T2CAS Pilot's Guide Rev4

Aviation Communication and Surveillance Systems
19810 North 7th Ave.

Phoenix, Arizona 85027-- 4741
U.S.A.
TO: HOLDERS OF THE TERRAIN AND TRAFFIC COLLISION

AVOIDANCE SYSTEM PILOTS GUIDE, ACSS PUB. NO.
8000264--001
REVISION NO. 4 DATED DECEMBER 2008
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.
Page Description of Change

T--1, T--2 Changed to show the revision date.
RR--1 Changed to show the revision and date.
LEP--1 thru Changed to show the changed pages in guide.
LEP--4
TC--3 thru TC--6, Changed to show where information is located
TC--8, TC--9 in this guide.
1--1 Updated information in Description.
1--5 Updated information in Reactive Windshear
System.
3--17 Updated Figure 3--17.
9--1 Updated information in the TAWS Introduction
paragraph.
E2008 ACSS Highlights
Printed in U.S.A. Pub. No. 8000264--001 Page 1 of 4
Revised December 2008
9--2 Updated Table 9--1 and information in TAWS
System Components paragraph.
9--3 Updated information in Ground Collision
Avoidance Module paragraph.
9--4, 9--5 Updated information in Collision Prediction
and Alerting paragraph and added Obstacle
function information. Updated Figure 9--3.
9--6 Updated information in Aircraft Personality
Module.
9--7 Updated information in Terrain Display.
9--8 Updated information in Pilot Reactions to
TAWS Alerts.
9--9 Updated information in TAWS Constraints.
9--10 Updated information in Predictive and
Reactive Warnings.
9--11, 9--12 Updated information in Coverage of the
TAWS Terrain Database.
9--13 Updated information in Obstacle Database
and removed note from Aircraft Altitude
paragraph.
9--14 Updated information in Perspective View for
Terrain Detection Envelope.
9--15, 9--16 Changed title from Terrain Caution Alert and
Warning Envelopes to Terrain Caution
Warning, and Avoid Envelopes. Updated
information in Terrain Caution Warning, and
Avoid Envelopes. Added new Figure 9--6 and
updated title of Fig 9--7. All figure numbers
following were changed to reflect addition and
have new revision.
9--17, 9--18 Moved heading Terrain Caution Envelope to
follow Figure 9--8. Updated information in
Terrain Warning Envelope. Added new
information Terrain Avoid Envelope.
9--21 Updated information in Terrain Caution Alerts
and Warnings.
9--24 Updated note in MODE 1 section of GPWS
Modes of Operation.
9--37 Updated information in MODE 6 section of
GPWS Modes of Operation.
10--1, 10--3 Updated information in TAWS Controls.
10--3 Updated information in TAWS Displays.
10--4, 10--6 Updated information in Terrain Information
Display and updated Figure 10--2 title.
10--7 Updated Table 10--1 and Table 10--2.
10--9 Added Table 10--3.
10--15 Text relocated; no data changed. Added note
to Terrain Caution and Warning Displays.
10--16, 10--17, Added Obstacle Caution and Warning
10--18 Displays. Added new Figure 10--8, 10--9, and
10--10.
10--18, 10--19 Added Terrain Hazard Display. Added new
Figure 10--11.
10--20, 10--21 Added Terrain Eleview Display. Added new
Figure 10--12 and 10--13.
10--15 Added note in Emergency Procedures.
10--22, 10--23 Updated information in Operating Mode
Requirements.
10--25, 10--26 Added Abnormal Procedures. Added new
Figure 10--12 and 10--13.
10--29 Updated TAWS Self--Test.
10--30 Updated information in TAWS Self--Test
Annunciations.

10--31 Updated information in TAWS System
Extended Self--Test.
10--32 Updated Table 10--5.
11--4 Updated information in Visual Alerts.
12--1 Updated information in Reactive Windshear
System.
12--2 Added note for Figure 12--1 in Reactive
Windshear System.
13--1 thru 13--4 Added new acronyms to Acronyms and
Abbreviations Section.
G--1 thru G--4 Added Appendix G, Color Schemes.
Index--1 thru Updated the Index.
Index 6

Aviation Communication and Surveillance Systems
19810 North 7th Ave.
Phoenix, Arizona 85027-- 4741
U.S.A.
Terrain and Traffic Collision

Avoidance System
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.
E2008 ACSS Revised December 2008

Printed in U.S.A. Pub. No. 8000264--001 February 2003
PROPRIETARY NOTICE
This document and the information disclosed herein are proprietary

data of ACSS. Neither this document nor the information contained
herein shall be used, reproduced, or disclosed to others without the
written authorization of ACSS, except to the extent required for
installation or maintenance of recipients equipment.
NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND

DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY
(18 USC 1905)
This document is being furnished in confidence by ACSS. The

information disclosed herein falls within exemption (b) (4) of 5 USC 552
and the prohibitions of 18 USC 1905.
Terrain and Traffic Collision Avoidance System
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.
Revision Revision Insertion

Number Date Date By
1 15 Jul 2004 15 Jul 2004 A
2 1 Sep 2004 1 Sep 2004 A
3 15 Jun 2007 15 Jun 2007 A
4 30 Nov 2008 30 Nov 2008 A
8000264-- 001 Record of Revisions

Rev 4 Dec 31/2008 RR-- 1
Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.
This page intentionally left blank.
Record of Revisions 8000264-- 001

RR-- 2 Rev 1 Jul 15/2004
List of Effective Pages
Original Feb 2003

Revision Jul 2004
Revision Sep 2004
Revision Jun 2007
Revision Dec 2008
Subheading and Page Revision Subheading and Page Revision
Title Page H 4 2--8 2

Proprietary Notice 3 2--9 1
2--10 1
Record of Revisions
2--11 1
RR--1 H 4
2--12 1
RR--2 1
TCAS Controls and Displays
List of Effective Pages
3--1 1
LEP--1 H 4
3--2 1
LEP--2 H 4
3--3 1
LEP--3 H 4
3--4 1
LEP--4 H 4
3--5 1
Table of Contents 3--6 3
TC--1 1 3--7 3
TC--2 1 3--8 1
TC--3 H 4 3--9 1
TC--4 H 4 3--10 1
TC--5 3 3--11 1
TC--6 H 4 3--12 1
TC--7 1 3--13 1
TC--8 H 4 3--14 2
TC--9 H 4 3--15 1
TC--10 H 4 3--16 1
TC--11/TC--12 1 3--17 H 4
Introduction 3--18 1
1--1 H 4 3--19 1
1--2 3 3--20 1
1--3 3 3--21 3
1--4 1 3--22 1
1--5 H 4 TCAS Annunciators
1--6 1 4--1 3
TCAS System Description 4--2 1
2--1 1 4--3 1
2--2 3 4--4 1
2--3 3 4--5 1
2--4 1 4--6 1
2--5 2 4--7 3
2--6 1 4--8 3
2--7 1
8000264-- 001 List of Effective Pages

Rev 4 Dec 31/2008 LEP-- 1
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
List of Effective Pages 8000264-- 001

LEP-- 2 Rev 4 Dec 31/2008
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
Acronyms and Abbreviations Appendix E

13--1 H 4 E--1 1
13--2 3 E--2 1
13--3 H 4 Appendix F
13--4 H 4 F--1 3
Appendix A F--2 3
A--1 1 F--3 3
A--2 3 F--4 3
A--3 1 F--5 3
A--4 1 F--6 3
A--5 1 F--7 3
A--6 1 F--8 3
A--7 1 F--9 3
A--8 1 F--10 3
F--11 3
Appendix B F--12 3
B--1 1 F--13 3
B--2 1 F--14 3
B--3 1 F--15 3
B--4 1 F--16 3
B--5 1
8000264-- 001 List of Effective Pages

Rev 4 Dec 31/2008 LEP-- 3
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
List of Effective Pages 8000264-- 001

LEP-- 4 Rev 4 Dec 31/2008
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
Preventive or Weakening Advisory . . . . . . . . . . . 3-18
8000264-- 001 Table of Contents

Rev 1 Jul 15/2004 TC-- 1
Table of Contents (cont)

Section Page
Corrective Resolution Advisories . . . . . . . . . . . . 3-19
Increased Strength or Reversed
Corrective Advisories . . . . . . . . . . . . . . . . . . . . . 3-20
Corrective, Weakening, or Restrictive Advisories 3-21
Clear of Conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
4. TCAS ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . 4-1

Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Self--Test Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 4-6
5. TCAS LOGIC PARAMETERS . . . . . . . . . . . . . . . . . 5-1

Sensitivity Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Protected Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Vertical Threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Alarm Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Example Calculations . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
6. FLIGHTCREW RESPONSE TO
TCAS ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Pilot Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Traffic Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Prioritization of Actions . . . . . . . . . . . . . . . . . . . . . 6-3
Expected Flightcrew Response . . . . . . . . . . . . . . . . 6-5
Cockpit Resource Management . . . . . . . . . . . . . . . . 6-6
7. TA AND RA RESPONSES . . . . . . . . . . . . . . . . . . . . 7-1

Traffic Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Response to a Traffic Advisory . . . . . . . . . . . . . . 7-1
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Response to a Preventive RA . . . . . . . . . . . . . . . . . . 7-3
Corrective Resolution Advisories . . . . . . . . . . . . . . . 7-4
Response to a Climb RA . . . . . . . . . . . . . . . . . . . 7-4
Response to a Descend RA . . . . . . . . . . . . . . . . 7-5
Response to a Crossing Climb RA . . . . . . . . . . . 7-6
Response to a Crossing Descend RA . . . . . . . . 7-7
Response to a Corrective Reduce Climb RA . . 7-8
Response to a Corrective Reduce Descent RA 7-9
Strengthening Advisories . . . . . . . . . . . . . . . . . . . . . . 7-10
Response to an Increase Climb RA . . . . . . . . . . 7-10
Table of Contents 8000264-- 001

TC-- 2 Rev 1 Jul 15/2004

Section Page
Response to an Increase Descent RA . . . . . . . . 7-11
Reversal Resolution Advisories . . . . . . . . . . . . . . . . 7-12
Response to a Climb Now RA . . . . . . . . . . . . . . . 7-12
Response to a Descend Now RA . . . . . . . . . . . . 7-13
Weakening or Restrictive Advisories . . . . . . . . . . . . 7-14
Adjust Climb or Descent Rate RA . . . . . . . . . . . . 7-14
Corrective Non--Crossing, Maintain Rate RA . . 7-15
Corrective Altitude Crossing, Maintain Rate RA 7-16
Clear of Conflict Advisory . . . . . . . . . . . . . . . . . . . . . . 7-17
8. TCAS OPERATING PROCEDURES . . . . . . . . . . . 8-1
Communication and Coordination with ATC . . . . . . 8-1
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Non--Normal Operations . . . . . . . . . . . . . . . . . . . . 8-2
Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . 8-3
Equipment Failures . . . . . . . . . . . . . . . . . . . . . . . . 8-5
9. TAWS SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 9-1
TAWS Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Non--Airbus T2CAS Part Numbers . . . . . . . . . . . . . . 9-2
TAWS System Components . . . . . . . . . . . . . . . . . . . 9-2
Ground Collision Avoidance Module (GCAM) . . 9-3
Collision Prediction and Alerting (CPA) . . . . . . . 9-4
GPS Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Aircraft Personality Module (APM) . . . . . . . . . . . 9-6
Terrain Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
TAWS Control Panel . . . . . . . . . . . . . . . . . . . . . . . 9-7
TAWS Theory and Description . . . . . . . . . . . . . . . . . 9-8
Pilot Reactions to TAWS Alerts . . . . . . . . . . . . . . . . . 9-8
TAWS Constraints . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Predictive and Reactive Warnings . . . . . . . . . . . 9-10
Terrain Database . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Coverage of the TAWS Terrain Database . . . . . 9-11
Database Update . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Obstacle Database . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Aircraft Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Perspective View for Terrain Detection Envelope
Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Terrain Caution, Warning, and Alert Envelopes 9-15
Convergence Envelope . . . . . . . . . . . . . . . . . . . . 9-22
GPWS Modes of Operation . . . . . . . . . . . . . . . . . 9-23

Rev 3 Jun 15/2007 TC-- 3

Section Page
Reactive Windshear System . . . . . . . . . . . . . . . . 9-38
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . 9-39
10. TAWS SYSTEM OPERATION . . . . . . . . . . . . . . . . . 10-1
TAWS Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
TAWS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Terrain Information Display . . . . . . . . . . . . . . . . . 10-4
Terrain Advisory Line Display . . . . . . . . . . . . . . . 10-10
Terrain Caution and Warning Displays . . . . . . . . 10-12
Obstacle Caution and Warning Displays . . . . . . 10-16
Terrain Hazard Display . . . . . . . . . . . . . . . . . . . . . 10-18
Terrain Eleview Display . . . . . . . . . . . . . . . . . . . . . 10-20
Operating Mode Requirements . . . . . . . . . . . . . . . . . 10-22
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
CPA Mode Manual Deactivation . . . . . . . . . . . . . 10-25
Reactive Modes (GPWS Modes) Deactivation . 10-25
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 10-26
TAWS Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
TAWS Self--Test Annunciations . . . . . . . . . . . . . . . . . 10-31
TAWS Self--Test Annunciations with Windshear . . 10-32
TAWS System Extended Self--Test . . . . . . . . . . . . . 10-32
Non--Airbus T2CAS Self--Tests . . . . . . . . . . . . . . . . . 10-33
11. TAWS AND REACTIVE WINDSHEAR
ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Types of Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Aural Alert Priority . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Visual Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
12. REACTIVE WINDSHEAR SYSTEM . . . . . . . . . . . . 12-1
13. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 13-1
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

TC-- 4 Rev 4 Dec 31/2008

Section Page
Display Traffic Numbering/Priority Filtering . . . . B--2
ATCRBS Intruder On Ground Filtering Logic . . B--2
Antenna Patterning . . . . . . . . . . . . . . . . . . . . . . . . B--3
On Ground Aircraft Indication . . . . . . . . . . . . . . . B--3
Transponder Tracking/Secondary Surveillance B--3
Interference Limiting . . . . . . . . . . . . . . . . . . . . . . . B--4
Multipath . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--5
ATC Radar Coverage . . . . . . . . . . . . . . . . . . . . . . B--6
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--6
APPENDIX C
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
ATCRBS (Air Traffic Control
Radar Beacon System) . . . . . . . . . . . . . . . . . . . C--1
Caution Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
CFIT (Controlled Flight Into Terrain) . . . . . . . . . . C--1
Collision Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
Decision Height . . . . . . . . . . . . . . . . . . . . . . . . . . . C--2
Intruder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--2
Minimum Descent Altitude . . . . . . . . . . . . . . . . . . C--2
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . C--2
Mode--A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--2
Mode--C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--3
Mode--S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--3
Nuisance Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--4
Other Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--4
PDA -- (Premature Descent Alert). . . . . . . . . . . . C--4
Proximate Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . C--4
Resolution Advisory (RA) . . . . . . . . . . . . . . . . . . . C--4
TCAS Function in T2CAS . . . . . . . . . . . . . . . . . . . C--4
TCAS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--5
TCAS II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--5
Traffic Advisory (TA) . . . . . . . . . . . . . . . . . . . . . . . C--5
Warning Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--5
Weakening Advisory . . . . . . . . . . . . . . . . . . . . . . . C--5
APPENDIX D
ELECTRONIC FLIGHT INSTRUMENT
DISPLAYS FOR TCAS . . . . . . . . . . . . . . . . . . . . . . D--1
Boeing Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D--1
Airbus Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D--6
MD--11 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D--15

Rev 3 Jun 15/2007 TC-- 5

Section Page
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

TC-- 6 Rev 4 Dec 31/2008

List of Illustrations
Figure Page
2--1 Basic TCAS System Diagram . . . . . . . . . . . . . . . . . 2-6
2--2 FAA TCAS II Caution and Warning Areas . . . . . . . 2-10
2--3 FAA TCAS II Protection and Services . . . . . . . . . . 2-11
3--1 ATCRBS/Mode--S/TCAS Control Panel . . . . . . . . 3-1
3--2 Dual Mode S/TCAS Control Panel . . . . . . . . . . . . . 3-2
3--3 Flat Panel VSI/TRA Indicator . . . . . . . . . . . . . . . . . 3-7
3--4 VSI/TRA Range Measurements . . . . . . . . . . . . . . . 3-9
3--5 Boeing EIS PFD Climb RA Shown . . . . . . . . . . . 3-10
3--6 Boeing EIS ND TCAS Mode . . . . . . . . . . . . . . . . 3-11
3--7 Modified Weather Indicator . . . . . . . . . . . . . . . . . . . 3-12
3--8 VSI/TRA Command Indicators . . . . . . . . . . . . . . . . 3-13
3--9 Indicators and Symbols . . . . . . . . . . . . . . . . . . . . . . 3-17
4--1 TA ONLY Annunciator . . . . . . . . . . . . . . . . . . . . . . . 4-1
4--2 TCAS OFF Annunciator . . . . . . . . . . . . . . . . . . . . . . 4-2
4--3 TCAS FAIL Indicator . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4--4 RA FAIL Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4--5 TD FAIL Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4--6 VSI FAIL and RA FAIL Indicator . . . . . . . . . . . . . . . 4-4
4--7 Red X Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4--8 TCAS Self--Test Annunciator
on VSI/TRA Display . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4--9 Extended Test Display Main Menu . . . . . . . . . . . 4-7
5--1 TCAS Sensitivity Levels and Altitude Layers . . . . 5-2
7--1 Traffic Advisory Display . . . . . . . . . . . . . . . . . . . . . . 7-1
7--2 Preventive Resolution Advisory . . . . . . . . . . . . . . . 7-3
7--3 Corrective Resolution Advisory . . . . . . . . . . . . . . . . 7-4
7--4 Descend Resolution Advisory . . . . . . . . . . . . . . . . . 7-5
7--5 Crossing Climb Resolution Advisory . . . . . . . . . . . 7-6
7--6 Crossing Descend Resolution Advisory . . . . . . . . . 7-7
7--7 Reduce Climb Resolution Advisory . . . . . . . . . . . . 7-8
7--8 Reduce Descent Resolution Advisory . . . . . . . . . . 7-9
7--9 Increase Climb Resolution Advisory . . . . . . . . . . . . 7-10
7--10 Increase Descent Resolution Advisory . . . . . . . . . 7-11
7--11 Climb Now Resolution Advisory . . . . . . . . . . . . . . . 7-12
7--12 Descend Now Resolution Advisory . . . . . . . . . . . . 7-13
7--13 Adjust Climb or Descent Rate
Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7--14 Corrective Non--Crossing Maintain Rate
Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7--15 Corrective Altitude Crossing Maintain
Rate Resolution Advisory . . . . . . . . . . . . . . . . . . . . . 7-16

Rev 1 Jul 15/2004 TC-- 7

List of Illustrations (cont)
Figure Page
7--16 Clear of Conflict Advisory . . . . . . . . . . . . . . . . . . . . . 7-17
8--1 TA ONLY Annunciator . . . . . . . . . . . . . . . . . . . . . . . 8-1
8--2 TCAS OFF Annunciator . . . . . . . . . . . . . . . . . . . . . . 8-2
8--3 TCAS FAIL Annunciator . . . . . . . . . . . . . . . . . . . . . . 8-3
8--4 RA FAIL Annunciator . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8--5 TD FAIL Annunciator . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8--6 Red X Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8--7 RA FAIL and VSI FAIL Annunciators . . . . . . . . . . . 8-5
9--1 Basic TAWS System . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9--2 Typical GCAM Interfaces . . . . . . . . . . . . . . . . . . . . . 9-4
9--3 CPA Function and Reactive Modes . . . . . . . . . . . . 9-5
9--4 Terrain Database Resolution . . . . . . . . . . . . . . . . . . 9-12
9--5 Aircraft Altitude Determination . . . . . . . . . . . . . . . . 9-14
9--6 Terrain Detection Envelope Boundaries . . . . . . . . 9-15
9--7 Caution, Warning, and Avoid Clearance Sensors 9-16
9--8 Horizontal Terrain Conflict Envelope . . . . . . . . . . . 9-17
9--9 Pull Up Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9--10 Avoid Terrain Warning . . . . . . . . . . . . . . . . . . . . . . . 9-20
9--11 TAWS Convergence Envelope . . . . . . . . . . . . . . . . 9-22
9--12 GCAM CFIT Protection and Flight Phases . . . . . . 9-23
9--13 Sink Rate Caution and Pull Up
Warning Envelopes for Reactive Mode 1 . . . . . . . 9-25
9--14 Terrain Caution and Pull Up Warning
Envelopes for Mode 2 . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9--15 Dont Sink Caution Envelope for Mode 3 . . . . . . . . 9-29
9--16 Too Low Terrain/Gear/Flaps
Envelope for Mode 4 . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
9--17 Excessive Descent Below Glideslope
Envelope for Mode 5 . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
9--18 Excessive Bank Angle Envelope for Mode 6 . . . . 9-36
10--1 Typical TAWS Control Panel . . . . . . . . . . . . . . . . . . 10-3
10--2 Example of Terrain Display Patterns for Various
Terrain Elevations . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10--3 Obstacle Display Patterns for Various
Obstacle Elevations . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10--4 Terrain Advisory Line . . . . . . . . . . . . . . . . . . . . . . . . 10-10
10--5 Terrain Caution Alert . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
10--6 Pull Up Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
10--7 Avoid Terrain Warning Display . . . . . . . . . . . . . . . . 10-14
10--8 Obstacle Caution Display . . . . . . . . . . . . . . . . . . . . . 10-16
10--9 Pull Up Warning Display . . . . . . . . . . . . . . . . . . . . . . 10-17

TC-- 8 Rev 4 Dec 31/2008

List of Illustrations (cont)
Figure Page
10--10 Avoid Obstacle Warning Display . . . . . . . . . . . . . . . 10-18
10--11 Example of a Terrain Hazard Display Showing
Avoid Terrain Warning Display . . . . . . . . . . . . . . . . 10-19
10--12 Example of an Eleview Spread . . . . . . . . . . . . . . . . 10-20
10--13 Terrain Eleview Display . . . . . . . . . . . . . . . . . . . . . . 10-21
10--14 Sample TAWS Display Test Pattern . . . . . . . . . . . . 10-27
10--15 Sample TAWS Display Test Pattern
with Eleview Enabled . . . . . . . . . . . . . . . . . . . . . . . . 10-28
12--1 Windshear Detection . . . . . . . . . . . . . . . . . . . . . . . . 12-2
F--1 Too Low Terrain/Gear/Flaps Envelope
for Mode 4 (Airbus) . . . . . . . . . . . . . . . . . . . . . . . . . . F--3
F--2 T2CAS--TAWS Controls (LR) . . . . . . . . . . . . . . . . . . F--4
F--3 T2CAS--TAWS Controls (SA) . . . . . . . . . . . . . . . . . F--4
F--4 Messages Displayed on EWD SD . . . . . . . . . . . . . F--6
F--5 Background Computation . . . . . . . . . . . . . . . . . . . . F--7
F--6 Terrain Background Display . . . . . . . . . . . . . . . . . . . F--9
F--7 TERR AHEAD Caution Indicator . . . . . . . . . . . . . . F--10
F--8 Terrain Ahead Pull Up Indicator . . . . . . . . . . . . . . . F--10
F--9 Avoid Terrain Indicator . . . . . . . . . . . . . . . . . . . . . . . F--11
F--10 Cockpit Indications (A320 Family) . . . . . . . . . . . . . F--13
F--11 Self--Test Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--14
G--1 Alternate Terrain Color Scheme I Display . . . . . . . G--3
G--1 Alternate Terrain Color Scheme I . . . . . . . . . . . . . . G--4
List of Tables
Table Page
2--1 System Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
3--1 Mode--Selector Switch Positions . . . . . . . . . . . . . . 3-3
3--2 Typical Display Formats and Functions . . . . . . . . . 3-8
3--3 VIS/TRA Range Settings . . . . . . . . . . . . . . . . . . . . . 3-9
5--1 TCAS 2000 Logic Parameter Values . . . . . . . . . . . 5-3
9--1 Non--Airbus T2CAS Part Numbers . . . . . . . . . . . . . 9-2
9--2 Bank Angle Limits for Excessive Bank
Angle Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
9--3 Altitude Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
9--4 DH and MDA Callouts . . . . . . . . . . . . . . . . . . . . . . . 9-38
10--1 Terrain Display Patterns for Various
Terrain Elevations . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
10--2 Terrain Display Patterns for Various Terrain
Elevations when Aircraft is in the Vicinity
of the Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8

Rev 4 Dec 31/2008 TC-- 9

List of Tables (cont)
Table Page
10--3 Obstacle Display Patterns for Various Obstacle
Elevations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
10--4 TAWS Self--Test Failure Annunciators . . . . . . . . . . 10-31
10--5 Non--Airbus T2CAS Self--Tests . . . . . . . . . . . . . . . . 10-33
11--1 Selectable Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . 11-1
11--2 TAWS and Reactive Windshear
Selectable Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . 11-4
11--3 TAWS and Reactive Windshear
Visual Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
F--1 Airbus T2CAS Part Numbers . . . . . . . . . . . . . . . . . . F--1
F--2 Airbus Terrain Display Colors for Various
Terrain Elevations . . . . . . . . . . . . . . . . . . . . . . . . . . . F--8
F--3 Airbus Maintenance Interface to the OMC . . . . . . F--12
G--1 Airbus Maintenance Interface to the OMC . . . . . . G--1

TC-- 10 Rev 4 Dec 31/2008
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.
All flightcrew members must complete an approved training course and

have that completion documented in their training records in order to
become T2CAS qualified.
DESCRIPTION
T2CAS is an integrated system that combines the following functions
into a single line replaceable unit (LRU):
D Traffic Alert and Collision Avoidance System II (TCAS II) (with

Change 7), also known as Airborne Collision Avoidance System II
(ACAS II)
D Terrain awareness warning system (TAWS)
D Reactive windshear system (RWS) (optional)
D Global positioning system (GPS) (optional).
D Ground proximity warning system (GPWS)
8000264-- 001 Introduction

Rev 4 Dec 31/2008 1-1
Traffic Alert and Collision Avoidance System

The TCAS function of the T2CAS design is based on ACSSs TCAS
2000 product (with Change 7). The TCAS function is an independent,
onboard collision avoidance system designed to assist flightcrews in
avoiding midair collisions. TCAS must be turned on when conducting
flight operations in airspace requiring use of the TCAS system. When
activated, TCAS acts as a backup means of collision protection from
other aircraft that have an air traffic control radar beacon system
(ATCRBS) or Mode--S Transponder turned on and functioning. This
protection is not given when a non--International Civil Aviation
Organization (ICAO) compliant transponder system is enabled.
TCAS continually surveys the airspace around the host aircraft by

actively interrogating and seeking replies from the transponders of
other aircraft in the vicinity. TCAS recognizes replies from aircraft
equipped with ICAO Mode--A, Mode--C, or Mode--S Transponders and
determines the range, relative bearing, and the relative altitude of the
other aircraft.
NOTE: The relative altitude of the other aircraft can only be

determined if:
1. That aircraft has altitude reporting equipment,
2. That equipment is functioning properly, and
3. Altitude reporting is selected on.
Using this information, TCAS predicts flight paths, estimates the
separation at the closest point of approach (CPA), and determines if a
potential conflict exists. If a conflict is detected, the system gives
guidance for the optimum vertical avoidance maneuver.
NOTES: 1. TCAS must be able to determine range and altitude of

the other aircraft before it can determine if a potential
conflict exists.
2. In this Pilots Guide, CPA refers to closest point of
approach in the context of TCAS operation, and
collision prediction and alerting in the context of
TAWS operation.
Introduction 8000264-- 001

1-2 Rev 3 Jun 15/2007
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.
TCAS surrounds itself with a protected volume of airspace known as

the collision area. Since TCAS is a time--based system, the size and
shape of the collision area varies with the intruders closure rate and
relative bearing. If the flight path of an intruding aircraft is predicted to
penetrate the collision area, the system informs the crew with both
visual and aural annunciators. TCAS generates two levels of
advisories: traffic advisories (TA)s and resolution advisories (RA)s.
These advisories are intended to preserve or increase the vertical
separation needed to avoid intruder aircraft. The TCAS system tracks
up to 50 aircraft that are predicted to penetrate the collision area when
resolving encounters.
One of the TCAS display options is the ACSS vertical speed

indicator/traffic and resolution advisory (VSI/TRA) display. This display
replaces the original VSI at each pilot station and combines the vertical
speed information with traffic and resolution advisories. With the ACSS
VSI/TRA, up to 28 aircraft can be displayed. Other display options
include flat panel or glass cockpit systems which have enhanced
capabilities.

Rev 3 Jun 15/2007 1-3
Terrain Awareness Warning System

The TAWS function (with optional windshear capability) in T2CAS was
developed by Thales Avionics. It is contained in a separate and
autonomous module inside the T2CAS LRU called the ground collision
avoidance module (GCAM). GCAM features an innovative design
aimed at preventing controlled flight into terrain (CFIT) accidents by
giving the crew timely alerts based on predicted terrain obstacle
clearance profiles, calculated with real time actual aircraft performance.
This results in a significant improvement in CFIT safety margins and
represents a significant advance in capability from the older ground
proximity warning system (GPWS) technology, which gives warnings
based on predicted time to terrain impact.
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 TAWS functions in T2CAS also include the following:
D Reactive alert modes referenced in DO--161a and required by TSO

C151a. (These reactive alert modes are also known as GPWS
modes.)
D Optional reactive windshear detection to warn the flightcrew if the

aircraft is approaching a dangerous windshear condition.
The TAWS system in T2CAS meets TSO--C151a Class A.

1-4 Rev 1 Jul 15/2004
Reactive Windshear System

The optional reactive windshear function in T2CAS continuously
monitors aircraft performance on both takeoff and approach in order to
identify the presence of a severe low--level, downburst/
microburst--type shear. If these factors cause aircraft performance to
decrease to a predetermined level, audio and visual warnings are
generated indicating to the crew that the aircrafts net performance
capability is deteriorating and rapidly approaching a critical state. In
addition to the aural warning for decreasing aircraft performance, the
windshear system generates a caution when an
increasing--performance windshear is detected, thereby giving an
advance warning of decreasing--performance windshear. The optional
reactive windshear function in T2CAS meets TSO--C117a.
Global Positioning System

The GPS receiver in T2CAS is designed by CMC Electronics (formerly
Canadian Marconi Company). It is designed to meet requirements for
enroute and terminal navigation according to TSO--C129a and TSO
C145. The GPS receiver also supports the addition of space based
augmentation system (SBAS) and wide area augmentation system
(WAAS) with a software upgrade.
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.

Rev 4 Dec 31/2008 1-5

1-6 Rev 1 Jul 15/2004
2. TCAS System Description
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.
TCAS systems can be installed on an aircraft in a variety of

configurations. The number of TCAS computer units (CU), the number
of Mode--S Transponders, as well as the number and type of antennas,
define the various configurations. This manual describes the basic
function of each TCAS system component as it might be configured in
the most basic installation. The approved aircraft flight manual contains
additional information on the configuration and operation of the TCAS
system installed on any specific aircraft.
8000264-- 001 TCAS System Description

Rev 1 Jul 15/2004 2-1
SYSTEM CAPABILITIES
The system capabilities are listed in Table 2--1.
Description TCAS Capability
Mode--S surveillance range 80 nautical miles (NM) or more

ATCRBS surveillance 20 NM
range
ADS--B mode--S passive Greater than 100 NM
surveillance range
(when enabled by pin
programming option)
Aircraft tracks 50
Horizontal closure rate 1,200 Knots (kts)
(maximum)
Vertical closure rate 10,000 feet per minute (fpm)
(maximum)
Escape maneuver Yes
coordination with other
TCAS equipped aircraft
Directs normal escape Yes
maneuvers by indicating
climb or descent with a
recommended vertical
speed (VS)
Directs enhanced escape Yes
maneuvers by indicating an
increased climb or descent,
or a reversal of direction of
climb or descent
System Capabilities
Table 2--1
TCAS System Description 8000264-- 001

2-2 Rev 3 Jun 15/2007
TCAS DESIGN AND INTEGRATION

At the time of system installation and certification, the aircraft
performance characteristics in various configurations are analyzed. If
necessary, certain TCAS RA commands may be limited in order to be
compatible with the aircrafts climb capabilities. The required aircraft
performance is described in United States Federal Aviation
Administration Advisory Circular AC 20--131A. The aircraft certification
process must assure the pilot that the aircraft is capable of complying
with all RAs. When properly installed and certified, the TCAS system
complies with the following rules:
D No climb commands are issued when the aircraft can not achieve
1,500 fpm.
D No increase--climb commands are issued when the aircraft can not
achieve 2,500 fpm.
D No increase--descent commands are issued at altitudes less than
1,450 feet (ft) above ground level (AGL) when the aircraft is
descending.
D No increase--descent commands are issued at altitudes less than
1,650 ft AGL when the aircraft is climbing.
D No descend commands are issued at altitudes less than 1,000 ft
AGL when the aircraft is descending.
D No descend commands are issued at altitudes less than 1,200 ft
AGL when the aircraft is climbing.
D TCAS is in TA--only mode below 900 ft when descending.
D TCAS is in TA--only mode below 1,100 ft when climbing.
D No aural advisories are issued at an altitude below 600 ft AGL when
the aircraft is climbing.
D No aural advisories are issued at an altitude below 400 ft AGL when
the aircraft is descending.
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.

Rev 3 Jun 15/2007 2-3
OTHER TRANSPONDER SYSTEMS

The TCAS system in T2CAS is compliant with ICAO standards for
ATCRBS Mode--A, Mode--C, and Mode--S. Air traffic control radars
along international air routes through ICAO member countries
generally comply with ICAO standards.
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.

2-4 Rev 1 Jul 15/2004
GENERAL CAUTIONS
CAUTIONS
1. TCAS WILL NOT DETECT AIRCRAFT WITH INOPERATIVE OR

NON--ICAO COMPLIANT TRANSPONDER SYSTEMS. DO NOT
RELY SOLELY ON TCAS OR ATC FOR COLLISION
AVOIDANCE.
2. TCAS OPERATION REQUIRES A VALID ON--BOARD MODE--S
TRANSPONDER, A VALID BAROMETRIC ALTITUDE SOURCE,
AND A VALID RADIO ALTITUDE SOURCE.
3. TCAS CANNOT DETECT INTRUDING AIRCRAFT IF THE
ON--BOARD MODE--S TRANSPONDER IS OFF OR IN
STANDBY (STBY).
4. TCAS CANNOT ISSUE AN RA FOR INTRUDING TRAFFIC THAT
DOES NOT HAVE AN OPERATING ICAO TRANSPONDER WITH
AN OPERATIONAL ALTITUDE REPORTING FUNCTION.
5. IT IS NOT ALWAYS POSSIBLE TO INHIBIT AN RA WHEN IT
WOULD BE APPROPRIATE TO DO SO DUE TO LIMITED
INPUTS TO THE TCAS. IN THESE CASES, TCAS MIGHT
COMMAND MANEUVERS THAT MAY SIGNIFICANTLY
REDUCE STALL MARGINS. CONDITIONS WHEN THIS MAY
OCCUR INCLUDE:
D BANK ANGLE EXCEEDS 15.
D ENGINE OUT (PILOT MUST SELECT TA ONLY).
D ABNORMAL CONFIGURATIONS (SUCH AS

UNRETRACTED LANDING GEAR WHICH PLACES THE
AIRCRAFT IN AN INAPPROPRIATE CONFIGURATION
WHEN THE RA OCCURS, ETC.).
D OPERATION AT TEMPERATURES BEYOND

INTERNATIONAL STANDARD ATMOSPHERE (ISA).
D SPEEDS BELOW NORMAL OPERATING SPEEDS.
D BUFFET MARGIN LESS THAN 0.3g.
D TCAS--TO--TCAS RA SENSE REVERSAL.

Rev 2 Sep 01/2004 2-5
TCAS SYSTEM COMPONENTS

The basic TCAS system described in this manual consists of aircraft
mounted antennas, a T2CAS LRU, a Mode--S Transponder, the cockpit
displays, and the control panel. (See Figure 2--1.)
Basic TCAS System Diagram

Figure 2--1

2-6 Rev 1 Jul 15/2004
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.
The Mode--S Transponder/TCAS control panel is typically located on

the center pedestal. The pilot uses the control panel to set TCAS and
Mode--S Transponder operating modes, to set ATC radar reply codes,
and to verify system operation.
TCAS equipped aircraft have one TCAS directional antenna mounted

on the top of the aircraft and one antenna (either directional or
non--directional) mounted on the bottom. The Mode--S Transponder
also requires top and bottom non--directional antennas. Thus, a total of
four antennas are required for proper TCAS operation. An antenna
coaxial switch can be used to switch the transponder antennas between
the No. 1 and No. 2 transponder systems.
Additional descriptive information can be found in the T2CAS System

Description and Installation Manual.

Rev 1 Jul 15/2004 2-7
SYSTEM THEORY
TCAS establishes a volume of space around an aircraft called the

collision area. The size varies with altitude. TCAS protects the collision
area from penetration by other aircraft based on their rate of closure
both in range and altitude. TCAS continually surveys the airspace
around the aircraft and looks for transponder replies from other aircraft.
These replies are tracked and a flight path for each detected aircraft is
predicted based on its track.
With the optional implementation of an altitude alerter or other altitude

input (ARINC 429), the intent of equipped aircraft is coordinated to
further refine resolution of a potential conflict. With this option, an RA
is prevented from weakening to a level off (an RA recommending a
reduction in vertical rate to 0 fpm) before the altitude set--point has been
achieved by the aircraft.
The system uses a mathematical formula to calculate the closure rate

and time to closest point of approach. Up to 50 aircraft can be tracked
simultaneously by TCAS. Any aircraft path that is predicted to penetrate
the collision area surrounding the TCAS aircraft results in an RA which
has the intended function of increasing the separation between the
aircraft.
More specifically, TCAS creates two volumes of protected airspace

around the host aircraft called the warning area and the caution area.
TCAS is a time--based system; that is, TAs and RAs are generated so
that the crew has about the same warning time regardless of the
geometry of the conflict. The system adjusts the size of the caution and
warning areas automatically to account for the closure rate and relative
bearing of the intruder.
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 an aircraft actually penetrates the caution area, TCAS designates it

as an intruder and issues a TA. This advisory consists of both an audible
warning and a visual display indicating the distance and relative bearing
of the intruder to assist the crews visual search and identification of the
intruding traffic.
NOTE: Avoidance maneuvers based solely on traffic advisories are

not recommended.

2-8 Rev 2 Sep 01/2004
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 Changes to indicate a climb or descend advisory and recommends

a vertical rate (corrective).
D Cautions the crew not to make changes in the current vertical rate
(preventive).
At the same time, an audible command is issued.
A more detailed explanation of the system logic parameters is

contained in Section 5.

Rev 1 Jul 15/2004 2-9
The collision, warning, and caution areas define a volume of space

around the TCAS equipped aircraft, as shown in Figure 2--2. The
shape, horizontal, and vertical dimensions are a function of the range
and closure rate of the intruding aircraft.
FAA TCAS II Caution and Warning Areas

Figure 2--2

2-10 Rev 1 Jul 15/2004
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
RAs COORDINATION PASSIVE NO REPLY

AND RAs TRACK NO TAs
DATA NO RAs
TCAS I AND MODE--S
RAs NON ICAO

COMPATIBLE
ATCRBS (MODE--C) TCAS II AND MODE--S SYSTEMS
TAs
ATCRBS (MODE--A)
RA NO REPLY
MESSAGE
ID--8000268
ATC MODE--S MODE--S ATC RECEIVER/ SHIPS NON ICAO ATC

RADAR RECEIVER TRANSMITTER RADAR
FAA TCAS II Protection and Services

Figure 2--3

Rev 1 Jul 15/2004 2-11
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
THE DATA TAG ON THE DISPLAY SHOWS THE SEPARATION

BETWEEN AIRCRAFT IN HUNDREDS OF FEET.
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.
RAs may be intensified, weakened, or reversed, as appropriate, to

resolve the conflict. Any alteration in an RA is accompanied by both an
aural and a visual annunciator.
NOTE: Pilots are authorized to deviate from their current ATC

clearance to the extent necessary to comply with TCAS RAs
when exercising emergency pilot authority. Pilots must
minimize the clearance deviation upon receipt of any RA.
When CLEAR OF CONFLICT is annunciated, the pilot is
expected to return to the clearance profile.

2-12 Rev 1 Jul 15/2004
3. TCAS Controls and Displays
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
ATCRBS/Mode--S/TCAS Control Panel

Figure 3--1
8000264-- 001 TCAS Controls and Displays

Rev 1 Jul 15/2004 3-1
9 7 8 4 1
XPNDR FAIL TA ONLY

20 40 80 TA/RA
12 120 ABV
ALT RPTG
6 N OFF
ATC1
BLW
RANGE STBY TEST
A T
C
T
C A
AUTO ON 1 2 S
IDENT
TRAFFIC ALT SOURCE
ID--8000270
6 3 5 3 2
Dual Mode S/TCAS Control Panel

Figure 3--2
1 TCAS/XPNDR (Transponder) Mode Selector
The control panel has a multiple--position switch to select the

transponder/TCAS mode. Depending on the model of the control panel,
this switch may also include a TEST button for testing TCAS. Table 3--1
describes the transponder and TCAS operating modes for each switch
position.
TCAS Controls and Displays 8000264-- 001

3-2 Rev 1 Jul 15/2004
TCAS Mode--S
Operating Transponder
Mode Selector Switch Position Mode Operating Mode
STBY OFF OFF

(Standby)
ATC OFF OFF
(Transponder Only) (Selects ATCRBS
Transponder ON)
ALTRPTG OFF OFF Mode--A

(Altitude
Reporting Off)
XPNDR OFF Mode--S

(Transponder Only) Mode--C
Mode--A
MODE S ON OFF Mode--S

(Transponder Only) Mode--C
Mode--A
TA or TA ONLY Traffic Mode--S

(Traffic Advisories Mode--C
Advisories Only) Only Mode--A
TA/RA Traffic Mode--S

(Traffic Advisory/ Advisories and Mode--C
Resolution Resolution Mode--A
Advisory) Advisories
NOTE: Depending on the model of the control panel, it may or may not
have all of the mode selector functions described above.
Mode--Selector Switch Positions

Table 3--1

Rev 1 Jul 15/2004 3-3
The mode--selector switch positions are described in detail in the

following paragraphs.
D TA/RA: The TA/RA mode is the normal TCAS operating mode. In

this mode, TCAS generates both TAs and RAs. Also, in this switch
position, the Mode--S Transponder is selected for Mode--S
operation so the TCAS--compatible Mode--S Transponder must be
functional for the TA/RA mode to be valid.
D TA ONLY: In this position, TCAS generates TAs only; no RAs are

issued. This mode prevents TCAS from issuing RAs when the
TCAS aircraft is intentionally flying close to another aircraft, such as
on a closely spaced parallel approach. Also, in this switch position,
the Mode--S Transponder is selected for Mode--S operation, so the
TCAS--compatible Mode--S Transponder must be functional for the
TA ONLY mode to be valid. TA ONLY is annunciated on the
VSI/TRA.
D XPNDR: The XPNDR position activates the Mode--S Transponder

function only; TCAS is disabled and TCAS OFF is annunciated on
the VSI/TRA. The Mode--S Transponder operates in Mode--S.
D ALT RPTG OFF: This position turns the Mode--S Transponders

altitude--reporting functions off. TCAS is disabled and TCAS OFF
is annunciated on the VSI/TRA.
D STBY: In this position, the Mode--S Transponder is set to STBY

mode and TCAS is disabled. TCAS OFF is annunciated on the
VSI/TRA.
D TEST: Momentarily pushing the TEST button activates the TCAS

self--test feature. TCAS TEST is annunciated aurally (over the
speaker system). At the conclusion of the test, either TCAS PASS
or TCAS FAIL is annunciated on the VSI/TRA and either TCAS
TEST PASS or TCAS TEST FAIL is annunciated aurally. Pushing
and holding the TEST pushbutton for more than 8 seconds while the
aircraft is on the ground, in STBY mode with altitude reporting
selected ON, activates the extended test function.
NOTES: 1. In some installations, the self--test function may be

disabled during flight. Consult the aircrafts Approved
Flight Manual.
2. On the Mode--C/TCAS Mode--S Transponder, the

TCAS TEST button is located separately from the
mode--selector switch, as shown in Figure 3--1.

3-4 Rev 1 Jul 15/2004
2 ALT SOURCE Switch
This two--position switch selects either non--corrected altitude source

1 or non--corrected altitude source 2 as the pressure altitude signal for
the Mode--S Transponder.
3 Transponder Code Selector Knobs
Dual, concentric rotary knobs are used to enter ATC Mode--S

Transponder 4096 display codes. The large knobs control the
outermost digits (thousands and ones), and the small knobs control the
middle digits (hundreds and tens). Once a code limit is reached (0 or
7), the display code will not change, even with continued knob rotation
in the same direction. Transmitted data will not change until
approximately 5 seconds after a new 4096 ATC code has been
selected.
4 Transponder Code Window
This window displays the selected 4--digit (4096 code) Mode--S

Transponder code for ATC.
5 IDENT Button
Pushing this button initiates the Mode--S Transponder identification

mode of operation. The displayed ATC code and special position
identification code are transmitted for a minimum of 18 seconds when
IDENT is pushed.
6 TRAFFIC Switch
This switch operates as follows:
D AUTO -- When TCAS is operating (that is, when the mode--selector

switch is in the TA ONLY or TA/RA position) traffic is displayed only
when an intruder is identified, which results in a TA or an RA. During
this event, all RAs, TAs, and proximate traffic are displayed in order
to enhance situational awareness. Other traffic is not displayed.
D ON -- Displays all traffic at all times when the TCAS is operating

(that is, when the mode--selector switch is in the TA ONLY or TA/RA
position). If a TA or an RA occurs, other traffic is removed from the
display during the event.

Rev 1 Jul 15/2004 3-5
7 ABV N BLW Switch
This switch selects the vertical range for which traffic is displayed.
D ABV (Above): Selects a range from +9,000 ft above the aircraft to

2,700 ft below the aircraft.
D N (Normal): Selects a range of +2,700 ft above the aircraft to

D BLW (Below): Selects a range of +2,700 ft above the aircraft to

NOTE: In some installations the ABV and BLW ranges may be

different. Consult the Approved Flight Manual.
8 XPNDR FAIL Annunciator Light
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:
D Internal Mode--S Transponder failure
D Control panel failure
D Loss of valid altitude data from the barometric altimeter to the

Mode--S Transponder
D Dual antenna failure in any mode
D Top or bottom antenna failure in RA/TA mode.
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.

3-6 Rev 3 Jun 15/2007
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.
Flat Panel VSI/TRA Indicator

Figure 3--3

Rev 3 Jun 15/2007 3-7
The data displayed on the VSI/TRA depends on several switch settings

as well as the specific status of the intruder as shown in Table 3--2. In
addition to the switch settings shown in the table, other factors can
influence the display logic. These factors include the specific model of
control panel certified for the installation, the manufacturer of the
VSI/TRA, and the TCAS wiring options selected. All of these factors are
determined at the time the TCAS system is certified. The operational
logic described in the Table 3--2 describes the most common system
configuration. For information regarding TCAS operation for a specific
aircraft, consult the Approved Flight Manual.
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.
Typical Display Formats and Functions

Table 3--2

3-8 Rev 1 Jul 15/2004
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.
Forward Left or Right Aft

(100% of (70% of (42% of
RANGE RANGE RANGE RANGE
Setting Ring of Dots Setting) Setting) Setting)
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.
VIS/TRA Range Settings

Table 3--3
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)
VSI/TRA Range Measurements

Figure 3--4

Rev 1 Jul 15/2004 3-9
Primary Flight and Navigation Displays

TCAS information displayed on the electronic PFDs and NDs is similar
to that in combined VSI/TRA indicator equipped aircraft. Symbols, aural
alerts and pilot action are identical. However, it is necessary to
recognize that vertical speed information for RAs is displayed as green
fly to or red avoid areas on the PFDs VSI tape. TCAS traffic, on the
other hand, is displayed on the ND. TCAS traffic display on the ND
varies with manufacturer (refer to Appendix D). The Boeing electronic
instrument systems (EIS) PFDs and NDs are shown in Figures 3--5 and
3--6. Some Boeing installations also give pitch guidance. When an RA
or TA occurs and the ND range is greater than 40 NM, the pilot is
prompted to reduce range on the ND.
ID--8000273
Boeing EIS PFD Climb RA Shown

Figure 3--5

3-10 Rev 1 Jul 15/2004
ID--8000274
Boeing EIS ND TCAS Mode
Figure 3--6

Rev 1 Jul 15/2004 3-11
Modified Weather Indicator

Figure 3--7 shows an example of a dedicated traffic display using a
modified weather indicator.
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

3-12 Rev 1 Jul 15/2004
RESOLUTION ADVISORY VERTICAL SPEED

GUIDANCE
Vertical maneuvers recommended by TCAS to ensure safe separation
are displayed as red and green arcs, as shown in Figure 3--8.
The TCAS color--coded visual advisory area for vertical speed

guidance is inside, and adjacent to, the vertical speed indicator scale.
The red arc indicator tells the pilot what vertical speed region is to be
avoided. If a change in vertical speed is necessary, the specific region
of vertical speed the pilot is to fly to is indicated by a green arc.
RED PROHIBITED GREEN TARGET

VERTICAL SPEED VERTICAL SPEED
(NARROW ARC) (WIDE ARC)
ID--8000276
VSI/TRA Command Indicators

Figure 3--8

Rev 1 Jul 15/2004 3-13
TRAFFIC DISPLAY SYMBOLS
Aircraft symbols displayed on the VSI/TRA are color--coded. Each color

has a distinct shape associated with it. Data tags have the same color
as the symbol they are associated with. Intruders are prioritized and
displayed based on their measured range and relative range rate with
respect to the TCAS aircraft. The VSI/TRA can display a maximum of
12 aircraft. The highest priority is given to RAs. The remaining TAs (if
present) and proximate traffic (if present) are displayed according to
their calculated threat assessment based on range, range rate, and
whether the intruder has altitude reporting capability.
The displayed traffic is positioned at its correct range and relative

bearing and moves across the display as its range and bearing change.
Solid Red Square
A solid red square (J) represents an immediate threat to the TCAS

equipped aircraft. Prompt action must be taken to avoid the intruder. An
intruder symbolized in red is entering the warning area and is 15 to 35
seconds from entering the collision area. Red is used only in
conjunction with an RA.
Solid Amber Circle
A solid amber circle (F) represents a moderate threat. An intruder

symbolized in amber is entering the caution area and is 20 to 48
seconds from entering the collision area. A visual search is
recommended for intruder avoidance. Amber is used only in
conjunction with a TA.
Solid Blue Diamond
A solid blue (cyan) diamond (z) represents proximate traffic. Proximate

traffic is an aircraft which is within 6 NM and within 1,200 ft vertically,
but whose path is not predicted to penetrate the collision area. If the
range capability of the display is less than 6 NM then the proximate
traffic is shown at the edge of the display. Proximate traffic does not
generate a TA or an RA. Proximate traffic is shown to improve
situational awareness in the event of a potential conflict with higher
priority RA or TA aircraft.
NOTE: Some manufacturers displays may indicate proximate traffic

with a solid white diamond.

3-14 Rev 2 Sep 01/2004
Open or Hollow Blue Diamond

An open or hollow blue (cyan) diamond (Z) represents other traffic.
Other traffic is any transponder--replying aircraft within the horizontal
and vertical range of the display, and not classified as proximate traffic
or as an intruder requiring a TA or an RA. The predicted flight path does
not penetrate the collision area. If other traffic is being displayed, it is
temporarily removed while a TA or an RA is in progress.
NOTE: Some manufacturers displays may indicate proximate traffic

with a solid white diamond.
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:
D Two--Digit Number -- The two digits represent the relative altitude

of the intruder aircraft in hundreds of feet above or below the TCAS
aircraft. If the intruder is above the TCAS aircraft, the data tag is
displayed above the intruder aircraft symbol, for an intruder below
the TCAS aircraft, the data tag is displayed below the intruder
aircraft symbol.
CAUTION
THE DATA TAG ON THE DISPLAY SHOWS THE SEPARATION

BETWEEN AIRCRAFT IN HUNDREDS OF FEET.
D Plus and Minus Signs -- A plus or minus sign is displayed in front

of the relative altitude number and indicates whether the displayed
aircraft is above (+) or below () the TCAS aircraft.
D Arrow -- A vertical arrow is displayed immediately to the right of the

aircraft symbol if the intruder is either climbing (up arrow) or
descending (down arrow) in excess of 500 fpm.
D Flight ID Data Tag -- If the flight ID (identification) feature of TCAS

is enabled, and a tracked intruder that is being displayed is also
squittering its flight ID, the flight ID of that intruder is displayed next
to the intruder aircraft symbol. When an RA is in progress all flight
ID information may be removed depending on the display
characteristics.

Rev 1 Jul 15/2004 3-15
Off Scale Traffic Advisories

If TCAS is tracking an intruder which is outside of the range of the
display but within the caution or warning areas, one--half of the
appropriate symbol is positioned at the edge of the display at the
appropriate bearing. The data tag is displayed if there is room. The
symbol is its proper color.
CAUTION
AN OFF--SCALE INTRUDER THAT GENERATES A TA OR AN RA

PROBABLY HAS A HIGH CLOSURE RATE.
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.

3-16 Rev 1 Jul 15/2004
EXAMPLE OF VSI/TRA WITH TRAFFIC DISPLAYED

In the VSI/TRA example shown in Figure 3--9, the RANGE is set at
6 NM.
PROXIMATE
TRAFFIC
RESOLUTION
ADVISORY
TRAFFIC
ADVISORY
NO BEARING OTHER
INTRUDER TRAFFIC
ID--8000277
Indicators and Symbols
Figure 3--9
The items shown in Figure 3--9 are described in the following

paragraphs.
D Traffic Advisory -- The TA intruder is off scale at 10:30, 200 ft below

the TCAS aircraft, and climbing in excess of 500 fpm.
D Proximate Traffic -- There is proximate traffic at 1:00, 1,100 ft

below, and about 5.5 NM away. The traffic is either in level flight or
is climbing or descending at less than 500 fpm.
D Resolution Advisory -- The RA intruder is at 12:30 with respect to

the host aircraft, just over 2 NM away, 300 ft below the TCAS
aircraft, and descending at more than 500 fpm. TCAS has issued an
RA instructing a minimum climb rate of 1,500 fpm.
D Other Traffic -- There is other traffic at 3:30, about 4 NM away,

1,700 ft above, and descending in excess of 500 fpm.
NOTE: While a TA or an RA is in progress, other traffic is not

normally displayed. It is shown here only to illustrate the
symbols.

Rev 4 Dec 31/2008 3-17
D No Bearing Intruder -- The no bearing intruder is 2 NM distant,

300 ft above the TCAS aircraft.
NOTE: It is unlikely that a no bearing intruder would be displayed.

It is shown in this example only to illustrate how the
intruder would be displayed. Remember that the ability of
TCAS to compute a TA or an RA is not degraded by lack
of bearing information.
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.
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.
Preventive or Weakening Advisory

MONITOR VERTICAL SPEED
This advisory is a preventive advisory. The pilot is to monitor the vertical

speed of the aircraft, keeping the VSI pointer out of the red area on the
VSI scale. The pilot is further expected to minimize the deviation from
ATC clearance to reduce further adverse effects on ATC.

3-18 Rev 1 Jul 15/2004
Corrective Resolution Advisories

Once these commands are given, the pilot has 5 seconds to make the
controlled 0.25 g pitch change required. These advisories should be
done smoothly to minimize the amount of deviation from the ATC
clearance.
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, CROSSING CLIMB CLIMB, CROSSING CLIMB
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, CROSSING DESCEND DESCEND, CROSSING

DESCEND
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.

Rev 1 Jul 15/2004 3-19
Increased Strength or Reversed Corrective

Advisories
These are corrective advisories that indicate when a previously
announced advisory must be increased in strength or reversed. The
target vertical speed must be attained within 2.5 seconds of the
generation of the corrective RA. The 0.35 g maneuver should be a 2 to
3.5 degree per second pitch change, as smooth and precise as any
instrument maneuver.
These advisories are expected to occur only on rare occasions, usually

when an intruder suddenly changes its current flight path by
maneuvering or when the pilot has chosen to ignore a
corrective/preventative advisory.
INCREASE CLIMB INCREASE CLIMB
Increase climb to the rate indicated by the green arc on the VSI/TRA,
2,500 to 3,000 fpm.
INCREASE DESCENT INCREASE DESCENT
Increase descent to the rate indicated by the green arc on the VSI/TRA,
2,500 to 3,000 fpm.
CLIMB, CLIMB NOW! CLIMB, CLIMB NOW!
Follows a descend RA when TCAS has determined that a reversal of

vertical speed is necessary to give adequate separation. The target
vertical speed for this green arc climb is 1,500 to 2,000 fpm.
DESCEND, DESCEND NOW! DESCEND, DESCEND NOW!
Follows a climb RA when TCAS has determined that a reversal of

vertical speed is necessary to give adequate separation. The target
vertical speed for this green arc descent is 1,500 to 2,000 fpm.

3-20 Rev 1 Jul 15/2004
Corrective, Weakening, or Restrictive Advisories

These corrective advisories include a variety of vertical speed
commands and guidance intended to minimize or constrain the escape
maneuvers or resolve multiple aircraft conflicts in response to an RA.
ADJUST VERTICAL SPEED, ADJUST
For this advisory, the target vertical speed for the green arc is a
reduction in the current vertical speed.
MAINTAIN VERTICAL SPEED, MAINTAIN
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.
MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
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
This single announcement confirms the encounter has ended and

separation is increasing. A return to the original ATC clearance profile
is expected.

Rev 3 Jun 15/2007 3-21

3-22 Rev 1 Jul 15/2004
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
8000264-- 001 TCAS Annunciators

Rev 3 Jun 15/2007 4-1
The message TCAS OFF is displayed when the mode--selector on the

control panel is set to XPNDR, STBY, or ALT RPTG OFF. This message
is also displayed if the Mode--S Transponder fails. The message is
displayed in the right center of the display, as shown in Figure 4--2.
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
TCAS OFF Annunciator

Figure 4--2
TCAS Annunciators 8000264-- 001

4-2 Rev 1 Jul 15/2004
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

Rev 1 Jul 15/2004 4-3
TD FAIL (traffic display failure) is displayed in the right center of the

display when TCAS cannot display TAs, as shown in Figure 4--5.
ID--8000282
TD FAIL Indicator
Figure 4--5
Failure or loss of valid vertical speed data input prevents display of RA

information. RA FAIL and VSI FAIL (vertical speed indicator failure) are
annunciated on the indicator in the upper left and upper right corners
respectively and the VSI pointer is not displayed, as shown in
Figure 4--6.
ID--8000283
VSI FAIL and RA FAIL Indicator

Figure 4--6

4-4 Rev 1 Jul 15/2004
In the case of certain failures of the VSI/TRA display itself, an X may

may be displayed, as shown in Figure 4--7. A two--digit code located at
the bottom center is used for maintenance information. In other cases
the display may be blank with neither vertical speed nor TA displays
visible.
ID--8000284
Red X Display
Figure 4--7

Rev 1 Jul 15/2004 4-5
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
TCAS Self--Test Annunciator on VSI/TRA Display

Figure 4--8

4-6 Rev 1 Jul 15/2004
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.
NOTE: In some installations the self--test function may be disabled

during flight. Consult the aircrafts Approved Flight Manual.
ID--8000311
Extended Test Display Main Menu

Figure 4--9

Rev 3 Jun 15/2007 4-7

4-8 Rev 3 Jun 15/2007
5. TCAS Logic Parameters
This section describes the logic parameters used to determine the

caution, warning, and collision areas. Figure 5--1 shows the various
altitudes that establish the thresholds and sensitivities used in
TCAS calculations. The figure also shows the inhibits which are built
into the system at low altitudes that prevent inappropriate RA
commands. Table 5--1 shows the specific numbers associated with the
various altitude layers and sensitivity levels (SL). The paragraphs that
follow further describe the variables and their meanings. Many special
conditions are beyond the scope of this manual. A complete description
of TCAS logic can be found in the document, TCAS II Minimum
Operational Performance Standards (MOPS) DO--185A published by
Radio Technical Commission for Aeronautics (RTCA), Inc.
The TCAS function in T2CAS is compatible with reduced vertical

separation minimums (RVSM). Aircraft separated by greater than
850 ft below FL 420, or by greater than 1,200 ft above FL 420, and which
are within the TCAS coverage range, will not generate a TA.
8000264-- 001 TCAS Logic Parameters

Rev 3 Jun 15/2007 5-1
TCAS Sensitivity Levels and Altitude Layers

Figure 5--1
TCAS Logic Parameters 8000264-- 001

5-2 Rev 3 Jun 15/2007
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)
Altitude Layer (feet) 1 2 3 4 5 6

TA Vertical Threshold (feet) 850 850 850 850 850 1200
Preventive RA Threshold 600 600 600 600 700 800
(feet)
Positive RA Vertical Threshold 300 300 350 400 600 700
(feet)
TCAS 2000 Logic Parameter Values

Table 5--1
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).
TCAS determines the SL by the altitude of the host aircraft. For SL 2

and SL 3, radio altitude is used, and for SL 4 through SL 7, pressure
altitude is used. When radio altitude and pressure altitude imply
different SLs, TCAS uses the lower SL. Therefore, when within the
range of valid radio altitude, the radio altitude signal is used to
determine SL; otherwise, pressure altitude is used.
8000264-- 001 TCAS Logic Parameters

Rev 1 Jul 15/2004 5-3
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.
NOTE: In this Pilots Guide, CPA refers to closest point of approach

in the context of TCAS operation, and collision prediction
and alerting in the context of TAWS operation.
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.
TCAS Logic Parameters 8000264-- 001

5-4 Rev 1 Jul 15/2004
6. Flightcrew Response to TCAS

Advisories
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.
The aviation industry, including both regulatory agencies and airlines,

has developed a series of guidelines based on the equipment
certification requirements, industry meetings, experiences during the
FAA TCAS Transition Program, etc. Non- compliance with these
guidelines produces less than desired separation. flightcrews
operating in United States airspace are expected to respond to TCAS
in accordance with the following guidelines. flightcrews operating in
other countrys airspace are expected to familiarize themselves with
any special rules that may be in effect relating to TCAS operations prior
to entering that airspace using 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.
8000264-- 001 Flightcrew Response to TCAS Advisories

Rev 3 Jun 15/2007 6-1
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.
For TCAS to properly function, initial vertical speed response is

expected within five seconds of an RA. Maneuvering g--forces must be
similar to those felt when responding to an ATC clearance to climb or
descend immediately (0.25 g increment). If possible, visually confirm
the necessity and suitability of the avoidance maneuver but recognize
that any other aircraft seen visually may not necessarily be the threat
aircraft or the only aircraft that is triggering the TCAS system response.
CAUTIONS
1. MANEUVERING IN RESPONSE TO RAs MUST BE DONE

MANUALLY BY THE PILOT FLYING THE AIRCRAFT.
AUTOPILOT RESPONSE TIME MAY BE TOO SLOW TO GIVE
THE DESIRED SEPARATION. PILOTS MUST DISCONNECT
THE AUTOPILOT AND ESTABLISH THE PROPER PITCH
ATTITUDE MANUALLY.
2. ONCE A NON- CROSSING RA HAS BEEN ISSUED, SAFE
SEPARATION COULD BE COMPROMISED IF CURRENT
VERTICAL SPEED DIRECTION IS CHANGED, EXCEPT AS
NECESSARY TO COMPLY WITH THE RA. THIS IS BECAUSE
TCAS--TO--TCAS COORDINATION WITH THE INTRUDER
AIRPLANE MAY BE IN PROGRESS AND ANY CHANGE IN
VERTICAL SPEED THAT DOES NOT COMPLY WITH THE RA
MAY NEGATE THE EFFECTIVENESS OF THE OTHER
AIRCRAFTS COMPLIANCE WITH THE RA.
Flightcrew Response to TCAS Advisories 8000264-- 001

6-2 Rev 3 Jun 15/2007
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 Respond immediately to the RA display to satisfy or continue to

satisfy RA vertical speed constraints by keeping vertical speed out
of the red arc and minimizing altitude excursions during the RA as
much as possible. This includes softening, weakening, or reductions
in strength of the initial RA. Also, attempt to make visual contact with
the conflicting traffic. After the CLEAR OF CONFLICT
announcement, adhere to the current ATC clearance to the extent
possible.
D Respond immediately to any increase or reversal RA maneuver

advisories. Initial vertical speed response to an increase or reversal
RA is expected by TCAS within two and one--half seconds of the
issuance of the advisory. These increase or reversal RA maneuvers
must be responded to with a 0.35 g maneuver; more is not required
or desired less is insufficient.
D Excessive responses to TCAS RAs are not desirable or appropriate

because of other potential traffic and ATC consequences. From
level flight, proper response to a TCAS RA typically results in an
overall altitude deviation of 300 to 700 ft in order to successfully
resolve a traffic conflict. Minimize deviations from the ATC
clearance profile when practical.
D If a TCAS RA requires maneuvering contrary to an ATC clearance,

satisfy the RA in a way that most nearly complies with the ATC
clearance. If it is possible to both respond to a TCAS RA and
continue to satisfy a clearance at the same time, the pilot can do so.
For example, the pilot can respond to a climb RA while continuing
to satisfy an ATC clearance to intercept a localizer.
If a TCAS RA maneuver is inconsistent with the current ATC

clearance, the pilot:
Must not delay in responding to the RA

Must not modify a response to an RA
Must follow the RA maneuver, unless invoking Emergency Pilot
Authority
Must give a vertical rate that minimizes ATC deviations.

Rev 1 Jul 15/2004 6-3
D During all RA events, notify ATC of the encounter as soon as

practical.
D Following a TCAS CLEAR OF CONFLICT advisory, the pilot must

expeditiously return to the applicable ATC clearance unless
otherwise directed, and notify ATC.
D If a TCAS RA requires maneuvering contrary to right--of--way rules,

cloud clearance rules while operating in visual flight rules (VFR),
flight handbook limitations, or other such criteria, pilots may, and
are expected to, follow the TCAS RA to resolve the immediate
traffic conflict. In such situations, however, deviations from rules,
policies, or limitations must be kept to the minimum necessary
to satisfy the RA. For example, an RA response resulting in a minor
excursion above the Approved Flight Manual published maximum
altitude is considered acceptable.
D The pilot must not exceed stick shaker or other stall warnings or
protections when following an RA.
D When a climb RA occurs with the aircraft in the landing

configuration, the pilot must initiate a normal go--around (GA)
procedure in order to comply properly with the RA.
NOTES: 1. A climb RA does not mandate a missed approach.

The pilot must exercise appropriate judgment to
assure the airplane is properly configured for the
maneuver, whether it be a subsequent landing or a
go--around/missed approach. In most cases, the
TCAS event can be resolved with only a minor
deviation to the intended flight path and sufficient
time and altitude exists to recover safely to the
desired flight path.
2. An altitude--crossing maneuver can occur when the
intruder or host aircraft is climbing or descending at
a high rate. Under these conditions, the TCAS logic
determines that safe separation is best achieved
through an altitude--crossing maneuver. This
maneuver results in the TCAS aircraft and the
intruder crossing through each others altitude.
This safe strategy results in adequate vertical
separation between aircraft.

6-4 Rev 1 Jul 15/2004
When a TCAS equipped aircraft follows an RA in a coordinated conflict

resolution maneuver with another TCAS equipped aircraft, or during an
event with an unequipped or non--functioning TCAS aircraft involving
a crossing maneuver, the change in vertical speed may be noticeable.
Many altitude--crossing RAs can be avoided by reducing climb or
descent vertical speed to 1,500 fpm when within the last 2,000 ft prior
to reaching a level off altitude. Optional integration of an altitude alerting
system or flight control unit/mode control panel (FCU/MCP) selected
altitude with the TCAS gives intent information that further enhances
the TCAS system and may resolve many potential events.
EXPECTED FLIGHTCREW RESPONSE

TCAS is programmed with 14 aural announcements (excluding test
announcements). These 14 announcements alert the crew to changing
traffic conditions. The aural announcement, TRAFFIC, TRAFFIC is
generated when a potential traffic threat is approaching. A variety of
aural alerts are given when the first RA of an encounter is displayed and
each time a subsequent change in the advisory is displayed
(strengthened or weakened). The announcements differentiate the
advisories by type. The softened or weakened advisory MONITOR
VERTICAL SPEED is initiated to facilitate minimizing the vertical
deviation from ATC clearances. An aural announcement also indicates
the TCAS aircraft is CLEAR OF CONFLICT. This announcement
occurs when the RA is removed from the VSI/TRA display and the
conflicting aircraft has begun to diverge in range.
In normal instrument flight operations, the vertical speed is the flight

instrument that validates the performance initiated on the attitude
indicator. Therefore, if a specific vertical speed is desired, a
predetermined pitch change is made on the attitude indicator, and then
the performance is verified on the VSI.
Flying an RA with precision (an instrument maneuver) requires

changing the pitch of the aircraft with a known performance effect. For
small changes in pitch, the following approximate relationships exist
between Mach, pitch change, and vertical speed.
(Mach No.) X 1,000 = Vertical Speed change in feet per minute for
a 1 pitch change.
A prompt, smooth pitch change of 2 to 6 should be sufficient to resolve

nearly all conflicts.

Rev 1 Jul 15/2004 6-5
COCKPIT RESOURCE MANAGEMENT

When flightcrews have special training in cockpit coordination or
cockpit resource management (CRM) techniques that analyze and
identify specific tasks for each member of the flightcrew under various
conditions, safety is enhanced. An example of the results of such an
analysis and the resulting tasks for the pilot flying (PF) the aircraft and
the pilot not flying (PNF) the aircraft are shown below. Airlines and flight
operations departments are encouraged to establish CRM procedures
for each TCAS message based on their own flight manuals and
operating practices. The example that follows is one outcome of such
an analysis. Alternative procedures and responsibilities are also
possible.
D 20 to 48 seconds prior to the CPA, the following TA alert is
announced:
TRAFFIC TRAFFIC
PF: Scans outside the aircraft for traffic, focusing in the direction
advised by the PNF.
PNF: Calls out the intruders clock position (relative bearing),
relative altitude, and distance and joins the PF in the visual scan
for traffic. Updates the PF from the clues inside the cockpit as the
encounter proceeds.
D If the event continues to develop, 15 to 35 seconds prior to the CPA
an RA alert is announced.
CLIMB CLIMB (or other command)
PF: Looks inside the aircraft to determine the commanded
vertical speed required and changes the pitch of the aircraft on
the attitude indicator to the computed target attitude which will
yield the commanded vertical speed.
PNF: Continues to scan outside the aircraft for traffic, backs up
the PF to ensure required performance, and notifies ATC when
practical.
D As the event continues and the corrective action proves effective,
the RA will probably weaken, and a preventive or weakening
advisory will be annunciated.
ADJUST VERTICAL SPEED, ADJUST
PF: Follows the new TCAS displayed and directed vertical
speed, which may include a softening of the maneuver or allow
a decrease in the vertical maneuver performance to minimize
deviation from the ATC clearance.

6-6 Rev 1 Jul 15/2004
PNF: Backs up the PF and ensures the performance is within

that prescribed.
NOTE: TCAS gives 300 to 700 ft of separation between

aircraft at the CPA.
D When aircraft separation has increased and the event is ended, the
concluding announcement is made.
CLEAR OF CONFLICT
PF: Smoothly and precisely returns the aircraft to the assigned

altitude or altitude cleared.
PNF: Backs up the PF and advises ATC of the event.
NOTE: Normal coordinated TCAS encounters result in no

more than 300 to 700 ft deviation from initial altitude
if in level flight.
The other TCAS commands and responses must be similarly analyzed

and coordinated.
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
ALTITUDE EXCURSIONS TO CARDINAL ALTITUDES NOT

ASSIGNED, OR BEYOND THAT DIRECTED BY THE TCAS
SYSTEM, MAY COMPROMISE THE SAFETY OF THE ENTIRE ATC
SYSTEM AND MAY CAUSE SEVERE AND DANGEROUS EFFECTS
FOR ALL.

Rev 1 Jul 15/2004 6-7

6-8 Rev 1 Jul 15/2004
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.
Response to a Traffic Advisory

See Figure 7--1.
AURAL -- TRAFFIC TRAFFIC

VISUAL -- Solid amber (F) circle showing the range and relative
bearing on the VSI/TRA. Altitude separation and climb/descent
information is displayed as applicable.
RESPONSE -- Conduct a visual search for the intruder. If successful,

maintain visual acquisition to ensure safe separation.
ID--8000287
Traffic Advisory Display

Figure 7--1
8000264-- 001 TA and RA Responses

Rev 2 Sep 01/2004 7-1
RESOLUTION ADVISORIES
RAs are characterized by the display of the intruder as a solid red

square (J) or red data tag in case of a no bearing intruder. Amber TAs
(F) and blue (or white) proximate aircraft (z , z ), if any, are also
displayed during the time an RA is active. Vertical maneuvers
recommended by TCAS to ensure safe separation are displayed by red
and green arcs along the VSI scale.
A preventive RA is issued when the TCAS aircrafts current vertical

speed is already outside the prohibited region. Safety is
compromised if the aircraft is flown at vertical speeds identified
by a red arc. Preventive RA visual indicators range from restricting rate
of climb or descent, to prohibiting changes in vertical speed altogether.
The aural messages MAINTAIN VERTICAL SPEED, MAINTAIN and
MONITOR VERTICAL SPEED accompanies a full range of preventive
RAs.
Preventive or corrective weakening or restrictive advisories may be

posted after a corrective advisory has been satisfied and the TCAS
aircraft is projected to have adequate altitude separation. These
corrective RAs are said to soften or weaken the advisory, indicating that
a gradual return to the original flight path or clearance is allowed. When
a corrective advisory is softened, the magnitude of the red arc
decreases, and ADJUST VERTICAL SPEED, ADJUST is announced.
The new RA restricts the vertical speed the crew can use in returning
to the original flight path. ADJUST VERTICAL SPEED, ADJUST is
announced only after the initial downgrading of the corrective RA. Using
the softening or weakening advisory greatly reduces the ultimate
altitude deviation caused by the original corrective RA.
Corrective advisories are issued when the TCAS aircrafts vertical

speed is within the prohibited region and a change in vertical speed is
required to ensure adequate separation. Safety is compromised if
the aircraft is flown at vertical speeds identified by a red arc.
Corrective RA visual indicators present the flightcrew with a target climb
or descent rate in green. Different aural announcements are given
depending on the direction of the RA (climb or descent) and on whether
or not the altitudes of the two aircraft cross.
Strengthened advisories indicate the pilot must increase the rate of

climb or descent and are issued after corrective advisories when the
changes in the predicted flight paths are insufficient. Strengthened
maneuvers must be initiated using an incremental 0.35 g maneuver
within 2.5 seconds of the issuance of the advisory.
TA and RA Responses 8000264-- 001

7-2 Rev 1 Jul 15/2004
Reverse advisories indicate that a previously issued corrective advisory

must be reversed to ensure safe separation. These advisories are
expected to occur only on rare occasions, usually when a threat aircraft
suddenly changes its current flight path (a maneuvering intruder).
Reversals can also occur between two TCAS equipped aircraft when
both are operating in the TA/RA mode.
RESPONSE TO A PREVENTIVE RA
See Figure 7--2.
AURAL -- MONITOR VERTICAL SPEED MONITOR VERTICAL

SPEED
VISUAL -- Current vertical speed is not within the prohibited vertical

speed shown on the VSI.
RESPONSE -- The pilot must keep the vertical speed out of the red arc
in the VSI display.
NOTES: 1. During a preventive advisory, if the vertical speed is

allowed to enter the red arc, a corrective RA may
result.
2. 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--8000288
Preventive Resolution Advisory

Figure 7--2

Rev 1 Jul 15/2004 7-3
CORRECTIVE RESOLUTION ADVISORIES
Response to a Climb RA
See Figure 7--3.
AURAL -- CLIMB CLIMB
VISUAL -- The VSI is red from the negative limit to +1,500 fpm and
green from +1,500 to +2,000 fpm.
RESPONSE -- Promptly and smoothly establish a climb at 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
Corrective Resolution Advisory

Figure 7--3

7-4 Rev 1 Jul 15/2004
Response to a Descend RA
See Figure 7--4.
AURAL -- DESCEND DESCEND
VISUAL -- The VSI is red from the positive limit to 1,500 fpm and green
from 1,500 to 2,000 fpm.
RESPONSE -- Promptly and smoothly establish a descent at 1,500 to

2,000 fpm.
ID--8000290
Descend Resolution Advisory

Figure 7--4

Rev 1 Jul 15/2004 7-5
Response to a Crossing Climb RA

See Figure 7--5.
AURAL -- CLIMB, CROSSING CLIMB CLIMB, CROSSING CLIMB
RESPONSE -- Promptly and smoothly establish a climb at 1,500 to

2,000 fpm.
NOTES: 1. This RA is similar to a climb RA. However, it further

indicates that the host aircraft flight path will cross that
of the intruder.
ID--8000291
Crossing Climb Resolution Advisory

Figure 7--5

7-6 Rev 1 Jul 15/2004
Response to a Crossing Descend RA

See Figure 7--6.
AURAL -- DESCEND, CROSSING DESCEND DESCEND,

CROSSING DESCEND
from 1,500 to 2,000 fpm.
RESPONSE -- Promptly and smoothly establish a descent at 1,500 to

2,000 feet per minute.
NOTES: 1. This RA is similar to a descend RA. However, it further

indicates that the host aircraft flight path will cross that
of the intruder.
ID--8000292
Crossing Descend Resolution Advisory

Figure 7--6

Rev 1 Jul 15/2004 7-7
Response to a Corrective Reduce Climb RA

See Figure 7--7.
AURAL -- ADJUST VERTICAL SPEED, ADJUST
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.
RESPONSE -- Promptly and smoothly reduce vertical speed to that

shown on the VSI in green.
ID--8000293
Reduce Climb Resolution Advisory

Figure 7--7

7-8 Rev 3 Jun 15/2007
Response to a Corrective Reduce Descent RA

See Figure 7--8.
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.
RESPONSE -- Promptly and smoothly reduce vertical speed to that

shown on the VSI in green.
ID--8000294
Reduce Descent Resolution Advisory

Figure 7--8

Rev 3 Jun 15/2007 7-9
STRENGTHENING ADVISORIES
Response to an Increase Climb RA

See Figure 7--9.
AURAL -- INCREASE CLIMB INCREASE CLIMB
green from +2,500 to +3,000 fpm. This indicates that the vertical speed
must be increased to ensure adequate separation.
RESPONSE -- Promptly and smoothly increase the climb rate to 2,500

to 3,000 fpm.
ID--8000295
Increase Climb Resolution Advisory

Figure 7--9

7-10 Rev 3 Jun 15/2007
Response to an Increase Descent RA

See Figure 7--10.
AURAL -- INCREASE DESCENT INCREASE DESCENT
from 2,500 to 3,000 fpm. This indicates that the vertical speed must
be increased to ensure adequate separation.
RESPONSE -- Promptly and smoothly increase the descent rate to

2,500 to 3,000 fpm.
ID--8000296
Increase Descent Resolution Advisory

Figure 7--10

Rev 1 Jul 15/2004 7-11
REVERSAL RESOLUTION ADVISORIES
Response to a Climb Now RA

See Figure 7--11.
AURAL -- CLIMB, CLIMB NOW! CLIMB, CLIMB NOW!
RESPONSE -- Promptly and positively maneuver at an incremental

0.35 g to establish a 1,500 to 2,000 fpm climb rate. Expect to change
pitch at a rate of 2 to 3.5 per second and initiate your response within
2.5 seconds of the issuance of the advisory.
NOTES: 1. This climb now advisory follows a descend advisory

when circumstances require a reversal of vertical
direction to ensure adequate separation.
INITIAL ADVISORY FINAL ADVISORY

ID--8000297
Climb Now Resolution Advisory

Figure 7--11

7-12 Rev 1 Jul 15/2004
Response to a Descend Now RA

See Figure 7--12.
AURAL -- DESCEND, DESCEND NOW! DESCEND, DESCEND

NOW!
from 1,500 to 2,000 fpm.
RESPONSE -- Promptly and positively maneuver at an incremental

0.35 g to establish a 1,500 to 2,000 fpm descent rate. Expect to change
pitch at a rate of 2 to 3.5 per second and initiate your response within
2.5 seconds of the issuance of the advisory.
NOTES: 1. This descend now advisory follows a climb advisory

when circumstances require a reversal of vertical
direction to ensure adequate separation.
ID--8000298
Descend Now Resolution Advisory

Figure 7--12

Rev 1 Jul 15/2004 7-13
WEAKENING OR RESTRICTIVE ADVISORIES

These corrective advisories include a variety of vertical speed
commands and guidance intended to minimize or constrain the escape
maneuvers or resolve multiple aircraft conflicts in response to an RA.
Adjust Climb or Descent Rate RA

See Figure 7--13.
VISUAL -- The VSI indicates prohibited vertical speed in red and the
target vertical speed in green.
RESPONSE -- Promptly and smoothly adjust the vertical speed to that

shown on the VSI in green, but do not deviate into the lower red arc.
TCAS indicates the altitude separation between the host aircraft and
the intruder above is not sufficient. Separation with the other aircraft is
given only if flown as defined by the green arc.

ID--8000299
Adjust Climb or Descent Rate Resolution Advisory

Figure 7--13

7-14 Rev 1 Jul 15/2004
Corrective Non-- Crossing, Maintain Rate RA

See Figure 7--14.
AURAL -- MAINTAIN VERTICAL SPEED, MAINTAIN
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.
CLIMB MAINTAIN DESCEND MAINTAIN
ID--8000300
Corrective Non--Crossing Maintain Rate Resolution Advisory

Figure 7--14

Rev 1 Jul 15/2004 7-15
Corrective Altitude Crossing, Maintain Rate RA

See Figure 7--15.
AURAL -- MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
VISUAL -- The VSI indicates prohibited vertical speed in red and the
target vertical speed in green.
RESPONSE -- Promptly and smoothly adjust the vertical speed to that

shown on the VSI in green, but do not initiate a maneuver into the red
arc. TCAS indicates the altitude separation between the host aircraft
and the intruder below is not sufficient. Separation with the intruder
aircraft is adequate if a current vertical speed commanded is
maintained. The intruder receives the opposite command.
CLIMB MAINTAIN DESCEND MAINTAIN
ID--8000301
INTRUDER DISPLAY HOST DISPLAY
Corrective Altitude Crossing Maintain Rate Resolution Advisory

Figure 7--15

7-16 Rev 1 Jul 15/2004
CLEAR OF CONFLICT ADVISORY

See Figure 7--16.
AURAL -- CLEAR OF CONFLICT
VISUAL -- The VSI red and green arcs on the VSI are removed. The
intruder symbol no longer appears as a red square (J).
RESPONSE -- Promptly and smoothly return to and/or maintain the last

applicable ATC clearance unless otherwise directed. Advise ATC of the
event.
NOTE: This advisory completes an RA unless the intruders track is

lost by the system.
ID--8000302
Clear of Conflict Advisory

Figure 7--16

Rev 1 Jul 15/2004 7-17

7-18 Rev 1 Jul 15/2004
8. TCAS Operating Procedures
COMMUNICATION AND COORDINATION WITH ATC
Notify ATC as soon as practical that you have complied with an RA.
OPERATIONS
Normal Operations
For all normal operations, the TCAS mode--selector switch must be

placed in the TA/RA position.
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
8000264-- 001 TCAS Operating Procedures

Rev 1 Jul 15/2004 8-1
TCAS OFF (white) is displayed when the mode--selector switch is in

XPNDR or STBY (see Figure 8--2). This message is also displayed if
there has been a failure of the Mode--S Transponder or if the
mode--selector switch is in the ALT RPTG OFF position.
ID--8000304
TCAS OFF Annunciator

Figure 8--2
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.
TCAS Operating Procedures 8000264-- 001

8-2 Rev 1 Jul 15/2004
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 (resolution advisory failure) is shown in the upper left corner

of the display when TCAS cannot display RAs (see Figure 8--4).
ID--8000306
RA FAIL Annunciator
Figure 8--4

Rev 1 Jul 15/2004 8-3
TD FAIL (traffic display failure) is shown to the right of center of the

display if TCAS cannot display TAs (see Figure 8--5).
ID--8000307
TD FAIL Annunciator
Figure 8--5
In the case of failure of the VSI/TRA itself, an X may be displayed

across the display, as shown in Figure 8--6. A two--digit code located at
the bottom center of the display is given for maintenance information.
In other cases, the display may be blank with neither vertical speed nor
TA displays visible.
10
ID--8000308
Red X Display
Figure 8--6

8-4 Rev 1 Jul 15/2004
Failure or loss of valid vertical speed input data prevents display of RA

information. RA FAIL and VSI FAIL are annunciated in the upper left
and upper right corners of the indicator and the VSI arrow is not
displayed (see Figure 8--7).
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.
D In the case of a TCAS failure, deactivate TCAS by selecting the

XPNDR position on the mode--selector switch.
D If the Mode--S Transponder fails, the amber XPNDR FAIL lamp

lights on the control panel. If this occurs while in flight, switch to an
alternate ATC transponder and deactivate the failed Mode--S
Transponder. Notify ATC of the condition prior to entering controlled
airspace. If already in controlled airspace, contact ATC immediately.
If still on the ground, do not dispatch without reviewing the minimum
equipment list (MEL) for the aircraft and considering the type of flight
operation, the route of the intended flight, and the mandated
equipment required for the flight.

Rev 1 Jul 15/2004 8-5

8-6 Rev 3 Jun 15/2007
9. TAWS System Description

TAWS INTRODUCTION
The TAWS (Terrain Awareness and Warning System) function is
contained in a module called the Ground Collision Avoidance Module
(GCAM). The GCAM provides fully predictive alerts and warnings to
prevent Controlled Flight Into Terrain (CFIT) accidents, as well as all
the reactive Ground Proximity Warning System (GPWS) capabilities
required by TSO C151b.
The purpose of the TAWS is to prevent accidents caused by CFIT and
severe Windshear. TAWS, like TCAS, is a situational awareness
system. It is not intended to be used for primary navigation of the
aircraft.
The TAWS is used to provide the flightcrew with timely information
about a potential terrain hazard along the route of flight that could result
in a CFIT event. TAWS also offers improved safety with obstacle
awareness and alerting as an option beginning with part numbers
9000000--XXX07 and XXX08. TAWSs predictive functions may
generate terrain caution alert, warning and avoid terrain alerts, and
premature descent alerts (Too Low Terrain). If obstacle alerting is
enabled, obstacle caution, obstacle warning, and avoid obstacle alerts
may also be generated.
During normal flight operations, the system remains essentially silent.
It uses GPS, radio altitude, barometric altitude and other relevant data
in combination with its internal database information to provide the pilot
with a full--time terrain display. The look ahead function compares
aircraft position and projected flight profile with the terrain database,
and if activated, also the obstacle database.
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.
This sensor can, as an option, be based on actual aircraft performance.
This design minimizes nuisance alerts and enhances crew
confidence that TAWS generates alerts that are real threats.
The TAWS function has an optional reactive windshear detector to warn
the flightcrew if the aircraft is in a dangerous windshear condition.
TAWS provides caution and warning visual annunciations and aural
alerts. In addition, it has all the basic Ground Proximity Warning System
(GPWS) alerts. TAWS has unique advisories lines (Terrain Advisory
Line) and unique warning alerts (Avoid Terrain). The basic GPWS
function relies on the downward--looking radio altimeter.
8000264-- 001 TAWS System Description

Rev 4 Dec 31/2008 9-1
ACSS has an optional TAWS performance system which utilizes actual

aircraft performance and configuration data in its predictive alerting.
This allows the ACSS TAWS to provide alerts in a more timely manner.
The ACSS TAWS has both Airbus and non--Airbus configurations.
NON-- AIRBUS T2CAS PART NUMBERS

The non--Airbus T2CAS part numbers are listed in Table 9--1.
Non--Airbus T2CAS Part Numbers

9000000--10002, 9000000--10003, 9000000--10004,
9000000--10005, 9000000--10006, 9000000--10007,
9000000--10008
9000000--20002, 9000000--20003, 9000000--20004,
9000000--20005, 9000000--20006, 9000000--20007,
9000000--20008
9000000--55002, 9000000--55003, 9000000--55004,
9000000--55005, 9000000--55006, 9000000--55007,
9000000--55008
NOTE: See Appendix F for Airbus Part Numbers.
Non--Airbus T2CAS Part Numbers

Table 9--1
TAWS SYSTEM COMPONENTS

The basic TAWS system (see Figure 9--1) described in this manual
consists of the following:
D Forward looking function -- contained in the T2CAS LRU.
D Reactive GPWS function -- contained in the T2CAS LRU.
D Aircraft Personality Module -- remotely mounted
D Terrain display -- cockpit mounted
D TAWS control panel -- cockpit mounted
D GPS receiver -- external or internal to the T2CAS LRU.
NOTE: Position data is required for TAWS operation. Position

data can come from an approved RNAV system or GPS.
GPS data can be provided from an external GPS receiver
or from an optional GPS receiver inside the T2CAS LRU.
TAWS System Description 8000264-- 001

9-2 Rev 4 Dec 31/2008
Basic TAWS System

Figure 9--1
Ground Collision Avoidance Module (GCAM)

The GCAM provides predictive alerting for avoidance of terrain hazards
along the intended route of flight, as well as all reactive alert modes
described in DO--161a and required by TSO C151b. (These reactive
alert modes are sometimes referred to as GPWS modes.)
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.

Rev 4 Dec 31/2008 9-3
Typical GCAM Interfaces

Figure 9--2
Collision Prediction and Alerting (CPA)

The GCAM predictive functions are provided by an advanced collision
prediction and alerting (CPA) function and optionally, an obstacle
collision prediction and alerting function (OCPA). The CPA and OCPA
are also known as the forward looking functions. These functions
encompass terrain, obstacle, and airport databases, as well as
modeling of the aircraft climb capability. The CPA function predicts
terrain hazard situations, and generates aural, visual, and graphical
display alerts. Similarly, the OCPA function predicts obstacle hazard
situations, and generates aural, visual, and graphical display alerts.
NOTE: In this Pilots Guide, CPA refers to collision prediction and

alerting in the context of TAWS operation and closest point
of approach in the context of TCAS operation.
The CPA function predicts potential terrain conflicts by comparing two

profiles:
D Terrain Environment Determination -- The terrain environment is

determined by correlating precise aircraft position information from
GPS and/or FMS sources with internally stored worldwide digital
terrain and airport databases.
D Aircraft Flight Path Prediction -- Aircraft flight path is predicted

using current aircraft flight path parameters to project the aircraft
flight path up to two minutes ahead of the current aircraft position.

9-4 Rev 4 Dec 31/2008
The OCPA Function predicts potential obstacle conflicts similarly to its

detection of terrain conflicts. The OCPA function compares the above
aircraft flight path prediction with:
D Obstacle Environment Determination The obstacle
environment is determined by correlating precise aircraft position
information from GPS and/or FMS sources with an
internally--stored, digital obstacle database. This database consists
of human--made objects, greater than 100 feet above ground level,
such as radio towers, buildings, and smoke stacks.
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.
CPA Function and Reactive Modes

Figure 9--3

Rev 4 Dec 31/2008 9-5
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.
A full--featured navigation--capable GPS is available as an option

(installed internally in the LRU). The GPS module is supplied by CMC
Electronics Inc. and meets TSO C129a Class B1/C1.
Aircraft Personality Module (APM)

T2CAS uses an ARINC standard APM for storing aircraft--specific
configuration information. The APM is a programmable memory device
connected to the T2CAS. The specific aircraft configuration information
and operator callout selections are uploaded to the T2CAS during
power--up and upon request.
Some of the information included in the APM is:

D Aircraft climb performance data (if performance option is enabled)
D Aircraft weight information (if performance option is enabled)
D Aircraft--specific input/output characteristics
D Alert prioritization (with respect to other aircraft systems)
D Display specifics and colorization
D Alert repetition rates
D Callout selection and enable
D Aural and visual annunciator settings
NOTE: Airbus T2CAS do not use APM.

9-6 Rev 3 Jun 15/2007
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 3 ATI display is a dedicated terrain hazard display (THD). This

display is primarily intended for aircraft that are not equipped with a
compatible EFIS or color weather radar display and have limited space
available in the forward instrument panel.
The 5 ATI display is a multi--function display (MFD) that can display

terrain, weather radar, and traffic information on a single display unit.
TAWS Control Panel

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. In installations where TAWS information is displayed on
an EFIS or electronic display, some TAWS controls may be a part of the
electronic display menu selections.
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.

Rev 4 Dec 31/2008 9-7
TAWS THEORY AND DESCRIPTION

The TAWS system performs the following functions:
D Processes inputs from aircraft systems
D Correlates current aircraft position to terrain and airport databases
D Projects the terrain hazards along the projected flight path ahead of
the aircraft
D Generates an image of potential terrain hazards for display in the
cockpit
D Determines climb prediction envelope for terrain avoidance using
data from the APM
D Generates applicable alerts and warnings, both aurally and visually,
to the flightcrew on select displays.
PILOT REACTIONS TO TAWS ALERTS

Pilot reactions to alerts and warnings will differ according to local
regulation authorities, weather conditions, type of warning, phase of
flight, and aircraft performance. Pilots should be thoroughly familiar
with State Authority, company, or other approved operational
procedures as required by their aircraft and type of operation.
Pilots should be trained to react to TAWS alerts and warnings according
to their companys polices. Training programs will be required for TAWS
just as they are required for basic GPWS, aircraft stall warning,
windshear, engine failures and other emergencies.
Pilots should react to all TAWS aural alerts, display pop--ups and visual
annunciations as required by company policy. The amber CAUTION
requires immediate attention if the condition continues. The red
WARNING annunciation is a TAWS warning and requires immediate
action by the pilot.
The forward--looking TAWS function should be inhibited prior to takeoff
and/or landing procedures at airports and runways which have
previously been identified as producing false terrain or obstacle alerts
until corrections have been made.
To avoid giving nuisance alerts, the forward--looking TAWS function
must be inhibited when landing or taking off at an airport that is not
included in the airport database. Use the Airport Search function on
www.acsscustomerservices.com/CustomerServices for database
queries. Pilots may consult publication 8006417--XXX, which is a listing
for each released terrain database and the airports that are included in
that database. XXX denotes the revision number of the database.

9-8 Rev 4 Dec 31/2008
If concerns about the reliability or appropriateness of TAWS alerts arise,

pilots may inhibit the forward--looking TAWS function and contact
ACSS Customer Technical Support for TAWS Event analysis.
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 Terrain and Airport database information is embedded in the T2CAS

terrain database software. Information on manmade obstacles is
maintained separately in the Obstacle database.
D Pilots will not see a TAL as the aircraft approaches a runway.
D When the forward--looking TAWS terrain or obstacle awareness

function(s) is inhibited or unavailable, it continues to provide basic
GPWS functions (Mode 1 to 5 with Altitude callout, bank angle).
Windshear also remains operational.
D Mode 1 (Excessive Descent Rate) is always active and Mode 2

(Excessive Terrain Closure Rate) is conditionally activated, in order
to provide supplemental protection when the CPA mode is
determined to be less accurate in the event of position or TAWS
database error.
D To avoid unwanted terrain alerts, the TAWS terrain alerts can be

inhibited when landing at airports that are not included in the airport
database.
D If an alert is previously determined to be erroneous and is repetitive

at a specific location, the alerting function can be inhibited.
Nuisance alerts should be brought to the attention of ACSS
Customer Technical Support representatives for correction.
D Proper altimeter setting is required.
D TAWS self tests are inhibited during normal in air flight operations
available only when aircraft is on the ground.

Rev 4 Dec 31/2008 9-9
Predictive and Reactive Warnings

The GCAM generates both predictive and reactive warnings.
Predictive Warnings -- The predictive terrain and obstacle

warnings are provided by advanced forward looking functions that
utilize terrain, obstacle, and airport databases, as well as modeling
of the aircraft climb capability. The forward looking functions predict
terrain and obstacle hazard situations, and generate aural, visual,
and graphical display alerts.
The forward looking functions, combined with the terrain hazard

display, give the flightcrew predictive CFIT protection throughout all
flight phases from takeoff to landing as long as:
D The position of the aircraft can be computed accurately.

D The aircraft performance data is available (when performance
option is chosen).
D No cell or cells of extracted terrain in the forward path are missing
or invalid.
D All the required input parameters are valid.
D Terrain inhibit is not selected.
Reactive Warnings -- The reactive terrain warnings include Mode

1 through Mode 5 warnings (as referenced in DO--161a), altitude
callouts, and bank angle warnings. Reactive windshear warning
mode (optional) is also a reactive mode.
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:
D Enroute areas are encoded with low resolution cells having a

dimension of 180 X 180 arc seconds (equivalent to 3 NM X 3 NM at
the equator).

9-10 Rev 4 Dec 31/2008
D Terrain within 21 NM of any airport is encoded with cells having a

dimension of 30 x 30 arc seconds (equivalent to 0.5 NM X 0.5 NM
at the equator). This area may be extended to a radius of 30 NM for
mountainous airports or other specific airports where the
surrounding terrain necessitates a higher resolution.
D Terrain within 6 NM of a mountainous area airport (MAA) may be
encoded with cells having a dimension of 15 X 15 arc seconds
(equivalent to 0.25 NM X 0.25 NM at the equator). An MAA is defined
as an airport that has terrain more than 2000 ft above the airport
elevation within a 6 NM radius of the airport.
NOTE: The above values are typical, however there are exceptions:
1. For latitudes greater than 50 the longitudinal size of each
cell is increased to compensate for the convergence of the
meridians.
2. When high--resolution data does not exist at a given
location, lower resolution data is used.
3. Lower resolution data may be used if it can be shown that
this does not produce unacceptable levels of nuisance
alerts.
Coverage of the TAWS Terrain Database
The internal databases of the T2CAS include terrain, charted
man--made obstacles (if activated), and airports.
The terrain and airport database coverage is provided by geographical
area. U.S. obstacle database coverage is derived from government--
and state--supplied data.
Database Update
Updates to the database can be obtained either by download from
ACSS website or through the ACSS order administrator. Both require
the use of a CF (Compact Flash) card that can be inserted into the CF
card slot of the T2CAS computer.
The database can be updated during normal maintenance to the
aircraft.
The ACSS TAWS database is in full compliance with FAA TSO C151b.
ACSS also fully complies with DO--200A for processes applicable to
such databases and as such will notify both the database provider and
our customers should any database errors be identified.
NOTE: Database Update Procedures are provided in T2CAS SDIM
(Systems Description and Installation Manual).
NOTE: To verify specific airports in the database, please visit
www.acsscustomerservices.com.

Rev 4 Dec 31/2008 9-11
The resolution of the terrain database relative to the different operating

areas is shown in Figure 9--4.
Terrain Database Resolution

Figure 9--4
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.

9-12 Rev 3 Jun 15/2007
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.
At lower altitudes, the radio altimeter provides higher accuracy

(measured height) of aircraft position relative to the terrain. As the
aircraft moves closer to the terrain, during enroute situations or during
terminal area maneuvers, the GCAM automatically refines its vertical
height precision by consolidating computed height and measured
height. (See Figure 9--5.) This method accounts for elevation
registration errors between actual terrain and the terrain database.
Below 700 ft, the terrain clearance calculations are made using only
measured radio altitude.

Rev 4 Dec 31/2008 9-13
Aircraft Altitude Determination

Figure 9--5
Perspective View for Terrain Detection Envelope

Boundaries
D T2CAS has three clearance sensors that are used to provide

indications and alerts. The three sensors are:
- Caution Clearance Sensor: generates TAL (Terrain Advisory

Line) and Caution Alerts, including a Premature Descent
Alert (PDA)
- Warning Clearance Sensor: generates Pull--up warning

alerts
- Avoid Clearance Sensor: generates Avoid warning alerts.
D Each sensor has two basic parts:
- Short--term propagation of current flight path angle (in the

short term, the aircraft is likely to keep doing what it is
currently doing)
- Long--term prediction of aircraft potential climb gradient

(how the aircraft is likely to climb if a terrain alert occurs)
See Figure 9--6 for the terrain detection envelope boundaries.

9-14 Rev 4 Dec 31/2008
Terrain Detection Envelope Boundaries

Figure 9--6
Terrain Caution, Warning, and Avoid Envelopes

The forward looking function continuously correlates the projected flight
path up to two minutes ahead of the aircraft against an internal terrain
elevation database. Alerts are generated whenever the forward looking
calculations show the projected flight path intersects the correlated
terrain elevations underlying that flight path. These calculations include
three dynamically independent conflict detection algorithms, a leading
caution clearance sensor, a following warning clearance sensor, and a
trailing avoid clearance sensor. (See Figure 9--7.)

Rev 4 Dec 31/2008 9-15
Caution, Warning, and Avoid Clearance Sensors

Figure 9--7
The clearance sensors can be thought of as virtual bumpers that

extend in front of the aircraft. When the virtual bumper encounters
terrain (as stored in the terrain database), an alert condition is detected.
The type of alert depends on which sensor (avoid, warning or caution)
contacted the terrain.

9-16 Rev 4 Dec 31/2008
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.
D An alert will occur earlier for a descending aircraft than an aircraft

flying level.
D An alert will occur earlier for an aircraft with a reduced or

performance limited climb capability (when performance climb
option is enabled).
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
Horizontal Terrain Conflict Envelope

Figure 9--8

Rev 4 Dec 31/2008 9-17
TERRAIN CAUTION ENVELOPE
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.
TERRAIN WARNING ENVELOPE
The forward looking warning envelope is similar in construction to the

caution envelope, except that it follows the flight path angle eight
seconds ahead of the aircraft before extending along the constructed
flight path to a point 120 seconds ahead of the aircraft. The eight second
window represents the maximum expected time for the crew to react
and initiate a recovery maneuver.
TERRAIN AVOID ENVELOPE
The forward looking avoid envelope is similar in construction to the

caution and warning envelopes, except that it follows the flight path
angle one second ahead of the aircraft before extending along the
constructed flight path to a point 120 seconds ahead of the aircraft.
When the forward--looking avoid envelope detects a terrain threat, it is

possible that a classic pull--up maneuver will not be sufficient to clear
the terrain and an alternate course of action may be required.

9-18 Rev 4 Dec 31/2008
TERRAIN CAUTION ALERTS AND WARNINGS
If the optional climb performance function is activated, the forward

looking function uses an aircraft climb rate model to project the actual
escape capability for the aircraft as part of its flight path prediction
calculation. This feature is key to forward looking software ability to
increase the time interval for terrain avoidance actions rather than
reactive actions typically associated with terrain warning. If the optional
climb performance is not activated, the aircraft climb rate model
described in TSO C151b is used instead.
The forward looking software provides information through a series of

caution alerts and warnings to indicate if a classic pull--up maneuver is
sufficient to prevent a CFIT event. (See Figure 9--9.)
Pull Up Warning
Figure 9--9

Rev 4 Dec 31/2008 9-19
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.
Avoid Terrain Warning

Figure 9--10
The forward looking function generates four basic types of terrain alerts
and/or warnings.
D Premature Descent Alert -- A Too Low Terrain alert is generated

whenever the caution clearance sensor detects a potential terrain
hazard such that a level off maneuver is sufficient.
D Terrain Caution Alert -- A Terrain Caution alert is generated

whenever the caution clearance sensor detects a potential terrain
hazard such that a level off maneuver is insufficient to avoid the
terrain hazard.
D Pull Up Warning -- A Pull Up Warning is generated whenever the

warning clearance sensor detects an imminent CFIT situation due
to the intersection of the warning clearance sensor with a potential
terrain hazard.

9-20 Rev 3 Jun 15/2007
D Avoid Terrain Warning -- An Avoid Terrain Warning is generated

whenever the avoid clearance sensor determines the current flight
path will lead the aircraft into high terrain that cannot be cleared (with
sufficient margin) with a vertical escape maneuver.
A yellow terrain advisory line is displayed along the points where a

terrain caution alert will occur if the aircraft continues along its current
trajectory. However, potential future obstacle caution alerts (available
with the optional obstacle awareness function) do not produce terrain
advisory lines. This terrain advisory line is described in detail in Section
10, TAWS Operation.
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.

Rev 4 Dec 31/2008 9-21
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.
The convergence envelope has the approximate shape of a funnel with

the smallest part being a landing box that approximately overlays the
runway threshold. (see Figure 9--11.) The bottom and top of the
convergence envelope accommodate normal and steep approaches,
while the sides are defined to accommodate straight--on and curved
approaches. The aircraft can approach and enter the envelope from
any direction and convergence is calculated accordingly.
TAWS Convergence Envelope

Figure 9--11

9-22 Rev 3 Jun 15/2007
GPWS Modes of Operation

The forward looking function (CPA) also operates in the reactive alert
modes described in DO--161a and required by TSO C151a. (See Figure
9--12.)
GCAM CFIT Protection and Flight Phases

Figure 9--12
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.
In order to minimize warning confusion and nuisance distractions,

Mode 2 is normally suppressed by the forward looking function and is
automatically reactivated if a position error, altitude error, or database
error is detected. All other reactive modes automatically engage during
the appropriate phases of landing and takeoff.
MODE 1 -- EXCESSIVE DESCENT RATE
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.

Rev 3 Jun 15/2007 9-23
The following alerts can be generated by Mode 1:
D Sink Rate Caution -- A Sink Rate Caution is generated when radio

altitude and vertical speed are within the sink rate envelope, as
described in Figure 9--13, for at least one second. When a Mode 1
Sink Rate Caution is generated, the caution annunciator lights and
SINK RATE is announced over the speaker system, or over the
headsets depending on the installation. When the steep approach
option is selected by the crew, the sink rate envelope is modified as
indicated in Figure 9--13. The Sink Rate Caution is reset as soon as
the radio altitude and vertical speed are detected outside the sink
rate envelope.
D Pull Up Warning -- A Pull Up Warning is generated when radio

altitude and vertical speed are within the pull up envelope, as
described in Figure 9--13, for at least 0.5 second. When a Mode 1
Pull Up Warning is generated, the warning annunciator lights and
PULL UP, or WHOOP WHOOP PULL UP is announced over the
speaker system, or over the headsets depending on the installation.
The Pull Up Warning is reset as soon as radio altitude and vertical
speed are detected outside the pull up envelope.
NOTE: When activated, the Steep Approach function dynamically

reduces the size of the Mode 1 envelope to reduce nuisance
Mode 1 alerts in more aggressive steep approaches (see
Figure 9--13). The Steep Approach function compares the
approach angle of the target runway (as defined in the airport
database) with a customer--selectable Steep Approach
Threshold Angle. If the database indicates an approach angle
greater than the pre--determined threshold, the Steep
Approach envelope is activated. The Steep Approach
feature is activated either manually by a Steep Approach
switch in the cockpit (if installed) or by the optional Auto Steep
Approach function. Refer to your AFM (or AFM supplement)
to determine if either of these options is applicable to your
installation.

9-24 Rev 4 Dec 31/2008
Sink Rate Caution and Pull Up Warning Envelopes

for Reactive Mode 1
Figure 9--13

Rev 3 Jun 15/2007 9-25
MODE 2 -- EXCESSIVE TERRAIN CLOSURE 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.
The following alerts can be generated by Mode 2:
Terrain Caution -- A Terrain Caution is generated when radio

altitude and terrain closure rate are one of the following:
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).
When a Mode 2 Terrain Caution is generated, the caution

annunciator lights and TERRAIN TERRAIN is announced over the
speaker system, or over the headsets depending on the installation.
The Terrain Caution is reset as soon as the radio altitude and terrain
closure rate are detected outside the Mode 2A or Mode 2B
envelope.
Pull Up Warning -- The Mode 2 Terrain Caution transitions to a Pull

Up Warning if the landing gear is not in the landing configuration and
if radio altitude and terrain closure rate are one of the following:
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.

9-26 Rev 3 Jun 15/2007
When a Mode 2 Pull Up Warning is generated, the warning

annunciator lights and appropriate aural, based on ACD selection,
is announced over the speaker system,or over the headsets
depending on the installation. The Pull Up Warning is reset as soon
as the radio altitude and terrain closure rate are detected outside the
Mode 2A or Mode 2B envelope.
Terrain Caution and Pull Up Warning Envelopes for Mode 2

Figure 9--14

Rev 3 Jun 15/2007 9-27
MODE 3 -- LOSS OF ALTITUDE AFTER TAKEOFF OR GO

AROUND
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.
When a Mode 3 Dont Sink Caution is generated, the caution

annunciator lights and DONT SINK is announced over the speaker
system, or over the headsets depending on the installation.
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.

9-28 Rev 3 Jun 15/2007
Dont Sink Caution Envelope for Mode 3

Figure 9--15

Rev 3 Jun 15/2007 9-29
MODE 4 -- UNSAFE TERRAIN CLEARANCE NOT IN LANDING

MODE
This mode monitors the radio altitude, landing gear configuration,

landing flaps configuration, and airspeed and generates a caution alert
if there is insufficient terrain clearance when the aircraft is not in the
proper landing configuration. Specific aural annunciators (TOO LOW
GEAR or TOO LOW FLAPS) are generated to inform the pilot of
specific unwanted landing configurations. Mode 4 can generate the
following alerts:
Too Low Terrain Caution -- A Too Low Terrain Caution is generated

when radio altitude and airspeed are within the Too Low Terrain
envelope described in Figure 9--16.
When a Mode 4 Too Low Terrain Caution is generated, the caution

annunciator lights and TOO LOW TERRAIN is announced over the
speaker system. This caution is annunciated as long as the
condition exists.
Too Low Gear Caution -- A Too Low Gear Caution is generated

when radio altitude and airspeed are within the Too Low Gear
envelope described in Figure 9--16 and the landing gear is not in a
correct landing configuration.
When a Mode 4 Too Low Gear Caution is generated, the caution

annunciator lights and TOO LOW GEAR is announced over the
condition exists.
The TOO LOW GEAR message can be inhibited by engaging the

landing gear override switch (if installed).
Too Low Flaps Caution -- A Too Low Flaps Caution is generated

when radio altitude and airspeed are within the Too Low Flaps
envelope described in Figure 9--16 and the flaps are not in a correct
landing configuration.
When a Mode 4 Too Low Flaps Caution is generated, the caution

annunciator lights and TOO LOW FLAPS is announced over the
condition exists.
The TOO LOW FLAPS message can be inhibited by engaging the

flap override switch (if installed).

9-30 Rev 3 Jun 15/2007
Too Low Terrain/Gear/Flaps Envelope for Mode 4

Figure 9--16

Rev 3 Jun 15/2007 9-31
MODE 5 -- EXCESSIVE DESCENT BELOW GLIDESLOPE
This mode monitors the radio altitude, glideslope deviation, localizer

deviation, landing gear configuration, and glideslope inhibit/cancel. It
generates a caution alert if there is excessive descent below the
instrument glidepath when making a front course approach with the
gear down.
In some configurations, Mode 5 monitors ILS back course selection,

selected runway heading, and track angle. Some configurations also
automatically inhibit Mode 5 while in a back course approach. The
Glideslope Caution is generated when the radio altitude and the
glideslope deviation are within one of the two envelopes described in
Figure 9--17.
When a Glideslope Caution is generated, the caution annunciator lights

and GLIDESLOPE is announced over the speaker system. This
message is normal volume when the radio altitude and glideslope (G/S)
deviation are within the Mode 5B envelope and (based on operator
option settings) are reduced in volume by 6 dB when within the Mode
5A envelope.
The Glideslope Caution is repeated more frequently as the below

glideslope deviation increases and/or the radio altitude decreases.
The Glideslope Caution is generated as long as the radio altitude and

the glideslope are within one of the two Mode 5 envelopes, except if it
is canceled by the crew with the G/S CANCEL switch. The G/S
CANCEL annunciator lights to indicate the alert has been canceled. It
remains lit while the radio altitude is between 30 ft and 1,000 ft.
Mode 5 can be manually inhibited by the flightcrew before the approach

by selecting the G/S INHIBIT switch (if installed). It is also inhibited if
any of the following conditions exist:
D The angle between the selected runway heading and track angle is
greater than 90.
D The localizer deviation is outside of +/-- three dots.
D The landing gear is up.
D Instrument landing system (ILS) back course is selected.

9-32 Rev 3 Jun 15/2007
Excessive Descent Below Glideslope Envelope for Mode 5

Figure 9--17

Rev 3 Jun 15/2007 9-33
MODE 6 -- EXCESSIVE BANK ANGLE AND ALTITUDE

CALLOUTS
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.
Radio Altitude Bank Angle Limit
Between 30 ft and 150 ft Linear from 10 (30 ft) to 40 (150 ft)

Between 150 ft to 2450 ft Linear from 40 (150 ft) to 55 (2450 ft)
Above 2450 ft 55
Bank Angle Limits for Excessive Bank Angle Caution

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.

9-34 Rev 3 Jun 15/2007
Excessive Bank Angle Envelope for Mode 6

Figure 9--18

Rev 3 Jun 15/2007 9-35
MODE 6 -- ALTITUDE CALLOUTS

The system monitors radio altitude, selected decision height (DH),
below DH, landing gear configuration, and callout enable, and
generates altitude callouts for descent below a set of customer defined
altitudes. Each selected altitude callout is delivered once and then the
callout process is reactivated only when the radio altitude is greater
than 1,080 ft.
An altitude callout is inhibited if it is within three feet of the selected
decision height and the operator has selected at least one decision
height callout.
Decision Height Callout requests may be activated via discrete input
from an external system. With this interface, the T2CAS unit cannot
anticipate the selected Decision Height value. As a result, if a lower
priority altitude callout is annunciating and a DH or MDA callout is
requested, the TAWS system will await the completion of the current
annunciation before issuing a DH/MDA callout. This may slightly delay
the DH/MDA annunciation.
Radio Altitude Radio Altitude Callout

2,500 ft TWO THOUSAND FIVE HUNDRED
or TWENTY FIVE HUNDRED or
RADIO ALTIMETER VALID
1,000 ft ONE THOUSAND
500 ft FIVE HUNDRED
500 ft Two second 960 Hz tone
400 ft FOUR HUNDRED
300 ft THREE HUNDRED
200 ft TWO HUNDRED
100 ft ONE HUNDRED
100 ft Two second 700 Hz tone
80 ft EIGHTY
60 ft SIXTY
50 ft FIFTY
40 ft FORTY
35 ft THIRTY FIVE
35 ft One second 1400 Hz tone
Altitude Callouts
Table 9--3 (cont)

9-36 Rev 4 Dec 31/2008
Radio Altitude Radio Altitude Callout

20 ft TWENTY
20 ft 0.5 second 2800 Hz tone
10 ft TEN
Altitude Callouts
Table 9--3
Selectable altitude callouts are also listed in Section 11, TAWS and
Reactive Windshear Annunciators.

Rev 3 Jun 15/2007 9-37
DECISION HEIGHT AND MINIMUM DESCENT ALTITUDE

CALLOUTS
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 invalid, UNKNOWN DECISION HEIGHT is

announced when the radio altitude is 900 ft (if at least one decision
height callout has been selected by the operator).
If the selected DH is less than 10 ft or more than 800 ft, all decision
height callouts are inhibited.
Radio Altitude (DH) or

Baro Altitude (MDA) Callout
Selected DH + 100 ft APPROACHING DECISION HEIGHT

Selected DH DECISION HEIGHT
Selected MDA +80 ft APPROACHING MINIMUM
Selected MDA MINIMUM or MINIMUM, MINIMUM
DH and MDA Callouts

Table 9--4
Reactive Windshear System

The TAWS function incorporates a reactive windshear feature that is
available as an optional part of the terrain awareness system, based on
aircraft requirement. The reactive windshear system monitors aircraft
performance on both takeoff and approach to identify the presence of
severe low--level, downburst/microburst--type windshear. The reactive
windshear system is described in detail in Section 12, Reactive
Windshear System.

9-38 Rev 3 Jun 15/2007
COLD WEATHER OPERATIONS

The Barometric Altimeter is inaccurate at non--standard temperatures.
Colder than standard air temperature can cause the barometric
altimeter to indicate a higher altitude than actual. This results in the
aircraft being flown lower than intended and can contribute to a CFIT
accident.
The corrected barometric altitude input is compensated to account for

the colder--than--standard air temperature using the Cold Temperature
Compensation algorithm if the Cold Temperature Compensation logic
is enabled during installation through the customers aircraft specific
database.

Rev 3 Jun 15/2007 9-39/(9-40 blank)

9-40 Rev 4 Dec 31/2008
10. TAWS System Operation
In a typical installation, the TAWS function in T2CAS powers up, runs

an internal self--test, and is ready for operation without any input from
the flightcrew. There are several functions of TAWS that the flightcrew
can control once the system has powered--up and is operating normally.
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.
NOTE: The following controls and annunciators may or may not be

available in all aircraft installations. Consult the Approved
Flight Manual for a detailed description of the controls and
annunciators for a specific aircraft installation.
The TAWS controls can include the following:
D Terrain Display -- The terrain display control is typically a toggle

between weather radar information and terrain hazard information.
D Terrain Inhibit -- The terrain inhibit control inhibits the terrain display
and forward looking functions.
D Obstacle Inhibit -- The obstacle inhibit control inhibits the obstacle

forward looking functions and the associated display of obstacles on
the terrain hazard display. On some configurations, this control is
tied to the Terrain Inhibit control.
D Obstacle Display Inhibit -- The obstacle display inhibit control

inhibits the display of non--alerting obstacles on the terrain hazard
display. Obstacle forward looking functions and alerting remain
active.
D GPWS Inhibit -- Inhibits the reactive GPWS Modes 1--5.
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 Glideslope Inhibit -- The glideslope inhibit control inhibits the

excessive glideslope deviation warning.
8000264-- 001 TAWS System Operation

Rev 4 Dec 31/2008 10-1
D Glideslope Cancel -- The glideslope cancel control cancels the

excessive glideslope deviation warning for the current approach.
D Momentary Audio Alert Suppress -- This control suppresses the

current audio alert. Another active lower priority alert may
annunciate once the higher alert is suppressed.
D Altitude Callout Disable -- This control disables the altitude callout

for the current approach.
D Mode 6 Volume -- This control decreases the audio level of the

Mode 6 aural alerts (altitude callouts, minimums callouts
(approaching minimums, approaching decision height) and bank
angle callouts.
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 Gear Override Switch -- The gear override switch overrides the

gear position that TAWS senses. This suppresses the TOO LOW
GEAR caution generated by reactive Mode 4, inhibits the Mode 2
warning, and satisfies the gear requirement for the convergence
envelope.
D Steep Approach Switch -- The steep approach switch selects the

alternate Mode 1 curve.
D Back Course Select Switch -- The back course select switch

indicates to the TAWS that the aircraft is performing a localizer back
course approach.
D DH/MDA -- Selects DH or MDA for callout.
D Lamp Test -- The lamp test switch typically tests all of the cockpit
caution and warning annunciator lamps.
The TAWS annunciators indicate TAWS status. These annunciators

typically include the following:
D TERR/WX RDR Display Annunciator -- Indicates whether the

associated display is displaying terrain or weather radar information.
D TERR INHIB -- Indicates if the terrain display and forward looking

functions have been inhibited.
TAWS System Operation 8000264-- 001

10-2 Rev 3 Jun 15/2007
D OBST INHIBIT Annunciator Indicates if obstacle forward looking

function and display have been inhibited.
D TERR FAIL or TERR N/A Annunciator -- Indicates if terrain

information has failed or is not available.
D GS INHIB Annunciator -- Indicates if the excessive glideslope

deviation warning is inhibited.
D GPWS FAIL or GPWS INHIB -- Indicates if the GWPS functions

have failed or are inhibited.
D W/S FAIL -- Indicates if the windshear functions have failed.
Figure 10--1 shows an example of a TAWS control panel.
Typical TAWS Control Panel

Figure 10--1

Rev 4 Dec 31/2008 10-3
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).
Terrain Information Display

The terrain display gives the flightcrew overall situational awareness
about the relative height of the terrain near the aircraft. The terrain is
divided into slices based on the elevation of the terrain with respect
to an aircraft reference altitude. Slices above the reference altitude are
typically displayed as shades of red. Slices near the reference altitude
are typically displayed as varying shades of yellow. Slices safely below
the reference altitude are typically displayed as varying shades of
green or solid black.
The aircraft reference altitude is a surface starting at the aircraft,

propagating forward along the aircraft flight path for 30 seconds. The
reference altitude surface then extends horizontally at the altitude the
aircraft is expected to have at that time (30 seconds in the future). As
a customer definable option, a user can choose to propagate forward
in descent only and to consider present altitude when positive flight path
angles are present.
The forward looking function also determines the minimum terrain

clearance distance (MTCD). The MTCD is the minimum safe distance
between the aircraft and the terrain when considering a CFIT situation.
This clearance is usually about 600 ft when en route and is
progressively reduced to 30 ft in the short final approach phase of flight.
The MTCD is used by the Caution and Warning sensors for alert
calculations. The Avoid Sensor uses 30% of the MTCD for alert
calculations.

10-4 Rev 4 Dec 31/2008
Figure 10--2 shows an example of a typical terrain display patterns for

various terrain elevations with respect to the aircraft reference altitude.
Example of Terrain Display Patterns for Various Terrain

Elevations
Figure 10--2
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.
NOTE: For Airbus applications, see Appendix F.
The optional obstacle awareness function, if enabled, will display

obstacles with a coloration scheme similar to that of terrain. Obstacle
slice colorization is based on the aircraft reference altitude and follows
the same principles as the coloring of terrain slices. However, since
obstacles are inherently smaller than terrain features, they are
displayed with higher dot densities (75% density) to enhance their
visibility on the terrain hazard display. (See Figure 10--3)

Rev 4 Dec 31/2008 10-5
Obstacle Display Patterns for Various Obstacle Elevations

Figure 10--3

10-6 Rev 4 Dec 31/2008
Table 10--1 describes the terrain display patterns shown in Figures

10--2 through 10--7.
Terrain Elevation Terrain Color Dot Density

(typical values)
1,000 ft or more above Red Medium

the aircraft reference
altitude
0 ft to 1,000 ft above Red Low
altitude
Maximum of (500 ft, Yellow Low
MTCD) below the
aircraft reference
altitude to the aircraft
reference altitude
Maximum of (500 ft, Green Medium
MTCD) to 1,000 ft
below the aircraft
reference altitude
1,000 ft to 2,000 ft Green Low
below the aircraft
reference altitude
2,000 ft or greater Black N/A
below the aircraft
reference altitude
Invalid terrain cell Magenta Solid
Terrain Caution Yellow Solid
Terrain Warning Red Solid
Avoid Terrain Red/Black Black with red
cross--hatch
Terrain Display Patterns for Various Terrain Elevations

Table 10--1 (cont)

Rev 3 Jun 15/2007 10-7

(typical values)
NOTE: The exact altitudes at which certain colors appear can be

configured by ACSS. Refer to the Refer to the AFM, AFM
supplement, or Appendix G of this document for the
settings on your aircraft.
NOTE: If the aircraft is within 15 NM of the nearest airport, terrain

with elevation less than the nearest runway elevation
+ 400 ft is displayed as Black.
Terrain Display Patterns for Various Terrain Elevations

Table 10--1
Table 10--2 describes the terrain display patterns when the aircraft is in
the vicinity of the airport.
1,000 ft or more above the Red Medium

aircraft reference altitude
400 ft to 1,000 ft above the Red Low
0 ft to 400 ft above the Black N/A
Terrain Display Patterns for Various Terrain Elevations when

the Aircraft is in the Vicinity of the Airport
Table 10--2

10-8 Rev 4 Dec 31/2008
Obstacle Elevation
Obstacle Color Dot Density
(typical values)
1000 ft or more above the Red High

0 ft to 1000 ft above the Red High
Maximum of (500 ft, MTCD) Yellow High
below the aircraft reference
reference altitude
Maximum of (500 ft, MTCD) Green High
to 1000 ft below the aircraft
reference altitude
1000 ft to 2000 ft below the Green High
2000 ft or greater below the Black N/A
Obstacle Caution Yellow Solid
Obstacle Warning Red Solid
Avoid Obstacle Red/Black Black with red
cross--hatch
NOTE: The exact altitudes at which certain colors appear can be
configured by ACSS. Refer to the AFM or AFM supplement
for the settings on your aircraft.
Obstacle Display Patterns for Various Obstacle Elevations

Table 10--3

Rev 4 Dec 31/2008 10-9
Terrain Advisory Line Display

A unique feature of the T2CAS terrain display is the terrain advisory line
(TAL). The terrain advisory line is drawn along the points where a terrain
caution alert will occur if the aircraft continues along its current
trajectory. When there are no terrain alerts or warnings active, the
forward looking function determines if and where a terrain advisory line
needs to be drawn. Beginning at the current aircraft position, the
forward looking function looks 120 seconds ahead and within
1.5 degrees of the current aircraft track. If any terrain cautions would
be triggered in this area, the terrain advisory line is drawn on the terrain
display. Figure 10--4 shows the terrain display with a terrain advisory
line.
NOTE: The exact configuration of the TAL is application specific.
Consult your AFM (or AFM supplements) for details.
Terrain Advisory Line

Figure 10--4

10-10 Rev 3 Jun 15/2007
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.

Rev 3 Jun 15/2007 10-11
Terrain Caution and Warning Displays

When a terrain caution or warning occurs, the terrain advisory line is
removed from the display and the terrain display is changed to identify
the terrain that caused the alert. Terrain that prompts a Terrain Caution
alert is displayed in solid yellow. A yellow TERR message is
generated, shown at the top left of this example (see Figure 10--5). As
long as the Terrain Caution alert exists, the terrain causing the alert is
displayed in solid yellow. The solid yellow caution area may change
depending on any adjustments that the flightcrew makes to the flight
path.
Terrain Caution Alert

Figure 10--5

10-12 Rev 3 Jun 15/2007
Terrain that prompts a Pull--Up Warning is displayed in solid red. A red

TERR message is generated, shown at the top left of this example
(see Figure 10--6). As long as the Pull--Up Warning exists, the terrain
causing the warning is displayed in solid red. The solid red warning area
may change depending on any adjustments the flightcrew makes to the
flight path. The Pull--Up Warning is generated as long as the current
aircraft trajectory will not safely clear the terrain. (i.e., the warning
sensor is intersecting with the terrain).
Pull Up Warning
Figure 10--6

Rev 3 Jun 15/2007 10-13
Terrain that prompts an Avoid Terrain Warning is displayed in red and

black cross--hatch (Figure 10--7). As long as the Avoid Terrain Warning
exists, the terrain causing the alert is displayed in black with red
cross--hatch. This warning area may change depending on any
adjustments the flightcrew makes to the flight path.
Avoid Terrain Warning Display

Figure 10--7

10-14 Rev 4 Dec 31/2008
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).
NOTE: The yellow and red TERR annunciations vary by display

type and configuration settings and may or may not be
generated. Consult you AFM (or AFM Supplement) for
details.

Rev 4 Dec 31/2008 10-15
Obstacle Caution and Warning Displays

The Obstacle Collision Prediction and Alerting (OCPA) function utilizes
the same sensor system as the standard terrain CPA function.
However, OCPA correlates the sensors with objects within the obstacle
database.
Both obstacles causing alerts and non--alerting obstacles are shown on

the terrain hazard display as fixed size squares. The displayed size is
not dependant on the physical size of the obstacle itself.
When an obstacle caution or warning occurs, any terrain advisory lines

are removed from the display and the terrain hazard display is changed
to identify the obstacle(s) that caused the alert. Obstacles that prompt
an Obstacle Caution alert are displayed in solid yellow. A yellow OBST
message, shown at the top left in this example (see Figure 10--8) may
be generated depending upon customer settings. As long as the
Obstacle Caution alert exists, the obstacles causing the alert are
displayed in solid yellow. The solid yellow caution areas may change
depending on any adjustments that the flightcrew makes to the flight
path.
Obstacle Caution Display

Figure 10--8

10-16 Rev 4 Dec 31/2008
Obstacles that prompt a Pull--Up Warning are displayed in solid red. A

red OBST message, shown at the top left in this example (see Figure
10--9) may be generated depending upon customer settings. As long
as the Pull--Up Warning exists, the obstacle(s) causing the warning is
displayed in solid red. The solid red warning area may change
depending on any adjustments the flightcrew makes to the flight path.
The Pull--Up Warning is generated as long as the current aircraft
trajectory will not safely clear the obstacle.
Pull Up Warning Display

Figure 10--9

Rev 4 Dec 31/2008 10-17
Obstacles that prompt an Avoid Obstacle Warning are displayed in red

and black cross--hatch (see Figure 10--10). As long as the Avoid
Obstacle Warning exists, the obstacle(s) causing the alert is displayed
in black with red cross--hatch. This warning area may change
depending on any adjustments the flightcrew makes to the flight path.
Avoid Obstacle Warning Display

Figure 10--10
Terrain Hazard Display
The Terrain Hazard Display (THD) function enhances situational

awareness by providing a display of terrain-- and (if enabled)
obstacle--related hazardous situations in front of the aircraft on existing
ARINC 708 compatible weather radar or EFIS flight deck displays. The
display may be either the EFIS Navigation Display (for EFIS--equipped
aircraft) or the weather radar display. A crew--activated switch is used
to select/deselect the terrain image on the display.
If a terrain or obstacle alert is generated while the display is set to

weather radar, the terrain image will pop--up automatically to display
the conflicting terrain or obstacle. For displays that support the
auto--range feature, the display image will also auto--range (typically to
10 NM) when a terrain or obstacle alert is generated.

10-18 Rev 4 Dec 31/2008
The THD function generates an image that provides the following

information to the flight crew:
D A Terrain Display Background consisting of shaded areas

representing terrain (and obstacles if enabled) at different
altitudes relative to the aircraft altitude
D A Terrain Advisory Line depicting the point or points where a CPA

caution will occur if the aircraft continues on its current trajectory.
D Terrain Alert areas corresponding to the terrain that is causing a

CPA caution or warning.
D Obstacle Alert areas (if enabled) corresponding to the obstacle

that is causing an OCPA caution or warning.
Example of a Terrain Hazard Display Showing

Avoid Terrain Warning
Figure 10--11

Rev 4 Dec 31/2008 10-19
Terrain Eleview Display
The Eleview function provides additional terrain display enhanced

situational awareness, independent of aircraft altitude. The Terrain
Eleview Display (TED) provides information regarding terrain well
below the aircraft reference altitude.
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.
If the Eleview feature is enabled, terrain elevation information is

displayed to the flight crew as a pair of three digit MSL elevations. These
numbers represent the MSL terrain elevation in hundreds of feet (e.g.
250 is 25,000 feet). The top number represents the MSL altitude of the
highest displayed terrain and the bottom number represents the MSL
altitude of the lowest displayed terrain. When above the highest terrain
elevation by a user--defined altitude, the Eleview function will show
three shades of green to represent terrain. On supporting displays,
water can be depicted in cyan. If the display does not support cyan,
water will remain black.
Terrain Hazard Display (THD) slices are based on terrains distance

below aircraft reference altitude. Terrain Eleview Display (TED) slices
are sized as a proportion of terrain amplitude (the spread). The spread
constantly changes as the terrain on the display changes. Note that the
percentages are configurable.
Example of an Eleview Spread

Figure 10--12
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.

10-20 Rev 4 Dec 31/2008
Terrain Eleview Display

Figure 10--13
Display of Terrain Elevations is per the following:
D In hundreds of feet using three digits
D When Rounded to the next highest hundred (e.g. 240 ft becomes

003and --381 ft becomes --003)
D When the rounded max equals the rounded min, only maximum
is displayed
D If MAXIMUM is Within 100 feet of MINIMUM, the MINIMUM will

be removed
D Color of digits matches color of slice for corresponding terrain
D Provided in both TED and THD display modes.

Rev 4 Dec 31/2008 10-21
OPERATING MODE REQUIREMENTS

The TAWS terrain, obstacle, and windshear functions (if activated) of
T2CAS operate automatically when all the required inputs are valid. If
there are redundant sources, only one source has to be valid. If a
function is not available, it is annunciated to the flightcrew (see
Abnormal Procedures, described later in this section). The following is
a list of the data that is required to be valid for the TAWS and windshear
functions to be activated.
Collision Prediction and Alerting

D Terrain and airport databases
D Aircraft climb models (if optional performance function is
installed)
D Current aircraft weight (if optional performance function is
installed)
D Static air temperature
D Position
D Altitude
D Vertical speed
D Ground speed
D Track angle
D Roll angle
D Navigation accuracy
D Flap position data (otherwise down assumed)
D Landing gear position data (otherwise down assumed)
D Steep approach status
D Engine out status (if optional performance function is installed)
Terrain Hazard Display

D Range
D Position
D Altitude
D CPA data available
D Configuration data
D Terrain database
D Heading
D Ground speed
D Track angle
NOTE: Obstacle Collision Prediction and Alerting (OCPA) requires

all inputs required for CPA plus a valid obstacle database.

10-22 Rev 4 Dec 31/2008
Reactive Mode 1 -- Excessive Descent Rate

D Vertical speed
D Radio altitude
D Steep approach status
Reactive Mode 2 -- Excessive Terrain Closure Rate
D Computed airspeed
D Radio altitude
D Flaps position data
D Landing gear position data
Reactive Mode 3 -- Loss of Altitude After Takeoff
D Vertical speed
D Radio altitude
D Barometric altitude
Reactive Mode 4 -- Unsafe Terrain Clearance Not In Landing

Mode
D Radio altitude
D Computed airspeed
Reactive Mode 5 -- Excessive Descent Below Glideslope

D Radio altitude
D Glideslope deviation
D Localizer deviation
D True track angle
D Selected runway heading (if available)
D Backcourse input (if available)
D G/S cancel
D G/S inhibit (if available)
D ILS tuned indication

Rev 4 Dec 31/2008 10-23
Situation Awareness Mode 6 -- Callouts

D Radio altitude
D Selected decision height (if this feature is selected)
D Barometric altitude for minimum descent altitude (if this feature
is selected)
Excessive Bank Angle
D Radio altitude
D Roll angle
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 Radio altitude

10-24 Rev 3 Jun 15/2007
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.
In some aircraft installations, it may be possible to suppress all of the

TAWS aural annunciators. Consult the specific Aircraft Flight Manual
for details of the installation.
CPA Mode Manual Deactivation

The GCAM CPA mode can be manually deactivated by pushing the
TERR INHIBIT switch. This disables only the CPA and terrain display
functions. The other TAWS functions operate normally.
NOTE: The GCAM CPA mode must be manually inhibited by pushing
the TERR INHIBIT switch when landing at an airport where
ACSS has confirmed that the database has an error which
would result in a nuisance alert.
Reactive Modes (GPWS Modes) Deactivation

Mode 1 -- Mode 1 is always activated. This mode cannot be
manually deactivated.
Mode 2 -- If the CPA mode is active (i.e., TERR FAIL annunciator
not lit), Mode 2 is active only under certain conditions. Contact
ACSS if a list of these conditions is required. If the CPA mode is
not active, Mode 2 is automatically activated. In this case, if the
aircraft is operating with low terrain clearance (less than 2500 ft),
Mode 2 can be desensitized by manually activating the FLAP or
GEAR OVERRIDE switches.
Mode 3 -- Mode 3 is automatically activated during takeoff and
go--around. This mode cannot be independently deactivated.
Mode 4 (Too Low Flaps, Too Low Gear, Too Low Terrain) --
If the flightcrew is performing an approach with less flaps than
the required landing flap configuration, the Too Low Flaps
caution alert can be avoided by manually activating the FLAP
OVERRIDE switch. The Too Low Gear caution alert can be
avoided by manually activating the GEAR OVERRIDE switch.
NOTE: The Mode 4 Too Low Terrain caution alert is not affected by
the FLAP or GEAR OVERRIDE switches.

Rev 4 Dec 31/2008 10-25
Mode 5 -- Two different switches can be installed to prevent

unwanted Mode 5 alerts. Depending on the aircraft installation,
one or both switches may be installed.
D G/S CANCEL Switch -- Pushing this switch cancels the Mode

5 alerts. The flightcrew may want to do this if they are
performing a visual or step--down approach. The Mode 5
alerts remain canceled as long as the radio altitude is
between 30 and 1,000 ft. As long as the Mode 5 alerts are
canceled, the G/S CANCEL (white) annunciator is lit. If Mode
5 alerts are canceled with this switch, they are reactivated
when the radio altitude goes below 30 ft or above 1,000 ft.
D G/S INHIBIT Switch -- Pushing this switch inhibits the Mode

5 alerts. The flightcrew may want to do this if they anticipate
that there will be excessive glideslope deviation during the
approach. The G/S INHIBIT switch must be manually
de--selected to re--enable Mode 5 alerts.
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.

10-26 Rev 4 Dec 31/2008
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).
Sample TAWS Display Test Pattern

Figure 10--14

Rev 3 Jun 15/2007 10-27
Sample TAWS Display Test Patterns with Eleview Enabled

Figure 10--15

10-28 Rev 4 Dec 31/2008
The TAWS self--test function tests the following:
D All visual annunciators turn on for 1.5 seconds, off for 1.5 seconds,
and then back on.
NOTE: If two or more annunciations share the same location on

an EFIS, they will cycle during TAWS self--test.
Terrain caution alert
Terrain warning
Windshear caution alert (if installed)
Windshear warning (if installed)
Terrain fail
Terrain inop
Windshear fail (if enabled)
Windshear inop (if enabled)
GPWS fail
GPWS inop
Glideslope (G/S) cancel
Steep approach (if enabled)
Terrain select
Flap override.
D Aircraft personality module (APM)
D Terrain database
D Obstacle database (if Obstacle Awareness is enabled)
D All external system inputs
D Internal parameters
D Internal GPS (if installed).
If the TAWS self--test passes, the system announces one of the

following over the speaker system:
D TERRAIN AWARENESS SYSTEM PASS
D TERRAIN AWARENESS AND WINDSHEAR SYSTEM PASS


Rev 4 Dec 31/2008 10-29
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:
D TERRAIN AWARENESS LRU PASS
D TERRAIN AWARENESS TEST COMPLETE
D TERRAIN AWARENESS AND WINDSHEAR TEST COMPLETE


10-30 Rev 3 Jun 15/2007
TAWS SELF--TEST ANNUNCIATIONS

For All Systems Pass Case:
Terrain Awareness Test Start -- Terrain Awareness System Pass --

Terrain Awareness Test Complete
For T2CAS Fail (Terrain Inop Lamp Annunciated) Case:
Terrain Awareness Test Start -- Terrain Awareness System Fail --

For External Input Fail (Input parameter SSM = FW or missing --

Terrain Inop Lamp Annunciated) Case:
Terrain Awareness Test Start -- Terrain Awareness LRU Pass --

Required External Input Failed -- Terrain Awareness System Fail --
For External Input Not Available (Input parameter SSM = NCD/FT

-- Terrain NA Lamp Annunciated) Case:
Terrain Awareness Test Start -- Terrain Awareness LRU Pass --

Required External Input Unavailable -- Terrain Awareness System
Unavailable -- Terrain Awareness Test Complete
Table 10--4 lists the possible self--test failures and the associated aural
annunciator.
Failed Part of Self--Test Aural Annunciator
Overall system is not operational TERRAIN AWARENESS

SYSTEM FAIL
One or more required external REQUIRED EXTERNAL INPUT
system inputs unavailable UNAVAILABLE
One or more required external ACTIVE EXTERNAL FAULTS
system inputs are currently failed
TAWS Self--Test Failure Annunciators

Table 10--4

Rev 4 Dec 31/2008 10-31
TAWS SELF--TEST ANNUNCIATIONS WITH

WINDSHEAR
These annunciations are applicable only to those T2CAS installations
that have the internal windshear function activated.
When self--test is activated with windshear functions installed, instead
of hearing TERRAIN AWARENESS, the pilot will hear TERRAIN
AWARENESS AND WINDSHEAR. This is to let the pilots know the
status of both the terrain and windshear functions.
TAWS SYSTEM EXTENDED SELF-- TEST
The TAWS extended self--test gives information about the T2CAS
equipment serial numbers, TAWS maintenance pages, database part
numbers, aircraft configuration settings, system status, and system
failures.
The aural extended self--test mode is entered by doing the following:
D Two button pushes within one 3--second period.
TAWS system maintenance pages are entered by doing the following:
D Run the normal TAWS self--test by pushing the TAWS TEST button.
D Push and hold the TEST button again within three seconds after the
system announces the self--test is ended (either pass or complete).
The Standard Self--Test and the Aurals Extended Self--Test exit
automatically when testing is complete.
After entering the TAWS Maintenance Pages, a single button push

advances to the next maintenance page.
To exit the Maintenance Pages, push and hold the TAWS TEST button
for 4 seconds or longer.

10-32 Rev 4 Dec 31/2008
NON-- AIRBUS T2CAS SELF-- TESTS

Cockpit Self--Test Discrete Activation
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
NON--Airbus T2CAS Self--Tests

Table 10--5

Rev 4 Dec 31/2008 10-33/(10-34 blank)

10-34 Rev - Feb 06/2003
11. TAWS and Reactive Windshear

Annunciators
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 Alert Priority

Alert priorities are determined by the level of urgency of the alert. More
urgent situations have priority over less urgent situations.
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.
Condition Selectable Aural Alerts
OCPA Caution OBSTACLE AHEAD or

CAUTION OBSTACLE
OCPA Warning Pull--Up OBSTACLE AHEAD, PULL UP
or OBSTACLE, OBSTACLE,
PULL UP, PULL UP or
Whoop, Whoop, PULL UP
OCPA Avoid Obstacle AVOID OBSTACLE
CPA Caution TERRAIN AHEAD
or
CAUTION TERRAIN
PDA Caution TOO LOW TERRAIN
Selectable Aural Alerts

Table 11--1 (cont)
8000264-- 001 TAWS and Reactive Windshear Annunciators

Rev 4 Dec 31/2008 11-1
CPA Warning -- Pull Up TERRAIN AHEAD, PULL UP

or
TERRAIN TERRAIN PULL UP
PULL UP
or
Whoop Whoop, PULL UP
CPA Warning -- Avoid Terrain AVOID TERRAIN
Mode 1 Caution SINK RATE, SINK RATE
Mode 1 Warning Whoop Whoop, PULL UP

or
PULL UP, PULL UP
Mode 2 Caution TERRAIN, TERRAIN
Mode 2 Warning Whoop Whoop, PULL UP
or
PULL UP, PULL UP
Mode 3 Caution DONT SINK, DONT SINK
Mode 4 Caution TOO LOW, TERRAIN
or
TOO LOW, FLAPS
or
TOO LOW, GEAR
(These are not selectable. They
are different messages for
different alert cases.)
Mode 5 Caution GLIDESLOPE
Mode 6 Bank Angle Alert BANK ANGLE, BANK ANGLE

Table 11--1 (cont)
TAWS and Reactive Windshear Annunciators 8000264-- 001

11-2 Rev 3 Jun 15/2007
Windshear Caution Nothing

or
CAUTION WINDSHEAR
Windshear Warning WINDSHEAR, WINDSHEAR,
WINDSHEAR
or
Siren, WINDSHEAR,
WINDSHEAR, WINDSHEAR

Table 11--1

Rev - Feb 06/2003 11-3
Table 11--2 lists the TAWS and reactive windshear selectable aural
alerts.
Callouts MINIMUMS, MINIMUMS

MINIMUMS
DECISION HEIGHT
UNKNOWN DECISION HEIGHT
APPROACHING MINIMUMS
APPROACHING DECISION HEIGHT
TWO THOUSAND FIVE HUNDRED
TWENTY FIVE HUNDRED
RADIO ALTIMETER VALID
ONE THOUSAND
FIVE HUNDRED
500 ft tone
FOUR HUNDRED
THREE HUNDRED
TWO HUNDRED
ONE HUNDRED
100 ft tone
EIGHTY
SIXTY
FIFTY
FORTY
THIRTY--FIVE
35 ft tone
THIRTY
TWENTY
20 ft tone
TEN
TAWS and Reactive Windshear Selectable Aural Alerts

Table 11--2
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.

11-4 Rev 4 Dec 31/2008
Table 11--3 lists the typical TAWS and reactive windshear annunciators.
Annunciator Type Meaning
TERR Warning Predictive TAWS Warning (Pull Up or

Avoid Terrain)
TERR Caution Predictive TAWS Caution
GPWS Warning Reactive GPWS Warning
GPWS Caution Reactive GPWS Caution
FLAP OVRD Status Flap position assumed correct for
landing
TERR Status Terrain map selected for display
G/S INHIBIT Status Mode 5 call out deactivated by
flightcrew. Must be deselected to
re--activate Mode 5.
GEAR OVRD Status Gear position assumed correct for
landing
G/S CANCEL Status Mode 5 alerts are suppressed by the
flightcrew for radio altitude 30 to 1000
feet. Automatic reset once above 1000
feet.
TERR INHIB Status Predictive TAWS mode and terrain
display are inhibited by the flightcrew
GPWS INOP Caution Reactive GPWS modes are
unavailable
TERR INOP Caution Predictive TAWS mode and terrain
display are unavailable
W/S INOP Caution Windshear detection mode is
unavailable
W/S CAUTION Caution Increasing aircraft performance
windshear detected
W/S WARNING Warning Decreasing aircraft performance
windshear detected
TAWS and Reactive Windshear Visual Annunciators

Table 11--3

Rev 4 Dec 31/2008 11-5/(11-6 blank)

11-6 Rev 4 Dec 31/2008
12. Reactive Windshear System
The T 2CAS incorporates a reactive windshear feature that is

available as an optional part of the terrain awareness system, based
on aircraft requirement. The reactive windshear system meets the
requirements of TSO C117a. The reactive windshear system does
not provide climb guidance.
The reactive windshear system monitors factors that affect aircraft

performance on both takeoff and approach to identify the presence
of severe low--level, downburst/microburst--type windshear.
If these wind factors cause the aircraft performance to decrease to

a predetermined level, audio and visual warnings are sounded,
indicating to the crew that the aircrafts net performance capability
is deteriorating and rapidly approaching a critical state. The reactive
windshear system may also generate an optional caution alert when
an increasing--performance windshear is detected, thereby giving
advance warning of a possible decreasing--performance windshear.
Windshear is available for the non--Airbus configuration for Release

8. Airbus T 2CAS does not have the windshear function.
8000264-- 001 Reactive Windshear System

Rev 4 Dec 31/2008 12-1
Figure 12--1 shows the reactive windshear system operation.
NOTE: Not all input signals are used by all systems.
Windshear Detection
Figure 12--1
Reactive Windshear System 8000264-- 001

12-2 Rev 4 Dec 31/2008
13. Acronyms and Abbreviations

Acronyms and abbreviations used in this manual are defined as follows:
TERMS DEFINITION
ABV above
ACAS airborne collision avoidance system
ACD aircraft configuration data
ADC air data computer
AFM aircraft flight manual
AGL above ground level
AHRS attitude and heading reference system
AIM Airmans Information Manual
ALT RPTG altitude reporting
AOA angle of attack
APM aircraft personality module
ASDB aircraft--specific database
ATC air traffic control
ATCRBS air traffic control radar beacon system
BLW below
CFIT controlled flight into terrain

CMC central maintenance computer
CPA closest point of approach
(in the context of TCAS operation)
collision prediction and alerting
(in the context of TAWS operation)
CRM cockpit resource management
CU computer units
DADC digital air data computer

DH decision height
DME distance measuring equipment
DMT diagnostic maintenance tool
8000264-- 001 Acronyms and Abbreviations

Rev 4 Dec 31/2008 13-1
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
FAA Federal Aviation Administration

FAR Federal Aviation Regulations
FCU/MCP flight control unit/mode control panel
FL flight level
FLS flight management landing system
FPA flightpath angle
fpm feet per minute
ft feet
FWS failure warning system
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
ICAO International Civil Aviation Organization

ICS intercom system
ID identification
ILS instrument landing system
IRS inertial reference system
ISA international standard atmosphere
kts knots
Acronyms and Abbreviations 8000264-- 001

13-2 Rev 3 Jun 15/2007
TERMS DEFINITION
LRU line replaceable unit
MAA mountainous area airport

MDA minimum descent altitude
MEL minimum equipment list
MFD multi--function display
MLS microwave landing system
MOPS Minimum Operational Performance Standards
MSA minimum safe altitude
MSL mean sea level
MTCD minimum terrain clearance distance
MTL minimum trigger level
N normal
ND navigation display
NM nautical mile(s)
OCPA obstacle collision prediction and alerting

OMC onboard maintenance computer
OMS onboard maintenance system
PDA premature descent alert

PF pilot flying
PFD primary flight display
PNF pilot not flying
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
8000264-- 001 Acronyms and Abbreviations

Rev 4 Dec 31/2008 13-3
TERMS DEFINITION
RWS reactive windshear system
SBAS space based augmentation system

SL sensitivity level
STBY standby
SWC stall warning computer
T2CAS terrain and traffic collision avoidance system

TA traffic advisory
TAL terrain advisory line
TA/RA traffic advisory/resolution advisory
TAWS terrain awareness warning system
TCAS traffic alert and collision avoidance system
TD FAIL traffic display failure
TED terrain eleview display
THD terrain hazard display
VFR visual flight rules

VS vertical speed
VSI FAIL vertical speed indicator failure
VSI/TRA vertical speed indicator/traffic and resolution
advisories
WAAS wide area augmentation system

WX weather radar
XPNDR transponder
Acronyms and Abbreviations 8000264-- 001

13-4 Rev 3 Jun 15/2007
Appendix A
Frequently Asked Questions
This appendix is a compilation of frequently asked questions and

concerns of pilots.
1. Is it possible to receive an RA at low altitude? If so, under what

conditions are low--altitude RAs to be flown?
Yes, this is possible! The following text explains how low radio
altitude RAs are flown.
CASE 1:
Radio Altitude: 1,450 ft AGL
Advisories not allowed: Increase descent RAs
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:
Radio Altitude: Less than 1,000 ft AGL descending

Or
Less than 1,200 ft AGL climbing
Advisories not allowed: Descend RAs
Descend RAs are inhibited when the aircraft is descending below a

radio altitude of less than 1,000 ft AGL. If following a descend RA
initiated at a radio altitude above 1,000 ft, and the aircraft descends
below 1,000 ft, the RA will most likely soften to a do not climb RA.
For example, if following a descend RA through 1,000 ft AGL, the
top half of the VSI/TRA display will display red, directing the
flightcrew not to climb in order to remain clear of the higher altitude
intruder. Other RAs are possible depending on the geometry of the
encounter.
8000264-- 001 Frequently Asked Questions

Rev 1 Jul 15/2004 A-- 1
CASE 3:
Radio altitude: Less than 900 ft AGL descending

Or
Less than 1,100 ft AGL climbing
Advisories not allowed: All RAs
Below these thresholds, the TCAS switches internally to the TA Only

mode. Therefore, RAs will not be generated or displayed. If an RA
is active when the aircraft passes below the radio altitude threshold,
the red RA square (J) will transition to an amber TA circle (F), any
red or green arcs which were displayed will be removed, but the
CLEAR OF CONFLICT message will not be announced. TCAS
aural TA messages will be inhibited (no aural annunciators) below
500 ft radio altitude +/-- 100 ft of hysteresis.
2. Is it a requirement to report that TCAS is installed on the aircraft?
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.
The following format example is for FAA flight plans.
T / Type Aircraft / Equipment
The preceding T and slash indicate the aircraft is TCAS

equipped. For example, the entry in Block 18 for a Boeing 757
with TCAS (T / ) and both DME and altitude encoding
transponder ( / A) would be:
T / B757 / A
For example, the entry in Block 18 for an Ilyushin IL--62M with

TCAS (T / ), and altitude encoding transponder ( / U) would be:
T / IL62M / U
Consult the FAAs Airmans Information Manual (AIM) for further

information on specific Equipment Codes.
3. How is it decided which aircraft issues an RA?
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.
Frequently Asked Questions 8000264-- 001

A-- 2 Rev 3 Jun 15/2007
4. What is the maximum tracking range and what are the criteria for
display?
The FAA TCAS II system requires that aircraft be tracked for

collision avoidance purposes to a range of 14 NM. Aircraft beyond
this range are tracked and displayed to enhance pilots situational
awareness. In the T2CAS TCAS system, Mode--S traffic is available
for display out to 80 NM or greater. Mode--C and/or Mode--A intruder
aircraft are displayed only within 20 NM.
TCAS has the capability to actively track traffic at ranges up to

80 NM or more. TCAS also has the capability to passively track
ADS--B squitters on 1090 MHz to a maximum range of 127 NM if the
program pin for this feature has been grounded, an appropriate
display is used, and path loss of power budgets meet sub MTL
requirements. Refer to Section 1 for specific range capabilities.
However, the ability to display traffic at any range also depends on
the control panel RANGE switch settings and the type of display
used in the installation. Consult the aircrafts Approved Flight
Manual for further information.
5. What is the cause of no bearing advisories? What should be done?
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.
It is unlikely but possible to have a no bearing advisory. Several

factors will influence the frequency of occurrence of these
advisories. The most common is the shading of the directional
antenna by the aircraft fuselage, wings, empennage, or propeller.
This may occur at any bank angle.
Another possibility may be that the intruders transponder system is

not operating to its full capability. For example, its own fuselage
wings, empennage, or propeller may be shading its antenna.
If no bearing advisories are received too frequently, consult the

installer for possible solutions.

Rev 1 Jul 15/2004 A-- 3
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.
7. What is the amount of force required on the aircraft yolk to perform

an RA maneuver during high--speed flight versus low--speed flight?
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.
At 0.3 Mach, 1 of pitch change produces a 300 fpm change in the

vertical speed. At 0.8 Mach, this same 1 of pitch change produces
an 800 fpm change of vertical speed. The required RA maneuvers
are so gentle that the passengers will be unaware an
avoidance maneuver was accomplished.
A reversal may require going from +1,500 to 1,500 fpm. This

should be a precise, smooth, and coordinated maneuver. Therefore,
if in level flight at 0.8 Mach, and an RA calls for a climb at 1,500 fpm,
then the pilot should initiate a +2 pitch change to effect the climb.
If a reversal occurs, then an incremental 4 pitch change will effect
a descent at 1,800 fpm. Again, follow the RA guidance and initiate
the reversal precisely and gently with a 0.35 g maneuver.

A-- 4 Rev 1 Jul 15/2004
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.
9. How is the aircrafts performance capability taken into consideration

when issuing climb RAs?
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?
Whenever an active RA is removed from the display or downgraded

to a TA without the CLEAR OF CONFLICT announcement, the
pilot must continue to establish and maintain visual contact with the
intruder, if at all possible, until the conflict is resolved, and then return
to ATC clearance altitude. This situation occurs under either of two
circumstances. First, if the altitude information from the intruder is
lost, the RA will revert to a TA. Second, if the TCAS is unable to
receive sufficient data from the intruder to establish and maintain its
track, the RA is removed after 6 seconds.

Rev 1 Jul 15/2004 A-- 5
11. On occasion, in high--traffic terminal areas, I have noticed some

distant traffic drop from my display as the density of closer traffic
increases. Is this normal?
Yes, this is normal. In areas with a high density of TCAS equipped

aircraft, each TCAS reduces its interrogation range, power, and rate
to avoid interfering with normal ATC radar interrogation. This has the
effect of reducing the TCAS surveillance range. Also, if more than
50 aircraft are within range, TCAS will track the 50 closest or highest
threat aircraft. In this situation, traffic at the outer range of the
system will be temporarily removed from view. When TCAS traffic
in the immediate area is reduced, the long--range tracking will
resume. To help prevent this situation from occurring, and unless
otherwise directed, pilots are encouraged to place the Mode--S
Transponder in the STBY mode by selecting STBY on the
mode--selector switch when the aircraft is not flying.
12. Are the display formats standardized between aircraft and

equipment manufacturers?
The symbols used on the VSI/TRA displays are industry standards.

The same symbols are generally found on VSI/TRAs as well as on
electronic navigation displays and weather radar displays. However,
some minor exceptions exist.
D The ACSS VSI/TRA uses blue or cyan for other and proximate
traffic. Some manufacturers use white.
D On some aircraft, the self--test values are slightly different. The

traffic is shown in the same location, but the relative altitudes are
slightly different.
D Some versions of the ACSS VSI/TRA are capable of displaying

vertical speed in meters per second.
D Some aircraft have additional features or enhancements.
In addition, several features of TCAS are optional and can be

programmed based on the operators preference. Consult the
aircrafts Approved Flight Manual for the specifics of a particular
installation.

A-- 6 Rev 1 Jul 15/2004
13. Are aircraft on the ground ever displayed as other or proximate

traffic?
Yes. TCAS classifies any aircraft with an operating transponder that

is not reporting its altitude to be in the air. Therefore, if an aircraft
has its altitude reporting function turned off, then TCAS will continue
to appropriately track and display it, even when that aircraft is
physically on the ground. Also, when the TCAS host aircraft is more
than 1,650 ft AGL, additional aircraft may be displayed as certain
altitude--based display filtering algorithms are suspended. For these
and other reasons, when parked on the ramp or at the gate, turn the
transponder mode control switch to the STBY position.

Rev 1 Jul 15/2004 A-- 7

A-- 8 Rev 1 Jul 15/2004
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
Display Altitude Filtering

Information presented to the flightcrew on the TCAS display is filtered
by a display altitude upper and lower limit usually set to +/-- 2,700 feet
when in the NORMAL mode on the control panel. When in the ABOVE
mode (if this mode is available on the control panel) the altitude limit is
usually +7,000 to --2,700 feet. Likewise, when in the BELOW mode, the
altitude limit is usually --7,000 to +2,700 feet. All of these limits are
controlled by the control panel. Some versions of the control panel will
provide different display limits and should be determined by examining
the appropriate TCAS system user documentation for any particular
aircraft. Traffic displayed on the TCAS display will be seen to be
appearing and disappearing on and off of the display as each individual
aircraft falls inside or outside of the display window.
8000264-- 001 Supplemental Information for TCAS Change 7

Rev 1 Jul 15/2004 B-- 1
Display Traffic Numbering/Priority Filtering

The number of aircraft that can be displayed on any particular display
is limited to 31 maximum by ARINC 735, and can be less than 31
depending on the type of display and how it is programmed for any
particular aircraft installation. Traffic aircraft that are rated as a lower
priority may be displayed only if the display is programmed to show a
large enough group of aircraft to include the lower priority traffic of
concern. So if a particular aircraft is rated as a priority 15 and the display
is programmed to only show 14 aircraft, then the particular aircraft rated
as priority 15 may not be displayed on the TCAS display. Intruder
aircraft that are closer in range will generally be rated as a higher priority
than targets further away, but not always. Other parameters, such as
closure rate or RA/TA status, may be used to calculate display priority,
pushing other traffic down in priority and resulting in some traffic not
being displayed. Additionally, depending on the display, higher priority
traffic may not be shown when outside of the altitude filter window
described above. This does not mean that TCAS does not track traffic
not being shown. TCAS surveillance will provide tracking for up to 50
aircraft even though the display is showing 31 or less aircraft at any
given moment. Thus, the protection afforded by TCAS is continually
provided for up to 50 individual aircraft even when only a few aircraft are
shown on the display.
ATCRBS Intruder On Ground Filtering Logic

Tracking of ATCRBS transponders below 400 feet AGL is filtered out
by the TCAS system per industry standards for both 6.04a and Change
7 logic, and therefore these aircraft are not shown to the flightcrew on
the TCAS display.
Supplemental Information for TCAS Change 7 8000264-- 001

B-- 2 Rev 1 Jul 15/2004
Antenna Patterning
Sometimes the signal strength of the received replies to TCAS, or of the

transmissions (interrogations) of the TCAS to intruder aircraft, drop
below that necessary to track the transponder of the intruder. This can
occur when aircraft are banking such that the antenna pattern is
shielded by the wing, engines, or fuselage of either the TCAS aircraft
or the intruder aircraft, or when the range between the TCAS and
intruder aircraft is far enough to reduce the signal strength below the
minimum trigger level (MTL). When shielding occurs or the distance is
great enough, a loss of tracking can occur, causing the track of that
aircraft to drop after a six second coast in the case of normal
surveillance, and up to 10 seconds of coast for reduced surveillance
targets. Reduced surveillance targets are those greater than 3 NM or
further than 60 seconds away from closest point of approach (CPA).
Some aircraft only have one antenna on the bottom of the fuselage,
making it more difficult to track these aircraft since their antenna can be
shielded from TCAS even when maneuvering is not occurring. Also,
some lower--end general aviation transponders do not transmit with the
same power levels as those required for air transport category aircraft,
which also makes it more difficult to track these aircraft during antenna
pattern fading or at longer distances.
On Ground Aircraft Indication
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.
Transponder Tracking/Secondary Surveillance
The TCAS only tracks aircraft with operating transponders. Military

aircraft sometimes do not turn on their transponders and operators of
general aviation aircraft sometimes forget to turn on their transponders.
TCAS will not track aircraft with transponders that are inoperational or
are turned off. flightcrews should be aware of this and should continue
visual surveillance at all times per normal flight rules/procedures.

Rev 1 Jul 15/2004 B-- 3
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.

B-- 4 Rev 1 Jul 15/2004
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
Multipath, as implied by the name, is simply a way that a radio signal

can travel by more than one path to an intruder transponder or back
from the intruder transponder to the TCAS aircraft. Multipath usually
occurs within 8,000 ft AGL or less since distances larger than this result
in enough signal loss to prevent multipath from occurring. In the case
of antenna patterning discussed above, where the direct path to the
intruder antenna is shielded, it is possible for the TCAS transmissions
or intruder replies (or both) to travel down to the ground and reflect off
of the ground back up to the intruder or TCAS. This will result in TCAS
measuring a greater distance to the intruder because the path length
of the radar signal is longer than the direct path. When direct path and
multipath reflected paths are occurring intermittently it is possible to
display two targets on the TCAS display. The multipath aircraft display
will always appear further away in range than the actual aircraft
because the multipath replies/interrogations have the greater path
length between TCAS and the intruder. The actual aircraft will be
tracked closer to TCAS than the multipath track, and therefore the
actual track will be first to cause any necessary TA or RA to be posted.
Various filtering techniques are in place in the TCAS function in T2CAS
to discover and eliminate multipath tracking, but momentary multipath
tracking for a period of a few seconds can still occur. Multipath can also
cause loss of tracking to occur. Loss of tracking due to multipath is the
result of reflected signals from the ground canceling out portions of the
direct path signal resulting in incomplete or very noisy signals that
cannot be decoded by TCAS. The loss of direct path usable signals is
usually only temporary because aircraft geometries continue to change
affecting antenna gains to the ground, and again multipath generally
only occurs below about 8,000 ft AGL.

Rev 1 Jul 15/2004 B-- 5
ATC Radar Coverage

Sometimes TCAS will display intruder aircraft not seen by the ATC
ground stations. This can be the result of aircraft that are near the
ground shielded by terrain, below ATC radar coverage, or due to signal
loss or multipath at the ATC radar site. Also, sometimes ATC will display
intruder aircraft not seen by TCAS for reasons discussed above. Other
reasons ATC might see an aircraft that TCAS might not include
marginal intruder aircraft transponder installations that are not
performing to specifications on pulse width, pulse rise and fall time,
frequency, RF output power, transponder unavailability due to
transponder reply rate limiting, and antenna coaxial losses, to name a
few.
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.

B-- 6 Rev 1 Jul 15/2004
Appendix C
Glossary
The following glossary is provided as an aid to understanding the TCAS

system and its operation.
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.
ATCRBS (Air Traffic Control Radar Beacon System)

A secondary surveillance radar system having ground--based
interrogators and airborne transponders designed for operation in
Mode--A and Mode--C.
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.
CFIT (Controlled Flight Into Terrain)

An accident or incident in which an aircraft, under the full control of the
pilot, is flown into the terrain, obstacle, or water.
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.
8000264-- 001 Glossary

Rev 3 Jun 15/2007 C-- 1
Decision Height
With respect to the operation of an aircraft, means the height at which

a decision must be made, during an ILS or PAR instrument approach,
to either continue the approach or to execute a missed approach.
Intruder
An aircraft equipped with an operating ICAO ATCRBS or Mode--S

Transponder that is within the surveillance range tracked by TCAS.
Minimum Descent Altitude
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
An aborted approach resulting in an immediate climb and / or turn

followed by a route directly to a missed approach point.
Mode--A
A type of ATCRBS transmission that returns the selected aircraft

identity code (the 4096 code) when interrogated. Mode--A responses
contain no altitude information. Therefore, no TCAS system operates
in Mode--A since it is not possible to determine an RA from only a
Mode--A reply.
Use of the term Mode--A to mean a transponder reply with no altitude

data is common, but it can be misleading in a narrow, technical sense.
Transponders with the capability to turn altitude reporting off do not
revert to only Mode--A operation. Rather, they continue to provide
Mode--C responses, but with no altitude data. When operating in this
manner, the transponder continues to provide both Mode--A replies (the
selected 4096 code) and Mode--C replies with no altitude data. (Refer
to Mode--C below.)
NOTE: In this manual, Mode--A is generally used in the broad sense

to refer to a transponder that is providing Mode--C replies
with no altitude data.
Glossary 8000264-- 001

C-- 2 Rev 3 Jun 15/2007
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.
Use of the term Mode--C to mean a transponder reply with altitude

data is common, but it can be misleading in a narrow, technical sense.
Transponders with the capability to turn altitude reporting off do not
cease responding to Mode--C interrogations. Rather, they continue to
provide Mode--C responses, but with no altitude data. Typical ATC
radars will alternately request Mode--C and Mode--A replies in order to
obtain both the identity code and the altitude. TCAS requests only
Mode--C replies because the Mode--A reply contains no useful
additional data for calculating TAs and RAs.
NOTE: In this manual, Mode--C is generally used in the broad

sense to refer to a transponder that is providing Mode--C
replies with altitude data.
The range of an aircraft is calculated by the time of arrival of the

interrogation reply. The calculated range is the straight--line distance to
the aircraft in 3--dimensional space. This is often referred to as slant
range and is similar in nature to the distance displayed on a DME
(distance measuring equipment) display. When Mode--C altitude
information is received, the displayed range is corrected to provide
horizontal range on the display. Therefore, the display of traffic without
altitude data may be deceiving. For example, an aircraft without altitude
data may be at a very low altitude while the TCAS aircraft is at a high,
flight level altitude. This traffic may be displayed laterally when in fact
it is almost directly below the TCAS aircraft.
TCAS is able to compute the altitude difference between itself and an

intruder using the altitude information contained in the Mode--C reply.
This results in a more accurate display of intruder aircraft altitude and
range.
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.
8000264-- 001 Glossary

Rev 3 Jun 15/2007 C-- 3
Mode--S is the means through which one TCAS equipped aircraft

coordinates avoidance strategies with another TCAS equipped aircraft.
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.
PDA - (Premature Descent Alert)

This alert occurs if the aircraft is below an acceptable altitude based on
the aircraft flight phase.
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.
Resolution Advisory (RA)

An aural message and visual display instructing the pilot on actions to
be taken or avoided in order to maintain or increase vertical separation
relative to an intruding aircraft. These advisories are designed to occur
when an intruders predicted flight path is within 15 to 35 seconds of
entering the TCAS aircrafts collision area. RAs fall into two general
categories.
D Corrective advisory: An RA that instructs the pilot to achieve or
maintain a specified vertical speed as indicated by a green arc on
the VSI/TRA.
D Preventive advisory: An RA that instructs the pilot to avoid certain
vertical speed as indicated by the red arc on the VSI/TRA. There is
no green arc on a preventive RA.
TCAS Function in T2CAS

A specific product of ACSS that meets and exceeds the requirements
of the United States Federal Aviation Administrations TCAS II
specification. Refer to Section 1, Figure 5--1, and Table 5--1 for specific
performance capability of the TCAS function in the T2CAS LRU.
Glossary 8000264-- 001

C-- 4 Rev 3 Jun 15/2007
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.
B) A specific product of ACSS that meets and exceeds the

requirements of the United States Federal Aviation Administrations
TCAS II specification.
Traffic Advisory (TA)

An advisory issued to the pilot when an intruders predicted flight path
is within 20 to 48 seconds from entering the TCAS aircrafts collision
area. TCAS issues TAs to alert the flightcrew of possible threats to the
safety of the flight.
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.
8000264-- 001 Glossary

Rev 3 Jun 15/2007 C-- 5
Glossary 8000264-- 001

C-- 6 Rev 1 Jul 15/2004
Appendix D
Electronic Flight Instrument
Displays for TCAS
BOEING DISPLAYS
ID--8000312
8000264-- 001 Electronic Flight Instrument Displays for TCAS

Rev 1 Jul 15/2004 D-- 1
BOEING DISPLAYS (CONT)
ID--8000313
ID--8000314
Electronic Flight Instrument Displays for TCAS 8000264-- 001

D-- 2 Rev 1 Jul 15/2004
ID--8000315

Rev 1 Jul 15/2004 D-- 3
ID--8000316
ID--8000317

D-- 4 Rev 1 Jul 15/2004
ID--8000318
GRH
0835.4 Z
6.3 NM
ID--8000319

Rev 1 Jul 15/2004 D-- 5
AIRBUS DISPLAYS
ID--8000320
ID--8000321

D-- 6 Rev 1 Jul 15/2004
AIRBUS DISPLAYS (CONT)
ID--8000322
ID--8000323

Rev 1 Jul 15/2004 D-- 7
ID--8000324
ID--8000325

D-- 8 Rev 1 Jul 15/2004
ID--8000326
ID--8000327

Rev 1 Jul 15/2004 D-- 9
ID--8000328
ID--8000329

D-- 10 Rev 1 Jul 15/2004
ID--8000330
ID--8000331

Rev 1 Jul 15/2004 D-- 11
ID--8000332
ID--8000333

D-- 12 Rev 1 Jul 15/2004
ID--8000334
ID--8000335

Rev 1 Jul 15/2004 D-- 13
ID--8000336
NAV TCAS FAULT

ID--8000337
TCAS STBY
ID--8000338

D-- 14 Rev 1 Jul 15/2004
MD-- 11 DISPLAYS
ID--8000339
ID--8000340

Rev 1 Jul 15/2004 D-- 15
MD-- 11 DISPLAYS (CONT)
ID--8000341

D-- 16 Rev 1 Jul 15/2004
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.
AC 90--48C Pilots Role in Collision Avoidance, latest

revision, United States Federal Aviation
Administration.
AC 120--55A Air Carrier Operational Approval and Use

of TCAS II, latest revision; United States
Federal Aviation Administration.
AIM Airmans Information Manual, latest

version, United States Federal Aviation
Administration.
RTCA DO--181b Minimum Operational Performance

Standards for Air Traffic Control Radar
Beacon System/Mode--Select
(ATCRBS/Mode--S) Airborne Equipment,
RTCA, Inc.
RTCA DO--185a Minimum Operational Performance

Standards for Traffic Alert and Collision
Avoidance System (TCAS) Airborne
Equipment, Changes 1 through 6 and
Change 6.04a, RTCA, Inc. and Change
7.
Characteristic 718--4 Mark 3 ATC Transponder, ARINC,

Incorporated.
Characteristic 735--2 Traffic Alert and Collision Avoidance

System (TCAS), ARINC, Incorporated
8000264-- 001 Bibliography
Rev 1 Jul 15/2004 E-- 1
OTA--SET--431 Safer Skies with TCAS A Special

Report: Traffic Alert and Collision
Avoidance Systems, Office of
Technology Assessment, Washington,
D.C., US Government Printing Office,
February, 1989
Bibliography 8000264-- 001

E-- 2 Rev 1 Jul 15/2004
Appendix F
Airbus--Specific Applications
AIRBUS T2CAS PART NUMBERS

The Airbus T2CAS part numbers are listed in Table F--1.
Airbus T2CAS Part Numbers
9000000--10110 (STD #1)

9000000--11111 (STD #2)
Airbus T2CAS Part Numbers

Table F--1
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.
Basic GPWS Mode Specific for Airbus

In earlier versions of T2CAS, GPWS Mode 1 was inactive when the
predictive mode forward looking function was active. For Airbus STD
#2, Mode 1 is always ON.
In the event of erroneous terrain cell detection, position error

detection, or altitude error detection, the Mode 2 alerting function will
be activated. This is done when perceived terrain is higher than the
terrain database.
Mode 2 will only be active when the system detects a discrepancy
between the calculated terrain height (based on radio altitude and
MSL altitude) and the terrain database height at the current GPS or
FMS position.
8000264-- 001 Airbus-- Specific Applications

Rev 3 Jun 15/2007 F-- 1
Mode 1 and Mode 2 will continue to be active when the forward

looking function is inoperative or inhibited, just as it is in the previous
(STD #1) version.
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.
Airbus-- Specific Applications 8000264-- 001

F-- 2 Rev 3 Jun 15/2007
Too Low Terrain/Gear/Flaps Envelope for Mode 4 (Airbus)

Figure F--1

Rev 3 Jun 15/2007 F-- 3
Flight Management Landing System (FLS)
D FLS allows non--precision approaches to be flown the same way

as ILS, MLS and GLS provided the procedure is published as
straight--in with a single glideslope.
D FMS/GPS based approach capability mimics an ILS but without a

ground--based glideslope beam.
D Mode 5 alert is inhibited when the ILS indicates an FLS or

LOC/FLS approach is active. Often aircraft moves away from
pseudo--glide generated by FLS, therefore a need to inhibit Mode
5 in such conditions to avoid spurious alerting.
D The crews have the capability to fly the non--precision approach

either using the autopilot or the flight director, or manually
following the FLS pseudo--deviation data.
Airbus -- Pushbutton Switches, GPWS Control Panel

and ECAM Messages
T2CAS--TAWS Controls (LR)

Figure F--2
T2CAS--TAWS Controls (SA)

Figure F--3

F-- 4 Rev 3 Jun 15/2007
GPWS/FLAP MODE Pushbutton Switch

The pushbutton switch, when pressed (in) (white OFF legend on),
overrides flap abnormal condition input and generates the GPWS
FLAP MODE OFF message (green) in the memo area of the EWD.
GPWS/G/S MODE Pushbutton Switch

The pushbutton switch, when pressed (in) (white OFF legend on),
inhibits the glideslope mode.
GPWS/SYS Pushbutton Switch

When the SYS pushbutton switch is pressed (OFF legend on), all
ground proximity alerts (Modes 1 to 5) are inhibited (visual and
audio) and no T2CAS--TAWS self--test is possible.
GPWS/TERR Pushbutton Switch

When the TERR pushbutton switch is pressed (OFF legend on ), the
forward looking and terrain hazard display (predictive) functions are
inhibited (visual display and audio inhibition). It generates the TERR
OFF message (green in cruise or amber otherwise) in the memo
area of the EWD. At this point, normal GPWS protection remains in
effect.
GPWS/LDG FLP 3 Pushbutton (SA only)

This button is pressed when a landing in flap configuration 3 is
intended. When pressed, the white ON legend is illuminated.
PULL UP/GPWS (CAPT and F/O) Pushbutton

Switches
These pushbutton switches have two functions when pressed (in):
they cancel the glideslope alert, or
they initiate the self--test sequence if the aircraft is on ground.
TERR ON ND (CAPT and F/O) Pushbutton Switches

These pushbutton switches allow the crew to select or deselect
terrain display on ND. The ON legends indicate that terrain data is
displayed on ND (following manual or automatic pop--up selection).
Other Indication (ECAM only)

When an input required for the forward looking function and terrain
hazard display operation is considered invalid or unavailable (not a
fault), the following memo is displayed on ECAM:

Rev 3 Jun 15/2007 F-- 5
EWD : TERR STBY (green). (See Figure F--4.)
In such a case, Modes 1 and 2 are reactivated.
Messages Displayed on EWD SD

Figure F--4
An ECAM Message of Terrain Standby can occur when an external

input can not provide the required data but the external signal does not
indicate a failure. An example is a GPS input not available due to
rotation of satellites.

F-- 6 Rev 3 Jun 15/2007
Terrain Hazard Display for Airbus Configuration

This operational function enhances situational awareness by
providing an image of terrain--related hazardous situations in front of
the aircraft on existing flight deck displays.
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
NOTE: The Airbus reference altitude is based on the aircraft flight

path for negative flight path angles. For positive flight path
angles, the reference altitude is based on the aircrafts
actual altitude.
The coloration is consistent with the first Airbus TAWS installation

color scheme.
D Terrain above reference altitude -- MTCD : Red and yellow
D Terrain below reference altitude -- MTCD : Green
D Terrain hazard sweeping starts in the middle of the screen and

sweeps to both sides of the screen
D Weather radar sweeping starts at one side and sweeps to the

other.

Rev 3 Jun 15/2007 F-- 7
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.
Color Terrain Elevation
Solid Red Terrain threat area warning

Solid Yellow Terrain threat area caution
High density red dots Terrain more than 2,000 ft above
aircraft altitude
High density yellow dots Terrain between 1,000 and 2,000 ft
above aircraft altitude
Low density yellow dots Terrain altitude that is 600 ft below to
1,000 feet above aircraft altitude
High density green dots --1,000 ft < Terrain < --600 ft
Low density green dots --2,000 ft < Terrain < --1,000 ft
Magenta No terrain data available
Black No significant terrain.
Yellow Terrain Caution
Red Terrain Warning
Black with red cross hatch Avoid Terrain
Airbus Terrain Display Colors for Various Terrain Elevations

Table F--2
Premature Descent Alert (PDA)

The PDA is based on a combination of forward looking sensor
detection and the ability of the aircraft to level off at a safe height
above terrain.
The PDA function uses information from a navigation source, radio
altitude, and the onboard database. The PDA function (forward
looking) also complements basic Mode 4 protection by sending an
alert during a landing situation.
D The PDA Too Low Terrain alert occurs when the aircraft is
descending and the terrain obstacle is below rather than in front
of the aircraft.

F-- 8 Rev 3 Jun 15/2007
D No display alert area is associated with a PDA alert.
D No display pop--up will be generated for a PDA alert.
D The PDA is not limited by distance to airports.
D PDA alerting can be inhibited by selecting the terrain inhibit

switch.
Airbus Background Terrain Display on NDs

When no forward looking function alert is active, TERR (cyan)
indication is displayed in the bottom right corner. (See Figure F--6.)
Terrain Background Display

Figure F--6
Terrain Alerts Display

When a predictive mode (forward looking function) alert is triggered,
an automatic terrain image is displayed on both NDs (Pop--Up
activation), with terrain threatening appropriately depicted. The
TERR AHEAD text message displays on the bottom right corner.
(See Figure F--7.)

Rev 3 Jun 15/2007 F-- 9
TERR AHEAD Caution Indicator

Figure F--7
During caution alerts, the TERR AHEAD (yellow) indicator is

displayed in the bottom right corner. Terrain obstacles are displayed
in solid yellow on the terrain display. Figure F--8 shows the TERR
AHEAD warning.
Terrain Ahead Pull Up Indicator

Figure F--8
During warning alerts, the TERR AHEAD (red) indicator is displayed

in the bottom right corner. Terrain obstacles are displayed in solid
red on the terrain display.

F-- 10 Rev 3 Jun 15/2007
Figure F--9 shows an example of a TERR AHEAD indicator to avoid

a terrain hazard.
Avoid Terrain Indicator

Figure F--9
During an AVOID TERRAIN alert, the TERR AHEAD (red) indicator

is displayed in the bottom right corner. The Avoid Terrain aural alert
is preceded at least once by Terrain Ahead Pull Up. Terrain
obstacles are displayed in red with black cross--hatching on the
terrain display.
Airbus Maintenance Interface to the OMC

The T2CAS supports an interface to the Onboard Maintenance
Computer (OMC). The OMC is used by the maintenance computer
to examine the status of various LRUs and modules onboard the
aircraft to facilitate correction of failures. Table F--3 lists the options
for the OMC.

Rev 3 Jun 15/2007 F-- 11
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)
Standard YES YES YES YES

Self--Test
Active Fault YES YES
Annunciation
Past Fault YES
Annunciation
Maintenance YES if YES
Pages additional
button push
>= 3
seconds
Airbus Maintenance Interface to the OMC

Table F--3

F-- 12 Rev 3 Jun 15/2007
Figure F--10 shows the locations of the cockpit indicators.
Cockpit Indications (A320 Family)

Figure F--10
Pilot-- Initiated TAWS Go / No Go Self--Test on Ground
When activating the self--test from the glare shield :
D Press and release the PULL UP/GPWS button within 3 seconds.
D Aural test messages begin with Terrain Awareness Test Start,

Terrain Awareness System Pass and ends with Terrain
Awareness Test Complete.
D The TAWS test pattern is displayed on both NDs with ON ND green

lamps illuminated. The following lamps are turned on (activated) for
4.0 seconds and then turned off (deactivated) for 2.0 seconds and
then on (activated) for approximately 4.0 seconds and then turned
off (deactivated):
- TERR FAULT
- GPWC SYS FAULT
- GPWS Caution (on side 1 and 2)
- PULL UP Warning (on side 1 and 2).

Rev 3 Jun 15/2007 F-- 13
D Report to maintenance staff when failure messages annunciated.
When activating the self--test from the MCDU :
D Select LRU as GPWS.
D Press Self--Test button.
D Follow instructions on screen.
D Report to maintenance staff if failures annunciated.
Figure F--11 shows the self--test pattern.
Self--Test Pattern
Figure F--11

F-- 14 Rev 3 Jun 15/2007
Airbus Self--Test Aurals

For All Systems Pass Case:
Terrain Awareness System Test Start -- Terrain Awareness System

Pass -- Terrain Awareness Test Complete
For T2CAS Fail (Terrain Inop Lamp Annunciated) Case:
Terrain Awareness System Test Start -- Terrain Awareness System Fail

-- Terrain Awareness Test Complete
For External Input Fail (Input parameter SSM = FW or missing --

Terrain Inop Lamp Annunciated) Case:
Terrain Awareness System Test Start -- Terrain Awareness LRU Pass

-- Required External Input Failed -- Terrain Awareness System Fail --
For External Input Not Available (Input parameter SSM = NCD/FT

-- Terrain NA Lamp Annunciated) Case:
Terrain Awareness System Test Start -- Terrain Awareness LRU Pass

-- Required External Input Unavailable -- Terrain Awareness System
Pass -- Terrain Awareness Test Complete

Rev 3 Jun 15/2007 F-- 15

F-- 16 Rev 3 Jun 15/2007
Appendix G
Color Schemes
The following section is provided as an aid to understanding alternate

Terrain Display Color configurations.
Terrain Display Color Schemes

Color Scheme 1, defined in Table G--1 below, is an alternative to the
ACSS Color Scheme discussed in Chapter 10. Table G--1 describes the
terrain display patterns for Color Scheme 1, as shown in Figures G--1
and G--2.
Terrain Elevation
(typical values) Terrain Color Dot Density
2,000 ft or more above Red High

altitude
1,000 ft to 2,000 ft Yellow High
above the aircraft
reference altitude
0 ft to 1,000 ft above Yellow Low
altitude
Maximum of (500 ft, Yellow Low
MTCD) below the
aircraft reference
reference altitude
Maximum of (500 ft, Green High
MTCD) to 1,000 ft
below the aircraft
reference altitude
1,000 ft to 2,000 ft Green Low
below the aircraft
reference altitude
Alternate Terrain Display Patterns for Various Elevations

Table G--1 (cont)
8000264-- 001 Color Schemes

Rev 4 Dec 31/2008 G-- 1
Terrain Elevation
(typical values) Terrain Color Dot Density
2,000 ft or greater Black N/A

below the aircraft
reference altitude
Invalid terrain cell Magenta Solid
Terrain Caution Yellow Solid
Terrain Warning Red Solid
Avoid Terrain Red/Black Black with red
cross--hatch
NOTES: 1. The exact altitudes at which certain colors appear
can be configured by ACSS. Refer to the AFM, AFM
supplement, or this Appendix for the settings on your
aircraft.
2. If the aircraft is within 15 Mn of the nearest airport,
terrain with elevation less than the nearest runway
elevation + 400 ft is displayed as Black.
Alternate Terrain Display Patterns for Various Elevations

Table G--1
Color Schemes 8000264-- 001

G-- 2 Rev 4 Dec 31/2008
Alternate Terrain Color Scheme 1 Display

Figure G--1
8000264-- 001 Color Schemes

Rev 4 Dec 31/2008 G-- 3
Alternate Terrain Color Scheme 1

Figure G--2
Color Schemes 8000264-- 001

G-- 4 Rev 4 Dec 31/2008
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
8000264-- 001 Index

Rev 3 Jun 15/2007 Index-- 1
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 8000264-- 001

Index-- 2 Rev - Feb 06/2003
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
8000264-- 001 Index

Rev - Feb 06/2003 Index-- 3
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 8000264-- 001

Index-- 4 Rev - Feb 06/2003
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
8000264-- 001 Index

Rev - Feb 06/2003 Index-- 5
Index 8000264-- 001

Index-- 6 Rev 3 Jun 15/2007

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Aviation Communication and Surveillance Systems

19810 North 7th Ave.

TO: HOLDERS OF THE TERRAIN AND TRAFFIC COLLISION

REVISION NO. 4 DATED DECEMBER 2008

Page Description of Change

E2008 ACSS Highlights

E2008 ACSS Highlights

Terrain and Traffic Collision

E2008 ACSS Revised December 2008

This document and the information disclosed herein are proprietary

NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND

This document is being furnished in confidence by ACSS. The

Revision Revision Insertion

1 15 Jul 2004 15 Jul 2004 A

2 1 Sep 2004 1 Sep 2004 A

3 15 Jun 2007 15 Jun 2007 A

4 30 Nov 2008 30 Nov 2008 A

8000264-- 001 Record of Revisions

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Record of Revisions 8000264-- 001

List of Effective Pages

Original Feb 2003

Subheading and Page Revision Subheading and Page Revision

Title Page H 4 2--8 2

8000264-- 001 List of Effective Pages

List of Effective Pages 8000264-- 001

Acronyms and Abbreviations Appendix E

8000264-- 001 List of Effective Pages

List of Effective Pages 8000264-- 001

8000264-- 001 Table of Contents

Table of Contents (cont)

4. TCAS ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . 4-1

5. TCAS LOGIC PARAMETERS . . . . . . . . . . . . . . . . . 5-1

7. TA AND RA RESPONSES . . . . . . . . . . . . . . . . . . . . 7-1

Table of Contents 8000264-- 001

Table of Contents (cont)

8000264-- 001 Table of Contents

Table of Contents (cont)

13. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 13-1

Table of Contents 8000264-- 001

Table of Contents (cont)

8000264-- 001 Table of Contents

Table of Contents (cont)

Table of Contents 8000264-- 001

Table of Contents (cont)

8000264-- 001 Table of Contents

Table of Contents (cont)

Table of Contents 8000264-- 001

Table of Contents (cont)

8000264-- 001 Table of Contents

Table of Contents (cont)

Table of Contents 8000264-- 001

All flightcrew members must complete an approved training course and

D Traffic Alert and Collision Avoidance System II (TCAS II) (with

D Terrain awareness warning system (TAWS)

D Reactive windshear system (RWS) (optional)

D Global positioning system (GPS) (optional).

D Ground proximity warning system (GPWS)

8000264-- 001 Introduction

Traffic Alert and Collision Avoidance System

TCAS continually surveys the airspace around the host aircraft by

NOTE: The relative altitude of the other aircraft can only be

NOTES: 1. TCAS must be able to determine range and altitude of

Introduction 8000264-- 001

T2CAS Pilot's Guide Rev4

T2CAS Pilot's Guide Rev4