TCAS

Tuesday,  May  30  2011,  2200z

Lesson Introduction
• Welcome  to  the  TCAS  lesson  in  the  PMDG  737NG  GroundWork  from  Angle  of  AEack.  
• This  lesson  will  cover  the  following  topics:
o An  overview  of  the  background  and  objecMves  of  TCAS,
o An  explanaMon  of  how  transponders  and  TCAS  work,
o TCAS  advisories  and  displays,
o TCAS  mode  control,
o Lesson  summary.

What is TCAS?
• TCAS  stands  for  Traffic  Alert  and  Collision  Avoidance  System.
• TCAS   is  a   system   designed   to   idenMfy   and   reduce   the   risk   of   midair   collisions  between  
aircraQ.  
• It   provides  traffic   displays,   alerts  and  resoluMon   advisories  to  the  crew   to   improve  their  
situaMonal  awareness  and  assist  them  in  resolving  a  conflict.
• AviaMon  has  had  a  long  and  troubling  history   of  midair  collisions,  daMng  back  to  its  earliest  
days.
o During  the  1950s,   air  traffic  was  conMnuing  to  grow  at  an  ever-­‐increasing  rate,  and  
so  was  the  risk  of  mid-­‐air  collisions.  
o As   concerns   grew   over   the   rising   risk,   research   was   conducted   into   proximity  
warning  devices  that  might  reduce  it.  
o The   1956   collision  between  a  Lockheed   Super   ConstellaMon  and   a  DC-­‐7   over   the  
Grand  Canyon  outlined  the  need  for   both  a  reformed  ATC   system  and  accelerated  
development  of  a  proximity  warning  device.
o A   conMnuing   trend   of   midair   collisions  conMnued   throughout   the   1960s  and   70s  
however,   with   each   accident   conMnuing   to   catalyze   development   of   collision  
avoidance  systems.
o The  FAA   finally   made  TCAS   mandatory   in  US  airspace  in   1993   following  the  1986  
collision  between  a  DC-­‐9  and  a  Piper  Archer  over  Cerritos,  California  which  resulted  
in  the  loss  of  82  lives.
• There  are  two  principle  versions  of  TCAS  currently  in  commercial  service:  TCAS  I  and  TCAS  II.  
o TCAS  I  is  designed  primarily  for  general  aviaMon  and  small  regional  airliners.  
 It  provides  a  traffic  display  and  traffic  advisories  only.  
o TCAS   II   is   used   on   the   majority   of   commercial   airliners,   and   adds   several  
improvements  over  TCAS  I,  most  notably  the  ability  to  issue  resoluMon  advisories.
 The  FAA   mandates  TCAS  II  on  aircraQ   with  more  than  30  seats,  or   weighing  
more  than  15,000kg.

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  The  rules  are  more  stringent  in  Europe  under  EASA.
 Currently  operaMonal  on  most  aircraQ  TCAS  II  Version  7.
• Version  7.1   has  been  projected  for   mandate  by   EASA   on  new  build  
aircraQ  in  March  2012,  and  for  retrofit  by  December  2015.  
• Version   7.1   introduces   improvements   designed   to   overcome  
weaknesses  that  failed  to  avert  the  2002  Überlingen  disaster.
• Studies   conducted   for   Eurocontrol,   the   European   OrganisaMon   for   the   Safety   of   Air  
NavigaMon,  indicate  that   the  current  probability  of  a  mid-­‐air   collision  in  European  Airspace  
is  2.7  x  10-­‐8.
o This  equates  to  one  mid-­‐air  collision  every  3  years.
o ImplementaMon  of  TCAS  II  version  7.1  should  reduce  this  by  a  factor  of  4.  
• TCAS  II  Version  7.0  is  our  main  focus  here  however,  as  that  is  what  is  installed  on  our  737.
• TCAS   conMnuously   interrogates  operaMng   transponders   in   other   aircraQ   to   predict   their  
posiMons  and  flight  paths.  
• It  then  provides  traffic  displays  and  advisories  to  the  flight  crew.  

What is a Transponder?
• A  transponder  is  a  device  that  automaMcally  transmits  a  coded  signal  when  interrogated  by  
ATC  ground  radar  or  TCAS.
o The  term  ‘transponder’  is  short  for  ‘transmiEer-­‐responder’,  which  describes  its  basic  
funcMonality  well.
o Key   to   the  content   of   the  signal  sent   out   by   a  transponder   is  the  alMtude   of   the  
aircraQ.
• There   are   three   main   types   of   transponders   in   operaMon   in   civil   aviaMon;   Mode   A  
transponders,  Mode  C  transponders  and  Mode  S  transponders.
o When  Mode  A   transponders  are  interrogated  by   ATC   ground   radar   or   TCAS,   they  
transmit  a  four  digit  squawk  code.  
 This  squawk  code  is  used  by  ATC  to  idenMfy  the  aircraQ.  
o Mode  C  transponders  also  transmit  a  four  digit  squawk  code  when  interrogated,  but  
also  include  alMtude  informaMon.  
 This   alMtude   informaMon   is   available   both   to   ATC   and   to   TCAS   in   other  
aircraQ.
o Mode  S  transponders  include  all  of  the  funcMonality  of  Mode  A  and  C   transponders,  
but  add  many  more  features  to  the  mix.  
 Mode   S   adds  improved   accuracy,   improved   interrogaMon   capabiliMes   and  
most  significantly:  communicaMon  datalink.
 This  datalink  is  used  by  TCAS  II  to  coordinate  resoluMon  advisories  between  
two  aircraQ.  
 A  Mode  S  transponder  is  a  requirement  for  a  TCAS  II  installaMon.  
• We  will  talk  further  about  the  other  transponder  modes  and  their  effects  on  TCAS  later   in  
the  lesson.  

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 How Does TCAS Work?
• TCAS  and  the  transponder  are  inherently  linked.
• TCAS   interrogates   operaMng   transponders   in   other   aircraQ,   analyzes   the   transponder  
replies,  and  predicts  the  posiMon  and  flight  paths  of  those  aircraQ.
o DirecMonal  radio  antennas  on  the  top   and   boEom   of   the  fuselage   determine  the  
range,  bearing  and  speed  of  the  other  aircraQ.
o TCAS  then  computes  the  posiMon  and  projected  flight  path  of  those  aircraQ.  
o AlMtude  informaMon  may   also  be  received  from  the  other   aircraQ’s  transponder   if  
available,  and  verMcal  speed  may  then  be  calculated.
• TCAS   issues  Traffic   Advisories  and   ResoluMon   Advisories  as  appropriate   to   avoid   mid-­‐air  
collisions.
o A   Traffic   Advisory,   or   TA,   is   an   aural   and   visual   alert   to   draw   the   flight   crew’s  
aEenMon  to  closing  traffic.
 TA’s  assist  the  pilot  in  the  visual  search  for  the  intruder  aircraQ,  and  prepare  
the  pilot  for  a  potenMal  ResoluMon  Advisory.
o A  ResoluMon  Advisory,  or  RA,  is  a  recommended  maneuver  that  will  either  increase  
or  maintain  the  exisMng  verMcal  separaMon  from  the  intruder  aircraQ.
 TCAS  issues  an  RA  both  aurally  and  in  the  form  of  visual  cues  on  the  Primary  
Flight  Display.
o We  will  elaborate  further  on  both  TAs  and  RAs  later  in  the  lesson.
• The  advisory   capability   of  TCAS  is  dependent   on  the  transponder   mode  of   the  conflicMng  
aircraQ.
o If  the  transponder   of   a  conflicMng   aircraQ   is  switched  to  OFF  or   to  STANDBY,  that  
traffic  will  be  invisible  to  TCAS.  
o TCAS  only  sends  out  Mode  C  and  Mode  S  interrogaMons.  
o A  ‘Mode  A  only’  capable  transponder   will  not  reply   to  TCAS  interrogaMons,  and  will  
therefore  be  invisible  to  TCAS.
o A   Mode   C   transponder   with   alMtude   reporMng   selected   OFF   will   reply   to   TCAS  
interrogaMons.  
 TCAS   Traffic   Symbols   and   Traffic   Advisories   will   be   available,   however  
ResoluMon  Advisories  will  not  be  available  due  to  the  lack  of  alMtude  data.
 AddiMonally,   Traffic   Symbols   on   the   NavigaMon   Display   will   not   display  
alMtude  data.
o A   Mode   C   transponder   with   alMtude   reporMng   selected   ON   will   reply   to   TCAS  
interrogaMons  and  supply  alMtude  informaMon.  
 Traffic   Symbols   on   the   NavigaMon   Display   will   display   alMtude   data,   and  
Traffic  and  ResoluMon  Advisories  will  be  available.
 Coordinated   ResoluMon   Advisories   will   not   be   available   however,   as   this  
feature  requires  the  Mode  S   datalink   and   TCAS  II  installaMon   in   the  other  
aircraQ.
o If  the  other  aircraQ   has  a  Mode  S   transponder   and   TCAS  II  installed,   then  the  two  
TCAS  systems  may  establish  communicaMons  and  coordinate  ResoluMon  Advisories.

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  This  ensures  that  the  two  ResoluMon  Advisories  given  will  be  compaMble,  and  
not  worsen  the  situaMon.
• To   provide   advisories,   TCAS   constructs  a   three  dimensional   airspace  around   the   aircraQ  
where  a  high  likelihood  of  traffic  conflict  exists.
o The   dimensions   of   this   airspace   vary   depending   on   the   closure   rate   with   the  
conflicMng  traffic.
• Traffic   Advisories   and   ResoluMon   Advisories  are  generated   based   on   a   ‘Closest   Point   of  
Approach’,  or  CPA.
o The  CPA   is  the  point   at  which  the  separaMon  between  the  two  aircraQ   will  reach  a  
minimum  value.
• TCAS  calculates  the  Mme  to  reach  the  Closest  Point  of  Approach  by  dividing  the  distance  by  
the  closure  rate.  This  is  effecMvely  a  distance/speed/Mme  calculaMon.
• Traffic  Advisories  and  ResoluMon  Advisories  are  issued  based  on  this  Mme.  
• A  Traffic  Advisory  is  generated  when  the  other  aircraQ  is  approximately  40  seconds  from  the  
Closest  Point  of  Approach.  
• A   ResoluMon   Advisory   is  generated   when   the   other   aircraQ   is  approximately   25   seconds  
from  the  Closest  Point  of  Approach.  

Advisories and Displays

• TCAS  issues  aural  advisories  and  visual  displays  to  the  flight  crew.
• Visual  indicaMons  are  present  both  on  the  Primary  Flight  Display  and  the  NavigaMon  Display.  
• The  NavigaMon  Display   displays  TCAS  Traffic  Symbols,   TCAS  AnnunciaMons  and  other   TCAS  
informaMon.
• TCAS  AnnunciaMons  are  displayed  in  the  lower  leQ  of  the  NavigaMon  Display.
o These  indicate  the  status  of  the  system.
o An   amber   TCAS   OFF   annunciaMon   is   self-­‐explanatory   –   it   indicates   that   TCAS   is  
switched  off.
o A   cyan   TA   ONLY   annunciaMon  indicates  that   TCAS   is  set   to  Traffic   Advisory   Only  
mode,  so  ResoluMon  Advisories  are  disabled  and  will  not  be  generated.
o TFC   ‘traffic’   indicates  that   the   Traffic   switch   on  the   EFIS   Control  Panel  has  been  
selected  on,  and  that  the  ND  TCAS  display  is  acMve.
o TCAS  TEST  indicates  that  the  TCAS  is  operaMng  in  test  mode,  and  that  corresponding  
indicaMons  are  acMve  on  the  display.
o We  will  be  revisiMng  these  four  annunciaMons  later  in  the  lesson.
o An   amber   TCAS   FAIL   annunciaMon  may   also   appear,   and   indicates   that   the   TCAS  
system  has  failed.  
• TCAS   Traffic   Symbols  may   be   displayed   on   the  ND   using   TFC   ‘traffic’   switch   on   the   EFIS  
Control  Panel.
o When  Traffic  is  selected  on,  the  cyan  TFC  ‘traffic’  annunciaMon  appears.  
• Traffic  may  be  displayed  on  the  ND  by  a  variety  of  symbols.
• Symbols  may  be  white,  yellow  or  red  depending  on  the  severity  of  the  situaMon.
• There  are  four  main  classes  of  symbol  that  TCAS  will  generate  on  the  NavigaMon  Display:

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 o Open  white  diamond,
o Filled  white  diamond,
o Filled  amber  circle,
o Solid  red  square.
• The  symbol  may  have  an  associated  alMtude  tag  aEached  which  displays:
o RelaMve  alMtude  to  your  aircraQ  in  hundreds  of  feet,
o Whether  the  aircraQ  is  above  or  below  you,
o Whether  the  aircraQ  is  climbing,  flying  level  or  descending.
 The   alMtude   trend   arrow   only   displays   when   the   traffic   is   climbing   or  
descending  at  rates  greater  than  or  equal  to  500  feet  per  minute.
• This   alMtude   informaMon   is   dependent   on   the   other   aircraQ’s   transponder   reporMng  
alMtude.
o If  alMtude  informaMon  is  not  being  transmiEed,  the  symbol  will  not  have  an  alMtude  
tag  and  ResoluMon  Advisories  will  not  be  generated.
• An  open   white  diamond  indicates  non-­‐threat   traffic   that   is  greater   than   6   nauMcal  miles  
away  OR  greater  than  plus  or  minus  1200  feet  verMcally.  
o This  is  non-­‐threat  traffic  referred  to  as  ‘other  traffic’.
• A  filled  white  diamond  indicates  traffic  that  is  less  than  6  nauMcal  miles  away,  AND  within  
1200  feet  verMcally.
o This  traffic  is  sMll  not  considered  a  threat,  and  is  referred  to  as  ‘proximate  traffic’.
• A   symbol   change   to   a   filled   amber   circle   indicates   that   the   intruding   aircraQ   is   now  
considered  to  be  potenMally  hazardous.  
o This  will  occur   when   the   intruding   aircraQ   is  approximately   40   seconds  from   the  
Closest  Point  of  Approach.
o This   is   called   a   Traffic   Advisory,   and   is  indicated   aurally   by   a   TRAFFIC,   TRAFFIC  
message.  
o The  aural  alert  will  sound  only  once,  and  will  then  be  reset  for  another,  future  Traffic  
Advisory.
o Never  try  to  self-­‐separate  from  a  Traffic  Advisory.  
• When   the   traffic   is   approximately   25   seconds   from   the   Closest   Point   of   Approach,   the  
symbol  will  change  to  a  solid  red  square,  and  a  ResoluMon  Advisory  will  be  issued.
• A  typical  TCAS  II  ResoluMon  Advisory  requires  a  response  within  5  seconds,  and  G-­‐forces  of  
plus/minus  0.25G.  
o  Because  of  this  G-­‐Force  requirement  and  the  immediacy  of  the  response  required,  
the  autopilot  must  be  disconnected  prior  to  responding  to  the  RA.
o It  is  too  slow  to  rely  on.  
• As  we  discussed   earlier,   TCAS   II   is  capable   of   coordinaMng   ResoluMon   Advisories   via  the  
Mode  S  datalink.
o This   is   dependent   on   the   intruder   aircraQ   also   having   an   operaMonal   TCAS   II  
installaMon,  but  is  effecMve  in  ensuring  that  the  ResoluMon  Advisories  are  compaMble  
and  will  not  worsen  the  situaMon.  
• There   are   many   ResoluMon   Advisory   aurals,   and   visual   commands   on   the   PFD   vary  
depending  on  the  type  of  advisory  triggered.

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 • ResoluMon  Advisories  may   be  broken  down   into  two   types  –   PreventaMve  Advisories  and  
CorrecMve  Advisories.
o CorrecMve  Advisories  require  that  the  flight   crew  take  posiMve  acMon  to  maneuver  
away  from  the  other  aircraQ.
o PreventaMve  Advisories  require  that  the  flight  path  of  the  aircraQ  be  maintained.  
• There  are  three  aural  PreventaMve  Advisories.
o MONITOR  VERTICAL  SPEED.
 This   RA   requires   that   the   pilot   avoid   the   pitch   areas   highlighted   on   the  
altude  indicator.  
 TCAS  visual  cues  on  the  verMcal  speed  indicator  are  a  customer  opMon  on  the  
737NG.  The  red  areas  should  be  avoided.  
 A  Monitor  VerMcal  Speed  RA  rarely  requires  a  change  in  verMcal  speed.
 You   might   expect   this  RA   if   targets  are   approaching   from  both   above  and  
below  the  aircraQ,  and  verMcal  speed  must  be  monitored  closely  to  maintain  
separaMon.
o MAINTAIN  VERTICAL  SPEED,  MAINTAIN
 This   RA   requires   that   the   pilot   maintain   a   rate   of   climb   or   descent   in  
accordance  with  the  indicaMons  on  the  PFD  altude  indicator  and  VSI.  
 The  pilot  should  always  follow  the  guidance  given  on  the  PFD   in  this  case,  
rather   than  trying  to  chase  the  exact   verMcal  speed  that  was  current  when  
the  RA  was  issued.
 Following  the  guidance  ensures  that   the  resultant  verMcal  speed  is  sufficient  
to  saMsfy  the  RA.
o MAINTAIN  VERTICAL  SPEED,  CROSSING  MAINTAIN
 This   RA   should   be   flown   in   the   same   way   as   ‘Maintain   VerMcal   Speed,  
Maintain’.
 The   inclusion   of   ‘crossing’   in   the   aural   message   is   merely   for   the   pilot’s  
informaMon.  
 This  indicates  that   his   aircraQ   will   pass   through   the   level   of   the   intruder  
aircraQ  while  the  RA  is  followed.
• The  rest   of   the  ResoluMon  Advisory   aurals  are  CorrecMve  Advisories,   and  require  posiMve  
acMon  by  the  pilot  to  maneuver  the  aircraQ.
o CLIMB,  CLIMB
 This  RA  requires  that   the  pilot  climb  to  avoid  the  pitch  regions  displayed  on  
the  PFD.  
 In   this  case,   the  clear,   safe  region  will  be   towards  the  top  of   the  altude  
indicator,  prompMng  the  pilot  to  pitch  up.
 Don’t   forget   that   TCAS   is  expecMng   you   to  respond  within   5   seconds  and  
achieve  a  load  factor  of  at  least  1.25G  in  the  pitch  up  to  climb.  
 The  autopilot  must  be  disconnected  for  this  type  of  RA.
o DESCEND,  DESCEND
 This  RA  requires  that   the  pilot   descend  away   from  the  red  pitch  regions  on  
the  PFD.

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  Descend  RAs  are  inhibited  below  approximately   1100  feet  radio  alMtude  due  
to  the  lack  of  safe  terrain  clearance.
o CLIMB,  CROSSING  CLIMB
o DESCEND,  CROSSING  DESCEND
 Crossing  climb  and  crossing  descend  RAs  are  also  issued  where  the  intruder  
aircraQ  will  pass  through  your  level  during  the  maneuver.  
• TCAS  may  someMmes  reverse  its  iniMal  ResoluMon  Advisory  command.  
o Where   the   iniMal  command  was  to   descend,   a  reversal  would   result   in   the   aural  
callout  CLIMB,  CLIMB  NOW.
o Where  the  iniMal  command  was  to  climb,  a  reversal  would  result  in  the  aural  callout  
DESCEND,  DESCEND  NOW.
o The  aircraQ  must  be  pitched  without  delay  to  the  new  revised  altude.
o Follow  the  PFD  guidance  to  achieve  this.  
o The  reversal  should  be  made  within  2.5  seconds  with  addiMonal  load  factor  at  plus/
minus  0.35G.
• Further   ResoluMon   Advisory   aurals   may   be   issued   where   the   current   rate   of   climb   or  
descent  is  insufficient  to  resolve  the  conflict.
o INCREASE  CLIMB,  INCREASE  CLIMB
o INCREASE  DESCENT,  INCREASE  DESCENT
 Guidance  will  be  given  for  both  of  these  commands  on  the  PFD.
 ‘Increase  descent’   RAs  are  inhibited   below   approximately   1,500   feet   radio  
alMtude  so   that   pilots  are  not   encouraged   to   descend   too  quickly   close  to  
terrain.
• TCAS  may  also  issue  aural  messages  to  reduce  verMcal  speed.  
o ADJUST  VERTICAL  SPEED,  ADJUST
 This  RA  requires  that  the  pilot  reduce  verMcal  speed.
 It  may  be  triggered  both  as  an  iniMal  ResoluMon  Advisory  and  as  a  weakening  
ResoluMon  Advisory.
 As  an  iniMal  RA,  ‘adjust  verMcal  speed’  is  commanded  to  maintain  separaMon  
between  two  aircraQ  and  avoid  a  conflict.
 It  may  also  be  issued  following  a  climb  or  descend  RA  where  the  current  rate  
of  climb  or  descent  is  greater  than  needed.
• This  minimizes  ATC  disrupMon.
• When   any   Traffic   or   ResoluMon   Advisory   occurs,   a  TRAFFIC   message  will  appear   on   the  
NavigaMon  Display.
o This  will  be  amber  for  a  Traffic  Advisory,  and  red  for  a  ResoluMon  Advisory.
• If  the  NavigaMon  Display  range  is  too  close,  and  TA  or  RA  traffic  is  not  displayed  as  a  result,  
an  OFFSCALE  message  will  appear.  
• If  the  bearing  of  traffic  cannot  be  determined,  it  cannot  be  displayed  as  a  traffic  symbol  on  
the  ND.  
o If  that  traffic  qualifies  for  an  TA  or  RA,  a  No-­‐Bearing  Message  will  appear.
o This  provides  range,  relaMve  alMtude  and  a  verMcal  moMon  arrow.
• All  ResoluMon  Advisories  are  inhibited  below  approximately  1000  feet  radio  alMtude.  

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 • Aural  Traffic  Advisories  are  inhibited  below  approximately  500  feet  radio  alMtude.  
• AQer   a  ResoluMon  Advisory   traffic   conflict   has  ended,   and  traffic   separaMon  is  increasing  
again,   a  clear   of  conflict   aural  message  will  sound,   and   all  corresponding  indicaMons  will  
disappear.  
o CLEAR  OF  CONFLICT

TCAS Mode Control

• TCAS  mode  control  is  conducted  from  the  Transponder  Panel,  located  on  the  AQ  Electronics  
Panel.
• We  will  run  through  every  control  on  this  panel  for  familiarizaMon.
• The  737NG  has  two  transponders  which  are  individually   selectable  using  the  Transponder  
Selector  at  the  top  leQ  of  the  panel.  
• AlMtude  data  for  Mode  C  and  Mode  S  reporMng  can  be  taken  from  either  of  the  two  Air  Data  
Computers  in  the  ADIRUs.
o The  AlMtude  Source  selector  allows  the  crew  to  manually  select  the  data  source  for  
alMtude  reporMng.
o When   flying   into   RVSM   airspace,   the   source   selected   should   correspond   to   the  
primary  alMmeter  referenced  by  the  autopilot  in  use.
o For   Autopilot   A,   this  is  in  Air   Data  Computer   #1,   and   for   Autopilot   B  it’s  Air   Data  
Computer  #2.  
• The  two  code  selectors  allow  pilots  to  enter  the  transponder  code  assigned  to  them  into  the  
code  indicator  window.
• An  idenMficaMon  signal  may  be  transmiEed  manually  by  pushing  the  ‘IDENT’  buEon.
o This  is  done  in  response  to  ATC  requests  to  ident.
• The  Transponder  Fail  light  indicates  a  transponder  malfuncMon  when  lit.
• The   control   on   this   panel   most   relevant   to   this   lesson   and   TCAS   in   general   is   the  
Transponder  Mode  Selector.  
• This  is  a  five  posiMon  selector  with  a  pushbuEon  mounted  on  it.
• The  pushbuEon  is  a  test  switch  that  starts  a  test  of  the  TCAS  system.
o Symbols  appear  on  the  NavigaMon  Display,  along  with  the  TCAS  TEST  annunciaMon.  
o An  aural  annunciaMon  signals  the  outcome  of  the  test.
o TCAS  SYSTEM  TEST  OK/TCAS  SYSTEM  TEST  PASS
o PASS   also   appears   in   the   transponder   window,   and   the   Transponder   Fail   light  
illuminates  to  indicate  that  the  selected  transponder  is  operaMonal.
• The  Transponder  Mode  Selector  may  be  rotated  to  select  one  of  five  transponder  operaMng  
modes.
o The  STBY  posiMon  places  the  transponder  and  TCAS  system  in  standby.  
 In  this  mode,  the  transponder  will  not  transmit.
o When  set   to  the  ALT   RPTG  OFF   ‘Al5tude   Repor5ng   Off’   posiMon,   the  transponder  
operates  but  without  alMtude  reporMng.  
o The  XPNDR  posiMon  enables  alMtude  reporMng,  but  Traffic  and  ResoluMon  advisories  
are  sMll  disabled.

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 o The   TA   ONLY   posiMon   enables   TCAS   Traffic   Advisories,   and   the   TA/RA   posiMon  
enables  ResoluMon  Advisories  on  top  of  that.
• Depending  on  airline  Standard  OperaMng  Procedure,  the  TA  ONLY  mode  may  someMmes  be  
selected  following  an  engine  shutdown.  
o TCAS   does   not   take   into   account   aircraQ   performance   capability   when   issuing  
ResoluMon  Advisories.
o A   737   with  an  engine  out   will  have  inadequate  climb  performance  to  fully   comply  
with  climb  ResoluMon  Advisories.
o SelecMng  TA  ONLY   avoids  the  issuance  of  RAs  that   the  aircraQ   would  be  unable  to  
comply  with.  

Lesson Summary
• TCAS  is  the  last  line  of  defense  against  a  mid-­‐air  collision.
• It  is  completely  independent  of  ground-­‐based  air  traffic  control.  
o This  is  both  a  strength  and  a  weakness.
o TCAS  does  not  facilitate  automaMc  reporMng  of  resoluMon  advisories  to  ATC.
 This   places   addiMonal   burden   on   the   pilots   in   an   already   high   workload  
situaMon,  and  does  not  immediately  keep  the  controller  in  the  loop.
o It   does   however   mean   that   resoluMon   advisories   are   issued   regardless   of   ATC  
communicaMon,  making  controller  mistakes  irrelevant  so  long  as  the  RA  is  followed.
o Air  Traffic  Controllers  like  pilots  are  only  human,  and  do  make  mistakes.
o TCAS  acts  as  a  further  safety  net.
• ResoluMon  Advisories  MUST  be  followed,  even  if  you  think  you  have  the  traffic  in  sight.
o The  traffic  you  see  might  not  be  the  traffic  that  the  RA  is  maneuvering  you  to  avoid.
• Familiarity  of  the  various  TCAS  advisories  is  crucial.
o TCAS   expects  you  to   react   within  5   seconds  of  an  iniMal  ResoluMon   Advisory,   and  
within  2.5  seconds  of  an  RA  reversal.
o This  is  not  enough  Mme  to  mull  over  what  you  should  be  doing.  
• In  this  lesson  we  covered:
o An  overview  of  the  background  and  objecMves  of  TCAS,
o An  explanaMon  of  how  transponders  and  TCAS  work,
o TCAS  advisories  and  displays,
o TCAS  mode  control.

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