ACAS Academic Training

for Controllers and Pilots

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 1
 What is ACAS?

 ACAS: Airborne Collision Avoidance System

 ACAS is defined by ICAO:

 An ACAS I issues Traffic Advisories (TAs)
 An ACAS II issues Resolution Advisories (RAs), in addition to TAs, in the
vertical plane only
 An ACAS III issues Resolution Advisories (RAs), in addition to TAs, in both the
vertical and in the horizontal plane

 ACAS II standards are defined and approved

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 2
 ACAS alerts vs. Transponder mode

ACAS aircraft

ACAS I ACAS II

ICAO non-compliant none none

Mode A only none none

Intruder aircraft
transponder Mode A/C or Mode S
TA TA
without altitude report

Mode A/C or Mode S (1)

TA TA and RA
with altitude report

(1): If the intruder is also equipped with ACAS II, RAs are coordinated

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 3
 What is TCAS?

 TCAS: Traffic alert and Collision Avoidance System

 TCAS development is an American initiative, preliminary studies in 1955

 TCAS is the only equipment complying with the ICAO ACAS standards:
 TCAS I is an ACAS I
 TCAS II complies with ACAS II standards
 The TCAS III / IV projects were not pursued

 Currently two TCAS II versions in service:

 TCAS II v6.04a introduced in 1994
 TCAS II v7.0: introduced in 1999, fully complying with ICAO ACAS II standards

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 4
 Situation in the world

 Europe:
 Mandatory carriage of an ACAS II (= TCAS II version 7):
• since 1-1-2000 for civil turbine-engined aircraft with more than 30 pax or
weighing more than 15,000 kg
• on 1-1-2005 with more than 19 pax or weighing more than 5,700 kg
 Extended requirements for mandatory carriage of altitude reporting transponders
for aircraft flying VFR

 Other States:
 USA:
• TCAS II (version 6.04a) has been mandatory in the US airspace since 1994
for all civil turbine-engined aircraft carrying more than 30 passengers
 ICAO standard: same as Europe but deadline is 1-1-2003

 3 TCAS manufacturers: ACSS, Rockwell-Collins, Honeywell

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 5
 TCAS II principles

 An airborne equipment that interrogates adjacent SSR transponders

 Collision avoidance criterion based on time

 Independent from:
 all external systems (e.g. ground radars, satellites)
 ATC

 Independent from:
 auto-flight
 NAV systems ([Link], INS...)

 Designed for collision avoidance only

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 6
 Functional diagram

MODE S
TCAS DIRECTIONAL ANTENNA
ANTENNA

AURAL
ANNUNCIATION

COORDINATION
& INHIBITION
EFIS or TCAS DISPLAY

TCAS II MODE S
UNIT XPDR

RADAR ALTIMETER AIR DATA TCAS + SSR

GEARS & CONTROL
COMPUTER
FLAPS PANEL
(ADC)

RADAR ALTIMETER
ANTENNA LOWER TCAS MODE S
ANTENNA ANTENNA

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 7
 IVSI-type TCAS display
(standard instrumentation)

Intruder target
Other traffic

Proximate traffic
Relative altitude (ft x 100)
Intruding traffic

Threat
Vertical trend arrow

TCAS display centre

Vertical speed needle

2-NM radius circle

Resolution advisory

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 8
 EFIS with RAs displayed on
the vertical speed scale

MACH ALT HDG AP1

A/THR
FL 310
360
315

340

320 310 40
20

300

305
280
2
.818 STD

The pilot must manoeuvre the aircraft to comply with the required vertical
speed (this example shows 1500 fpm “Descend” RA)
RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 9
 EFIS with RAs displayed on
the artificial horizon

SPD L-NAV ALT

M 0.82 31000

380 31400

360

340 31200

5 40
32 310 20
6
320
30800
300

280
30600
240
260 CRS 110
10 11 12
0.818 09 13 STD
14
08

The pilot must act on the aircraft attitude

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 10
 TCAS II functions (1/2)

 Surveillance of surrounding transponders:

 Nominal range: 14 NM
 Can detect some targets at more than 40 NM in special conditions
 Range can be reduced to 5 NM in case of a high density of TCAS II-equipped
aircraft (no degradation of collision avoidance function)
 Altitude surveillance via Mode S / Mode C
 Can process at least 30 aircraft

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 11
 TCAS II functions (2/2)

 Determination of the alerts:

 None, TA, RA (initial or modified)
 Co-ordination between two TCAS units (through the ACAS crosslink)

 Information to the pilot:

 Aural annunciations
 Traffic display
 Resolution advisory display

 Processing cycle = 1 second

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 12
 Initiation of alerts - Principle

 Based on the time-to-go to the Closest Point of Approach (CPA) and not on
the range

 Horizontal test:
 calculation of the time (TAU) to reach the CPA

 Vertical test:
 calculation of the time to reach co-altitude

 Both horizontal and vertical tests need to be passed before an alert is

issued

 However, for low closure rate, a minimum distance is taken into account:
 the horizontal plane threshold is called DMOD

 the vertical plane threshold is called ZTHR

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 13
 The horizontal test

TCAS
Intruder
35 seconds

The collision avoidance criterion is a time parameter

(this example illustrates a 35 second threshold for RA).

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 14
 The vertical test

TCAS

35 seconds

Intruder

The remaining time until co-altitude is compared to the threshold

for triggering the alert (this example illustrates a 35 second threshold for RA)

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 15
 Low closure rate
Horizontal Test

Low closure rate

Intruder

Low convergence angle

Airs
pee
d
TCAS
Airspeed
DM
O
D

The closure rate may be low, even when airspeeds are quite high:
in this case, the minimum distance DMOD is taken into account

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 16
 Low closure rate
Vertical Test

ZTHR
TCAS

ZTHR

Intruder

When both aircraft are level, the vertical separation is compared to ZTHR

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 17
 Initiation of alerts - Thresholds

 The threshold values:

 increase with altitude
 are independent of ATC separation standards

 The TA thresholds are greater than those for an RA

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 18
 Threshold values (TCAS II v7.0)

TA RA

FL or « Z » SL TAU DMOD ZTHR TAU DMOD ZTHR ALIM

radaraltimeter (s) (NM) (ft) (s) vtt* (NM) (ft) (ft)
FL > 420 7 48 1.3 1200 35~25 1.1 800 700

FL200~420 7 48 1.3 850 35~25 1.1 700 600

FL100 ~ 200 6 45 1.0 850 30~22 0.8 600 400

FL50 ~ 100 5 40 0.75 850 25~20 0.55 600 350

2350ft ~ FL50 4 30 0.48 850 20~18 0.35 600 300

1000 ~ 2350ft 3 25 0.33 850 15~15 0.2 600 300

0 ~ 1000 ft 2 20 0.3 850 No RA No RA No RA No RA

*vtt: "vertical threshold test" (processing of 1,000 ft level-off encounters)

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 19
 Initiation of alerts - RA

 An RA indicates the vertical speed required to avoid a possible collision

 If an RA is generated, the RA sense is selected:

 to achieve a safe vertical distance (ALIM) at CPA
 in coordination with the other TCAS equipment

 An RA takes all existing threats into account

 If the intruder does not report altitude: no RA

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 20
 RA sense selection
Standard process

Threat

CPA

ALIM
TCAS ‘upward'
ALIM

‘downward'

The 'downward' sense will achieve ALIM, the 'upward' sense will not.
The 'downward' option is therefore selected.

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 21
 Horizontal filter

TCAS

Intruder
35 seco
nds

HMD

The TCAS II v7.0 computes a Horizontal Miss Distance (HMD).

If HMD is "sufficient", no RA is triggered.

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 29
 TA characteristics

 Thresholds:
 horizontal: 20 to 48 sec (or DMOD = 0.3 to 1.3 NM)
 vertical: 20 to 48 sec (or ZTHR = 850 or 1200 ft)

 Information to the aircrew:

 Aural annunciation: "Traffic, traffic"
 Intruder: solid amber circle

 A double objective:
 To prepare the crew for a possible RA
 May help with the visual acquisition of the intruder

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 30
 TA in the cockpit

 Proper division of responsibilities (JAA – TGL NO. 11) between:

 Pilot flying: to continue to fly and to be prepared to respond to any RA
 Pilot not flying: to try to visually acquire the intruder with the help of the TCAS II
display

 Use of additional information (e.g. ATC party-line) for the visual acquisition

 No manoeuvre if there is no visual acquisition

 Visual acquisition of the intruder does no exempt the crew from following the
RA if it occurs

 No standardised phraseology about TAs

 With TCAS II V7.0, approximately 1 TA out of 40 is turned into an RA

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 31
 RA characteristics

 Thresholds:
 horizontal: 15 to 35 sec (or DMOD = 0.2 to 1.1 NM)
 vertical: 15 to 35 sec (or ZTHR = 600 to 800 ft)

 Information to the crew:

 Aural annunciations: "climb, climb", "descend, descend", etc
 Display of a range of vertical speeds or pitches to avoid

 Objective:
 To achieve a safe vertical distance, ALIM, varying from 300 to 700 ft (but neither
a change of FL nor a fixed vertical deviation)

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 32
 Type of RAs and annunciations
Type of RA (v7.0) Downward sense annunciation

Corrective RA Descend, descend

Strengthening RA Increase descent, increase descent

Weakening RA Adjust vertical speed, adjust

Reversing sense RA Descend, descend NOW

Descend, crossing descend,

RA with altitude crossing descend, crossing descend

RA to maintain vertical speed Maintain vertical speed, maintain

RA to maintain vertical speed with Maintain vertical speed,

altitude crossing crossing maintain

RA to reduce vertical speed Adjust vertical speed, adjust

Initial preventive RA Monitor vertical speed

RA termination message Clear of conflict

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 33
 RA in the cockpit (1/2)

 Proper division of responsibilities (JAA – TGL NO. 11) between:

 Pilot flying: to respond to the RA
 Pilot not flying: to provide updates on the traffic location, checking the traffic
display and monitoring the response to the RA

 For corrective RAs, appropriate manual response:

 within 5 seconds
 vertical acceleration: 0.25 g
 standard vertical speed: +/- 1,500 fpm but it may vary according to the event

 For preventive RAs, vertical speed needle maintained outside the red area

 An RA is coordinated: never manoeuvre in the opposite sense to the RA

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 34
 RAs are coordinated !

CPA

"Climb" RA
TCAS TCAS

"Descend" RA
Hazardous
manoeuvre

When the TCAS is activated on-board both aircraft, RAs are coordinated.
The pilot should not, in any case, manoeuvre contrary to the RA.

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 35
 RA in the cockpit (2/2)

 Recognition and response to modified RAs (e.g. increase, reversal):

 within 2.5 seconds
 vertical acceleration:
• 0.35 g for increase rate and reversal RAs
• 0.25 g for weakening RAs

 The pilot should inform ATC as soon as possible (standard phraseology:

"TCAS climb", "unable to comply, TCAS climb"…)

 Pilots have to comply with weakening RAs ("Adjust Vertical Speed") to

minimise altitude deviation

 Return to the current ATC clearance after the "Clear of Conflict"

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 36
 Operational impact for pilots

 An RA is stressful: surprising and happens very quickly (about 30 s)

 Consequences:
 deviations are sometimes excessive
 slow return to the ATC clearance (brief loss of confidence)
 standard phraseology is not always used
 post RA discussions on the frequency

 Crews often use the TCAS display as a surveillance tool: high risk of
misinterpretation

 Flight crew training is essential

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 38
 Regulation context: pilots

 cf. docs ICAO PANS-OPS 8168

 The pilot may depart from the ATC clearance (or refuse it) to follow an RA

 The pilot must comply with his airline operational instructions. The pilot is
always the ultimate responsible for his flight

 Following an RA is similar to an ordinary evasive manoeuvre: the use of

TCAS does not alter respective responsibilities of pilots and controllers

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 39
 Operational impact for controllers

 Consequences of an RA:
 Disturbance to the tactical control plan
 Fear of an induced conflict (although TCAS has a multiple threat processing)
 Frequency overload, initial misunderstanding
 Problem with non-displayed SSR codes

 In practice:
 Horizontal instructions will always be complementary with a TCAS II RA that
may occur
 If aware of an aircraft following an RA,
• do not give any instructions to this aircraft, but continue to provide
traffic information
• however, pay attention to the perception of the vertical situation

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 40
 Regulation context: controllers

 cf. docs ICAO PANS-ATM 4444

 Following an RA is similar to an ordinary evasive manoeuvre: the use of

TCAS does not alter the respective responsibilities of pilots and
controllers:
 The controller is no longer responsible for separations during a deviation due
to a response to an RA

 "When a pilot reports a manoeuvre induced by an ACAS resolution advisory,

the controller shall not attempt to modify the aircraft flight path [...] but shall
provide traffic information as appropriate"

 The controller must not consider the TCAS equipment on-board aircraft to
establish and maintain separation

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 41
 Limitations (1/2)

 No detection of aircraft:
 without transponders
 with non operating transponders (VFRs, aircraft in formation flight)
 with older Mode A-only transponders

 No knowledge of the pilot’s intentions and of the legal ATC separation

minima

 Display of surrounding traffic:

 basic: no identification, no past position, no speed vector, no intention
 low accuracy: bearing and displayed range
 partial: not detected aircraft, filtered traffic in high density area

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 42
 Limitations (2/2)

 Priority of other alarms:

 GPWS/GCAS, wind shear, etc.

 Automatic failure in case of loss of some equipment:

 barometric altimeter, radio altimeter, transponder, etc.

 Disturbing alerts:
 1,000 ft level-off*
 visual clearance*
 TA without altitude information
 military aircraft with high performances
 aerodrome traffic circuit

* but in some cases RAs, in these situations, have been necessary

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 43
 Advantages

 Independent system, that acts as a last resort

 Highly accurate distance measurement and altitude data (altitude

processing per 25 ft increments)

 One-second update rate

 TCAS-TCAS coordination

 All threats taken into account

 Detection of all transponding aircraft, including those which are not

displayed on the controller’s screen

 TCAS II has already limited the risk of collision in some situations

RITA 2 ACAS Academic Training for Controllers and Pilots 21/11/2002 - v1.0
Slide 45