an RA.
m. Characteristics of Training Equipment Suitable for Maneuver Training.
(1) Acceptable Characteristics. Flight training devices, simulators, and CBIs must have certain characteristics to be effective. This is due to the interactive nature of TCAS, the variety of encounter scenarios possible, the immediate and standardized pilot response required, and the instant and correct display interpretation that is necessary. Thus, training equipment used for TCAS flight training should have the following characteristics:
(a) The ability to functionally represent TCAS displays, controls, indications, and annunciations;
(b) Ability to depict selected traffic encounter scenarios, including TCAS display and audio advisories;
(c) Ability to show proper TCAS reaction to depicted scenarios and advisories; and
(d) Ability to interactively respond to pilot inputs regarding TCAS advisories, including responses to RAs displayed on relevant vertical speed and pitch indicators.
Appendix 6 Page 11 (and 12) APPENDIX 6. (continued)
TCAS II GROUND AND FLIGHT TRAINING REQUIREMENTS
(2) Simulator and TCAS Fidelity. For a particular TCAS, maneuver training may be accomplished in simulators or training devices that represent the specific aircraft or an aircraft that has similar characteristics. For the purposes of TCAS maneuver training, simulators or training devices may use simplified TCAS algorithms or displays and do not require TCAS logic or a TCAS processor. TCAS displays do not have to be identical, but must be functionally equivalent to the air carrier operator’s specific aircraft in use.
(3) Training Device or Simulator Approval. Training devices or simulators meeting FAA criteria are qualified by the NSET and approved for use by the POI. Any one or combination of the following devices or simulators which meet characteristics of paragraph m(1) may be used:
(a) Level A through D simulators;
(b) Level 2 through 7 FTDs; or
(c) Dedicated TCAS training devices acceptable to the FAA, including those devices described in FAA Order 8400.10, Air Transportation Operations Inspector’s Handbook, volume 3, paragraph 443, Aircraft Systems Integration Training, which are shown to be suitable for TCAS training and approved by the POI.
NOTE: Flight Training Devices and Simulators are as defined and qualified in accordance with AC 120-45 and approved by the POI.
Appendix 7 APPENDIX 7. DEFINITIONS
1. Aircraft Certification Office (ACO). FAA offices responsible for determining an aircraft’s airworthiness regarding issuance of TCs, STCs, issues related to 14 CFR Parts 21, 23, 25, 33, and other similar airworthiness rules. ACOs are also responsible for technical assessment of service difficulties including issuance of Airworthiness Directives (AD).
2. Aircraft Evaluation Group (AEG). FAA offices responsible for operational aspects of newly-certificated, modified, or in-service aircraft. AEGs establish FAA criteria for pilot qualification, MELs, initial airworthiness, other such requirements as they relate to 14 CFR Parts 43, 61, 91, 121, 135, and other operationally related regulations.
3. Altitude Limit (ALIM). ALIM is the specified projected amount of vertical separation that TCAS is designed to provide between aircraft. It is also the altitude threshold (ZTHR) for the issuance of a corrective RA. The value of ALIM varies with aircraft barometric altitude.
4. Altitude Threshold (ZTHR). The projected minimum ZTHR for the issuance of a preventive RA. The ZTHR varies with aircraft altitude.
5. Certificate-Holding District Office (CHDO). A Flight Standards office that is responsible for administration of a Parts 121 and 135 operating certificate for a particular operator.
6. Closest Point of Approach (CPA). The occurrence of minimum range between your own TCAS aircraft and the intruder.
7. Coordination (as related to TCAS). The process by which TCAS units in conflicting aircraft communicate with one another to select complementary RAs to resolve an encounter (for example, one unit selects a “climb” command and the other a “descend” command).
8. Flight Standards District Office (FSDO). An FAA field office serving an assigned geographical area and staffed with Flight Standards personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carriers and general aviation aircraft.
9. Flight Standardization Board (FSB). The FAA board responsible for establishing or revising crew qualification requirements (for example, training, checking, currency, and type rating(s)) for specific aircraft. FSBs are established for each large turbojet, turboprop, and special 14 CFR Part 41 airplane type used in air transportation, as well as other 14 CFR Part 25 airplanes, transport category multiengine helicopters, and large multiengine piston airplanes.
10. Follow-on STC (As related to TCAS). A TCAS STC other than as described in paragraph 8.
The following examples are considered to be follow-on STCs:
a. A previously approved TCAS II installation, which is installed in a subsequent type or model aircraft; and
b. Changes of display configuration (weather radar/TCAS display), supporting system (Radar Altimeter), or other aircraft interface (GPWS, etc.).
Appendix 7 APPENDIX 7. DEFINITIONS (continued)
11. Initial TC/STC (As related to TCAS). The first FAA TCAS airworthiness approval in accordance with a TC or STC of any one or combination of the following components: a TCAS processor (computer), TCAS directional antenna, and/or Mode S transponder.
NOTE: For previously approved TCAS systems, if the part number of any of the above components changes due to a significant modification, the system change requires an initial TC/STC.
12. Intruder. An aircraft which has satisfied the TCAS traffic advisory detection criteria.
13. Master Minimum Equipment List (MMEL). An FAA document listing stipulations in accordance with 14 CFR §§ 121.628 and 135.180 that provides authorization for the continuation of flight beyond a terminal point with certain inoperative equipment. AEGs develop MMELs in conjunction with an FOEB that is established for each aircraft type. FAA MMELs serve as the basis for an operator to develop specific MELs applicable to its particular aircraft and operational requirements.
14. Maintenance Review Board (MRB). An FAA board responsible for establishing maintenance requirements for a specific aircraft type. MRB requirements are usually formulated in conjunction with information provided by the manufacturer and prospective operators through industry working groups. FAA CHDOs apply MRB requirements in reviewing and approving each carrier’s proposed maintenance program.
15. National Airspace System (NAS). The common network of U.S. airspace; air navigation facilities, equipment and services, airports or landing areas; aeronautical charts, information, and services; rules, regulations, and procedures; technical information, manpower, and material; and system components shared jointly with the military.
16. National Simulator Evaluation Team (NSET). Team of FAA operations specialists responsible for evaluating flight simulators to aid POI in approving those simulators in accordance with 14 CFR requirements. For example, NSET evaluations support POI approval of a particular simulator for use in a specific Part 121 program.
17. Other Traffic. Aircraft ± 1,200 feet vertical and 6 nm from own aircraft, which are neither an RA nor a TA.
18. Principal Inspector (PI). Refers to one of the following three FAA inspectors who is selected as primary for TCAS for an air carrier (normally the POI):
a. Principal Avionics Inspector (PAI). The FAA inspector responsible for overseeing all avionics issues relative to a specific operator, to include input on training programs, OpSpecs, MEL requests, etc.
b. Principal Operations Inspector (POI). The FAA inspector responsible for overseeing all operational issues relative to a specific operator, including training programs, OpSpecs approval, MEL approval requests, etc.
Appendix 7 APPENDIX 7. DEFINITIONS (continued)
c. Principal Maintenance Inspector (PMI). The FAA inspector responsible for overseeing all maintenance issues relative to a specific operator, to include input on training programs, OpSpecs, MEL requests, etc.
19. Proximate Traffic. An aircraft which is within 6 nm in range and ± 1,200 feet vertically, but does not meet the TCAS thresholds of a TA or RA.
20. Resolution Advisory (RA). Aural voice and display information provided by TCAS to a flightcrew, advising that a particular maneuver should or should not be performed to attain or maintain minimum safe vertical separation from an intruder.
a. Corrective RA. An RA that advises the pilot to either deviate from current vertical speed, such as climb when the aircraft is level or to maintain an existing climb or descent rate.
b. Altitude Crossing RA. An RA that directs a pilot to cross through the intruder aircraft’s altitude to achieve safe vertical separation.
c. Coordinated Crossing RA. Initial RAs that are coordinated between TCAS-equipped aircraft and that direct the aircraft to cross in altitude.
d. Increase Rate RA. An RA that is issued after an initial climb or descend RA, which indicates that additional climb or descent rate is required to achieve safe vertical separation. An increase rate RA requires a climb or descent rate of 2,500 fpm.
e. Preventive RA. An RA that requires a pilot to avoid certain deviations from current vertical rate, such as a Don’t Climb RA when the aircraft is level.
f. Reversal RA. An RA that indicates a change in the direction previously issued by TCAS and is required to achieve safe vertical separation. For example, an Initial Descend RA that reverses to a climb RA.
g. Turn Around RA. An initial corrective RA issued to a TCAS aircraft with an established vertical rate that directs the aircraft in the opposite direction. For example, a -1,500 fpm Descend RA issued while climbing at +2,000 fpm.
h. Weakened RA. An initial corrective RA that changes to an RA requiring less vertical speed because TCAS has determined that safe vertical separation is projected. For example, a Climb RA that weakens to a Do-Not-Descend advisory.
21. Significant TCAS Events. Significant TCAS events are those which meet any one of the following guidelines:
a. There is a loss of standard ATC separation resulting from compliance with a TCAS-generated RA;
Appendix 7 APPENDIX 7. DEFINITIONS (continued)
b. TCAS is suspected of not performing as designed;
c. TCAS issues a descent RA when own aircraft is below 1,000 feet AGL;
d. There is an altitude excursion of more than 1,000 feet from an assigned level altitude;
e. TCAS issues a turn around RA; or
f. TCAS issues a coordinated crossing RA.
22. STC. An FAA certificate attesting to the fact that modifications to the respective aircraft, engines, or other components meet 14 CFR airworthiness requirements.
23. Tau. Greek symbol representing the time to CPA.
24. Threat. An intruder which has satisfied the threat detection criteria and thus requires an RA.
25. Traffic. Aircraft with an operating transponder capable of being tracked and displayed by a TCAS-equipped aircraft.
26. Traffic Advisory (TA). Aural voice and display information provided by TCAS to a flightcrew, identifying the location of nearby traffic that meets certain minimum separation criteria.
27. Traffic Alert and Collision Avoidance System (TCAS). A family of airborne devices meeting specified TSO and RTCA/DO-185 requirements, as amended, which function independently of the ground-based ATC system to provide collision avoidance information.
a. TCAS I. A TCAS providing only TAs to assist pilots in the visual acquisition of intruder traffic.
b. TCAS II. A TCAS which provides TAs and RAs in the vertical plane, such as climb or descend.
28. TCAS Academic Training (as applied herein). Part of ground training which exclusively addresses acquiring the required TCAS concepts, systems, limitations, or procedures knowledge (rather than skills), and demonstration of that knowledge. TCAS academic training generally is accomplished using a combination of classroom methods (standup instruction, slide/tapes, computer based instruction, tutorial, etc.), flight manual information bulletins, or self-study. See paragraph 9b for an expanded explanation of what should be taught.
29. TCAS Event. For the purpose of this AC, one or more of the following occurrences or situations are related to TCAS:
a. Issuance of any TCAS RA or TA as specified by a flightcrew, regardless of whether it is valid, unwarranted, or a nuisance;
Appendix 7 Page 5 (and 6) APPENDIX 7. DEFINITIONS (continued)
b. Other TCAS-related in-flight traffic conflicts or potential conflicts as determined by a flightcrew;
c. Near midair collisions (NMAC) involving a TCAS-equipped aircraft;
d. TCAS system failures related to a traffic conflict, potential traffic conflict situation, or TCAS general system performance;
e. ATC system error involving a TCAS-equipped aircraft; or
f. Other TCAS occurrences or situations related to potential TCAS or ATC system safety performance.
30. TCAS Maneuver Training. Part of flight training that includes the integration of TCAS knowledge with the specific skills required to demonstrate satisfactory performance of a particular TCAS procedure or maneuver, or series of procedures or maneuvers.
31. TCAS Transition Program (TTP). A phased TCAS implementation and evaluation program established to assure timely and effective TCAS installation and use for U.S. air carrier aircraft and to assist in the integration of a large number of TCAS units in the NAS.
32. Type Certificate (TC). An FAA certificate attesting to the fact that the respective aircraft, engines, or other components meet 14 CFR airworthiness requirements.