WILJAM FLIGHT TRAINING

Chapter 7.4
Traffic Collision Avoidance System
Introduction
With the ever-increasing traffic flow, the risk of an airborne collision has dramatically increased
and, in order to preserve the safety element, modern aeroplanes are fitted with equipment that
provides collision avoidance assistance. The current equipment used to achieve this function is
known as TCAS, which is an abbreviation for a Traffic Alert and Collision Avoidance
System, and provides traffic information within approximately 30 miles of the aeroplane. The
purpose and function of the TCAS, is to alert the flight crew to the presence of other aeroplanes
in their vicinity, and where possible provide an escape manoeuvre, should a collision risk arise.
This is achieved by equipment on board the aeroplane only, and without any reference to the
ground installations used by air traffic control. It is thus designed to complement, and not
replace conventional air traffic management methods.
The TCAS has the following levels of capability:TCAS I. This system provides a Traffic Advisory (TA) only, ie. information that would
advise the flight crew of a potential traffic hazard as an aid to visually acquiring the
target and avoiding it. The TA display shows the range and bearing of the aeroplane
posing a potential threat. This capability serves only as a warning, and simply provides
an aid to visual acquisition and avoidance, but does not recommend an escape
manoeuvre.
TCAS II. This system has the same capability as TCAS I, but is additionally capable of
providing an escape manoeuvre recommendation, called a Resolution Advisory (RA), in
the vertical plane only. Bearing information is also displayed, but only as an aid to
visual acquisition. The recommended escape manoeuvre is based on Mode C reports
from any conflicting traffic.
TCAS III. This system has the same capability as TCAS II, but is also able to provide
RA's and manoeuvre guidance in the horizontal plane.
TCAS II is the most common system and provides the necessary vertical manoeuvre advice. In
accordance with the Joint Airworthiness Requirements, as of the year 2000, all commercial
aeroplanes over 15000 kg, and with a seating capacity of 30 or more passengers, when
operating in European airspace, will be required to carry TCAS II. This system provides:

The generation of Traffic Advisories (TA)

Threat detection

The generation of Resolution Advisories (RA)

Co-ordination

Surveillance

Communication with ground stations

The first four of these items is processed during each complete cycle of operation, and takes
approximately 1.2 seconds to complete.

7-4-1

WILJAM FLIGHT TRAINING

Aeroplane Installation
The equipment required to support a TCAS II is shown below.

The above equipment includes:

A TCAS Computer (transmit/receive unit)

Two TCAS antennas; an upper directional antenna, and a lower antenna, which
may be directional or omni directional.

A combined ATC Transponder/TCAS control panel

A flight-deck display.

A Mode S transponder(s) with top and bottom omni-directional antennas.

TCAS II receives inputs from: The altimeter and /or the Air Data Computer (ADC) with regard to pressure altitude
The Radio Altimeter in order to establish heights for the various operating
restrictions described later
The gear and flap circuits which provide aircraft configuration status
The FMC which provides operational performance data such as operational ceiling
Note: TCAS II is not connected to the autopilot, nor the FMS (this includes INS/IRS), and
remains independent of them, therefore it will continue to function in the event of the failure of
either of these systems.
TCAS relies on other aeroplane transponders to indicate their presence, so aeroplanes not
equipped with this system will appear transparent. If targets respond with Mode A only, it will be
assumed that they are at the same flight level as the interrogator, and only a traffic advisory will
be generated. TCAS-protected airspace is defined horizontally by time-to-convergence, and by
ATC vertical separation minima (400 to 740 feet depending upon the altitude).

7-4-2

WILJAM FLIGHT TRAINING

Traffic Advisories (TA) will appear on targets detected 30-45 seconds away from convergence
within the protected vertical envelope, and Resolution Advisories (RA) will appear on targets
20-30 seconds from convergence.

Operation of TCAS II
With reference to the diagram below the TCAS 11 system operates as follows:-

Aeroplane A is TCAS equipped, and uses a Mode S transponder to transmit its

unique aeroplane identifier once per second in the form of an omni-directional
broadcast known as Squitter.

Other TCAS equipped aeroplanes in the area will monitor the 1090 MHz
transmissions, and when a valid Squitter signal is detected, the identity of the
transmitting aeroplane will be added to a List or Roll Call for subsequent
interrogation.

7-4-3

WILJAM FLIGHT TRAINING

Aeroplane A will also compile a Roll Call of its own, which will be derived from
Squitter from other TCAS equipped aeroplanes.

The TCAS II transmitters of aeroplanes A and B will additionally transmit

interrogating signals to detect other aeroplanes in the area that are equipped only
with standard transponders. In this mode the TCAS transmitter will radiate a
general interrogation signal to all standard transponders. To separate replies when
a number of aeroplanes are in the vicinity, the transmitter has the following
features:

The antenna design permits individual bearing transmissions to each of

the four quadrants in sequence.
The transmissions consist of a series of pulses, starting at low power,
and progressively increasing to a higher power. This is known as
Whisper/Shout, and causes close-by aeroplanes to respond before
more distant ones. TCAS is therefore able to track individual replies,
and also limit unnecessary overall energy radiation.

Aeroplane C will reply to such interrogations, but the Mode S equipment on

aeroplane B will only respond to Mode S interrogations.

Having compiled the roll-call aeroplane A will interrogate each aeroplane on the list.
The TCAS antennas then receive the replies, and this enables the relative bearings
of intruders to be determined. Should the intruder be able to respond with altitude,
this information will also be used by the TCAS. The range of intruders is
determined from the time interval between the interrogation signal and the reply.

The altitude, altitude rate, range, and range rate are also determined by tracking the
replies from each interrogation. By computer analysis of the replies, the TCAS will
determine which aeroplane represents a potential collision threat, and will then
provide the appropriate advisory to the flight crew if any aeroplane is predicted to
pass within 1200 feet. Where multiple threats exist, each threat is processed
individually to produce the optimum avoidance solution.

Where a Mode S signal is received and processed, if a collision risk is established,

the computer will establish an air-to-air Mode S data link with the TCAS II computer
on the other aeroplane. The computers will then agree and co-ordinate
Resolution Advisories as necessary.

TCAS Aural Warnings

If the computer determines the likelihood of a conflict, an aural announcement TRAFFIC,
TRAFFIC will be generated. Should evasive action later be required, a Resolution Advisory
(RA) will follow a Traffic Advisory (TA), and will provide a verbal statement of the action needed,
eg. CLIMB, CLIMB. The RAs may be:Corrective.
This will instruct the flight crew to, CLIMB or DESCEND or
DONT CLIMB/DESCEND.
Preventative. This will advise the flight crew to avoid certain manoeuvres in order to
maintain the separation between other aeroplanes. A selection of possible aural
resolution advisories is given in the following table.

7-4-4

WILJAM FLIGHT TRAINING

Aural Resolution Advisories

No.

Advisory

Climb, Climb, Climb

Descend, Descend, Descend

Reduce Descent, Reduce Descent

Reduce Climb, Reduce Climb

Monitor Vertical Speed, Monitor Vertical Speed

Clear of Conflict

Climb, Crossing Climb, Climb, Crossing Climb

Descend, Crossing Descend, Descend, Crossing Descend

Increase Climb, Increase Climb

10

Increase Descent, Increase Descent

11

Climb-Climb Now, Climb-Climb Now

12

Descend-Descend Now, Descend-Descend Now

.
When TCAS determines that a threat has passed, a statement CLEAR OF CONFLICT will be
generated.
Information Display
The action required to comply with the Resolution Advisory is typically displayed on a
specialised Resolution Advisory/Vertical Speed Indicator (RA /VSI) instrument using a colour
liquid crystal screen, which shows the rate of climb, and intruder information as shown on the
next page. On other aeroplanes the intruder information will be displayed on the EFIS
Navigation Display screen.
In either case, the symbology used will be the same:Hollow White or blue diamond.

Other traffic not offering a threat

Solid White of blue diamond.

Traffic within 6NM and 1200 feet vertically.

Solid Yellow Circle.

Traffic advisory.

Solid Red Square,

Resolution advisory.

Each symbol will also have a data tag attached to it, which will appear in the same colour as the
associated symbols.

7-4-5

WILJAM FLIGHT TRAINING

This data will provide the altitude of the target in reference to your own aeroplanes altitude,
eg.+ 06 will indicate 600 feet above. An arrow will also indicate whether the target is climbing
or descending. There is also often provision to momentarily display absolute pressure altitude in
hundreds of feet of pressure altitude.
Where the target is a mode A transponder with no height transmissions no data tag will appear
and no RA will be given. If the target does not have a functioning transponder the TCAS
system will be unable to detect its presence.
The nominal maximum tracking range of TCAS is 14NM. However, in areas of high-density
traffic, the system range can be reduced to 5NM.
A RA will be generated between 15 to 35 seconds before the point of closest approach of the
intruder, and a TA will be generated 5 to 20 seconds in advance of the RAs.
The TCAS equipment will be capable of handling a maximum surveillance capacity of
30 aeroplanes, but is nominally capable of surveillance of approximately 27 high closing speed
targets, within 14NM of the aeroplane.
Resolution Advisory / Vertical Speed Indicator (RA / VSI)
The required action to comply with the resolution advisory will usually be commanded by means
of a specialized vertical speed indicator, as showing on the next page. The TCAS VSI uses a
colour liquid crystal display to show conventional rates of climb, plus intruder information, which
is displayed as symbols in the centre. The two lower buttons will change the displayed range
between 4, 8, and 16 nautical miles. The aeroplane symbol will also appear 2/3 from the top. A
range ring is always present at 2 miles, and a second ring appears at 6 miles when the 16-mile
scale is selected.

7-4-6

WILJAM FLIGHT TRAINING

A Resolution Advisory is commanded by part of the VSI scale appearing in red, and the target
climb or descent rate as a green sector to show the preferred rate.
A panel dimmer also controls the display brightness, and an automatic sensor adjusts the
display for differing flight deck conditions.

TCAS Control Panel

A Mode S Control panel as shown below controls the TCAS.

F/L
ATC1

8888
A
N

XPDR
STBY
TST

T
C

FAIL

XPDR

A
S

TA
RA/TA

TCAS

DIAGRAM 26.6 TCAS CONTROL

The control panel switch labelled A/N/B permits the selection of various altitude bands in which
intruders are displayed, which are as follows:A

7000 feet above to 2700 feet below

2700 feet above to 2700 feet below

2700 feet above to 7000 feet below

Note: This switch also has no effect on the generation of advisories.

Operating Restrictions
TCAS may be inhibited either totally or partially, to avoid conflicts with other handling
requirements, as follows:-

7-4-7

WILJAM FLIGHT TRAINING

When either the ground proximity warning or windshear system is active to ensure
that these alerts take priority.

Below certain altitudes:

TCAS aurals are suppressed below 400 feet AGL

All RA's are inhibited below 500 feet AGL

Descend RA's are inhibited below 1000 feet AGL and sometimes 700 feet.

Increase Descent RA's are suppressed below 1800 feet AGL.

Climb or Increase Climb RA's may be inhibited above a defined barometric altitude.

Climb and/or Increase Climb RA's are inhibited in those circumstances where the
manoeuvre cannot be safely executed due to performance limitations.

The flight crew also has the capability through the control panel to select TA's only
in order to eliminate unnecessary RA's during some operations, eg. during parallel
approaches.

7-4-8