T3CAS Flight Operations Familiarization Training

T3CAS Flight Operations
Familiarization Training
Sam Cooper
ACSS Customer Services Engineer
L-3 Technologies Proprietary 1

T3CAS Flight Operations Familiarization
Training Agenda
 T3CAS Installation Architecture on Airbus SA and LR

 TAWS Particulars
 A Performance Based TAWS
 Terrain and Obstacle display
 Eleview Display Mode
 Low RNP Capability
 ROPS - Runway Overrun Protection System

 T3CAS Chg 7.1

T3CAS Installation Architecture on Airbus
SA and LR Aircraft

T3CAS – Why T3CAS?
TCAS 2000
or TCAS
3000SP
Federated TCAS 3000SP
TAWS+
Mode S Tpdr Mode S Tpdr
Shipset
GOOD !
T2CAS
Shipset
T2CAS Mode S Tpdr

Mode S Tpdr
BETTER !!
T3CAS
Integrated
Surveillance
Platform
Mode S Tpdr T3CAS
BEST !!!
Less Weight ● Less Space ● Less Power ● Lower
Acquisition & Maintenance Cost ● More Functionalities
T3CAS particulars & Part Numbers
T3CAS : 9005000-10204(Std1.3)
Or, 9005000-11203 (Std2)
Modular Platform
Same P/N could be used in:
T3CAS configuration (TCAS + TAWS + Transponder)
T2CAS configuration (TCAS TAWS)
TCAS stand alone configuration (TCAS only)
Flexible platform
Designed for supporting:
T3CAS evolution of ADS-B “IN” and “OUT" applications
Any other surveillance related changes

T3CAS Operators
SaudiGulf

T3CAS Functions
 Hosts TCAS, TAWS, Transponder and ATSAW (ADS-B

In) capability all in one box
TCAS function is Change 7.1 compliant

TAWS function has Low RNP, Obstacle Alerting and Eleview
capability
Eleview: additional terrain display enhanced situational
awareness, independent of aircraft altitude.
Transponder function is DO-260B (STD2) and ELS/EHS
compliant
LRU can host ATSAW (Airbus acronym for ADS-B In)
functionality such as In Trail Procedures (ITP). Activated as a
chargeable option.
LRU can support Airbus ROPS function. Activated as a
chargeable option
T3CAS Functions Enhancements with Std 1.3
 T3CAS Std 1.3 (P/N 9005000-10204)
Mode S Transponder
Update source selection logic
–A SW change is being implemented to ensure IRS #2 is the only IRS
used by the embedded T3CAS Transponder.
TAWS
Correction of 149 hour operational limitation (frozen GPS data)
Update to use Inertial Vertical Speed instead of GPS Vertical Speed. This was
requested by Airbus.
Implement GPS Jump Detection logic
Correct message on ND during Obstacle alert
Increase Obstacle Database memory allocation from 20 to 41 MB
Radio Altitude robustness improvement which includes overfly logic
Enhancement to flight phase transition logic
TCAS
Correction of ATCRBS garbled altitude
SW support for bottom omni-directional antenna
Data recording correction (TCAS Event Data)
SW correction to reduce “Invalid Power Packet” faults
The invalid power packet indicates that there is an SEU type event where the
Power PKT fail beats the CRC and causes a latch condition instead of a CRC
reset occurrence.

T3CAS Functions Enhancements with Std2
 T3CAS Std 2 (P/N 9005000-11203)

Provides Transponder function upgrade to DO-260B
Includes Data transmitted changes to support envisioned future
usage of these transmitted data
Parameters added or updated to provide required integrity and quality
information
DO-260B to become mandatory step by step all around the world
Provides ROPS (Runway Overrun Protection System) function

capability (as an option)
 Stand alone transponder must be at DO-260B standard

when T3CAS Std 2 is installed. (NXT800/PN 9008000-10100)

T3CAS Architecture (A320 family) with ATDL
Top
Top
AT-910
Directional Omni Directional
Antenna Antenna
Traffic Selectors
EFIS (ATSAW option)
PFD & ND
ATC / TCAS
Control Panel
TX /XT Busses
EFIS
Control Panel
Aural Out
T CAS
3 XS-950
Transponder #1
< F MS 1
MC D U MENU
MC D U ME
FNMU
S 2 >
TCAS/TAWS/
< F MS 1 F MS 2 > Transponder #2 Bottom
< A C MS
< C MS < A C MS AT-910

<SA T < C MS ASAS M
TER A UF > Directional
Antenna Bottom
< A TS U< S A T R EATSUARSN> M
TER A UF >
<A TSU R E T U R N> Omni Directional

Antenna
MCDUs

T3CAS Architecture (A320 family) with NXT800
Top
Top
AT-910
Antenna Antenna
EFIS
PFD & ND Traffic Selectors
(ATSAW option)
ATC / TCAS
Control Panel
TX /XT Busses
EGPWS
Control Panel Aural Out
NXT 800
T CAS
3
Transponder #1
TCAS/TAWS/
MC D U MENU
< F MS 1 F MS 2 >
P/N 9008000-10100
MC D U MENU
Transponder #2 Bottom
P/N 9000500-11203
< A C M<SF M S 1 F MS 2 >
< C MS
AT-910
<SA T
< A C MS
ASAS M
TER A UF >
Directional
< A T S<UC M S R E T U R N>
Antenna Bottom
<SA T ASAS M
TER A UF >
Omni Directional
<A TSU R E T U R N>
Antenna
MCDUs

T3CAS Architecture (A330 family) ATDL
Top
Top
AT-910
Antenna Antenna
Traffic Selectors XS-950

EFIS (ATSAW option) Transponder #1
PFD & ND
ATC / TCAS
Control Panel
Transponder
TX /XT Busses #1 or #2
EFIS
Control Panel
Aural Out
T CAS
3
< F MS 1
MC D U MENU
MC D U ME
FNMU
S 2 >
TCAS/TAWS
< F MS 1 F MS 2 >
Bottom
< A C MS

<SA T < C MS ASAS M
TER A UF > Directional
Antenna Bottom
TER A UF >
<A TSU R E T U R N> Omni Directional

Antenna
XS-950
Transponder #2
MCDUs

T3CAS Architecture (A330 family) NXT800
Top
Top
AT-910
Antenna Antenna
Traffic Selectors NXT 800

EFIS Transponder #1
(ATSAW option)
PFD & ND P/N 9008000-10100
ATC / TCAS
Control Panel
Transponder
TX /XT Busses #1 or #2
EFIS
Control Panel
Aural Out
T CAS
3
< F MS 1
MC D U MENU
MC D U ME
FNMU
S 2 >
TCAS/TAWS
< F MS 1 F MS 2 >
Bottom
< A C MS

<SA T < C MS ASAS M
TER A UF > Directional NXT 800 Bottom
TER A UF > Antenna Transponder #2
P/N 9008000-10100 Omni Directional
<A TSU R E T U R N>
Antenna
MCDUs

THE T3CAS ANTENNA
 Lowest frontal profile on the market
(20.47mm)
· Minimal drag to the aircraft
· Minimizes concern about ice forming
 Patented amplitude monopulse technology

· Superior bearing accuracy of 2° RMS
· (TSO spec requires 9°)
· Insensitive to coaxial length
 High MTBF (30000+ FH)

Integration without MEL impact
 In case of TCAS failure:
· Use TCAS CB on CB rear panel in A320 cockpit
se TCAS CB on CB rear panel in A320 cockpit

 In case of TAWS (EGPWS) failure:

· Use GPWS control panel on overhead to switch off the
TAWS

 In case of internal XPDR failure:

· Use TCAS control panel on pedestal to switch to XPDR 2

Terrain/Airport and Obstacle Data Base Updates
 Terrain/Airport and Obstacle databases can be downloaded

from ACSS website.
 Terrain/Airport and Obstacle databases are uploaded
separately.
 Terrain/Airport database provides runway data needed by the
Flight Augmentation Computer (FAC) to perform ROPS
function (if activated with T3CAS Std2 only).
 1 TAWS DB every AIRAC Cycle (i.E every 28 days,13 per
year)
 1 Obstacle database every three months
 ACSS Technical Newsletters provide the instructions to
upload the new Terrain/Airport or Obstacle databases.
Verification procedures are clearly defined and must be
followed to confirm correct P/N loading.

T3CAS TAWS Particulars

T3CAS Performance Based TAWS
 TAWS = Terrain Awareness and Warning System

 Designed to protect against Controlled Flight Into Terrain
(CFIT) – An accident when a perfectly good pilot flies a
perfectly good airplane into the ground.
 Provides reactive (look down) protection as any standard
Ground Proximity Warning System (GPWS) – Generic
term for first-generation system for protecting against
CFIT accidents.
 Contains predictive (look-ahead) protection based on
current aircraft climb performances
 Safety backup system not a performance enhancing
aide.

TAWS Mandate
 The GPWS has been required by operational regulations

in nearly all countries. Although this system helped to
reduce the number of “Controlled Flights Into Terrain”
(CFIT) accidents, it still has some limitations. The FAA
and JAA determined that even more accidents could be
avoided if TAWS was installed.
 Therefore the FAA and JAA mandated the TAWS.
 JAA: TAWS mandatory from 1 January 2005.
 FAA: TAWS mandatory from 29 March 2005.

CFIT – Control Flight Into Terrain
Controlled Flight Into Terrain
 CFIT is an accident where a completely airworthy aircraft is flown into

terrain or water. CFIT remains the number one cause of aircraft accidents.
 CFIT only occurs during poor visual conditions -- pilots do not fly an
airworthy aircraft into terrain that they can see. Other factors besides
visibility usually contribute to CFIT, such as cockpit distractions,
malfunctioning equipment, ATC error or miscommunication.
 Terrain Avoidance Warning System (TAWS) is a generic term used by the
aviation industry to describe a system that provides warnings against
Controlled Flight Into Terrain (CFIT).
 The purpose of the TAWS is to detect inadvertent flight toward terrain and
alert the flight crew so that they may take appropriate action.

Limitations of Basic Reactive GPWS
The Basic GPWS “sees” terrain by using

the downward-looking radio altimeter. It
cannot see ahead too abruptly rising
terrain. Very steep, or sheer terrain will
Rad alt based GPWS cannot
give little or no warning.
see abruptly rising terrain
If the GPWS thinks that the aircraft is
landing -- if there is no excessive descent
rate, no rapidly rising terrain, no glideslope
signal and the gear and flaps are in the
Airplane on final approach landing position, no warnings other than
mode 6 callouts will be given. But this does
except no runway
not mean that there is a runway to land on.
“1000”
Altitude callouts are triggered from the

radio altimeter and may or may not reflect
true altitude above the runway.

Reactive Alert Modes
 The TAWS function also has all the reactive alert modes
referenced in DO-161a and required by TSO 151b
(GPWS Modes 1-5), excessive bank angle, altitude
callouts, Decision Height (DH) and Minimum Decision
Altitude (MDA) callouts.

Flight Modes of Operations
 Mode 1: Excessive Decent Rate

 Mode 2: Excessive Terrain Closure Rate
 Mode 3: Altitude Loss After Takeoff or Go-Around
 Mode 4: Unsafe Terrain Clearance
 Mode 5: Decent Below Glideslope
 Altitude Call-out ( customer selectable )
 Excessive Bank Angle
Ref Document: RTCA DO-161A

Mode 1 – Excessive Descent Rate
 Monitors radio altitude
and vertical speed.
 Generates Sink Rate
Caution when the radio
altitude and vertical
speed are within the Sink
Rate Envelope for at
least 1 second.
 Mode 1 will be activated
independent of CPA
functionality and is
defaulted to always on

Mode 1 Alerts

Mode 2 – Excessive Terrain Closure Rate
 Monitors radio altitude and landing gear

and flaps.
 Generates Terrain Caution when the radio
altitude and terrain closure rate are within
the amber envelope for one second (flaps
not in landing configuration and flaps
override not set) or the red envelope for
one second (flaps in landing configuration
or flaps override set).
 Terrain Caution changes to a Pull Up
Warning if the gear is up and the radio
altitude and terrain closure rate are within
the amber envelope for three seconds
(flaps not in landing configuration and
flaps override not set) or the red envelope
for three seconds (flaps in landing
configuration or flaps override set).

Mode 2 – Excessive Terrain Closure Rate
 Mode 2 is conditionally
armed in the event of a
position or TAWS
database error that may
effect CPA performance.
 Alert will only be given
when the terrain closure
rate is within the mode 2
envelope.

Mode 2 Alerts

Mode 3 – Loss of Altitude After Takeoff
 Monitors radio altitude and GPS
altitude.
 Generates a Don’t Sink Caution
when the radio altitude and the
altitude loss is within the Don’t
Sink Envelope.
 Don’t 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.
 Don’t Sink Caution is generated
again if the vertical speed
becomes negative for more than
one second.

Mode 3 Alerts

Mode 4 – Unsafe Terrain Clearance…
 Monitors radio altitude, landing
gear and flaps, and airspeed.
 Generates a Too Low Terrain
Caution, Too Low Gear
Caution, or Too Low Flaps
Caution when radio altitude and
airspeed are within the
associated envelope described
in the figure.
 The Too Low Gear and/or Too
Low Flaps can be inhibited by
engaging the associated
override switch.

Mode 4 – Unsafe Terrain Clearance…
 Mode 4 will be inhibited if

all the following are true:
· The Flaps are in the
landing configuration
· The Gear is in the landing
configuration
· Radio Altitude is less than
500 ft
 Mode 4 stops being
inhibited once Radio
Altitude is above 500 ft.

Mode 4A, 4B Alerts

Mode 4C Alerts

Mode 5 – Excessive Descent Below G/S
 Monitors radio altitude, glideslope
deviation, localizer deviation, ILS
back course selected, selected
runway heading, track angle,
landing gear configuration, and
glideslope inhibit/cancel.
 Generates a Glideslope Caution
when radio altitude and glideslope
deviation are within the envelope
described in the figure.
 Can be inhibited by selecting the
G/S INHIBIT switch.
 Mode 5A: 6 dB reduce volume
 Mode 5B: Normal volume

Mode 5 Alerts

Excessive Bank Angle Mode
 Monitors radio altitude
and bank angle and
generates an aural
annunciator when
there is excessive
bank angle.

Bank Angle Alerts

TAWS Operations
 Transparent to Pilot
 Like GPWS, TAWS defaults to ON at power-up.
 GPWS continues to operate in the background (if
installed) as a degraded mode of TAWS (if the TAWS
host fails or degrades).
 Safety backup system, not performance enhancing aide.

TAWS Systems Theory - Important
 Process inputs from aircraft system

 Correlates current aircraft position to terrain, obstacle
and airport databases
 Projects the terrain hazards and obstacles along the
projected flight path ahead of the aircraft
 Generates an image of potential terrain hazards for
display in cockpit
 Determines climb prediction envelope for terrain
avoidance using data from the APM
 Generates applicable alerts and warnings, both aurally
and visually, to the flight crew on select displays

TAWS System Overview
 The TAWS function is a terrain avoidance system that

gives the flight crew advance warning of hazardous
terrain situations.
 The TAWS function also incorporates all of the traditional
Ground Proximity Warning System (GPWS) modes, as
well as excessive bank angle, altitude callouts, and
Decision Height / Minimum Decent Altitude ( DH/MDA )
callouts.
· Reactive modes → Basic GPWS modes (look down)
· Predictive CPA Modes → ACSS TAWS (look ahead)

Ground Collision Avoidance Module
 The GCAM correlates precise aircraft GPS

position to an internal terrain database and
determines if the projected flight path will keep
the aircraft a safe distance away from the
terrain.
 If the GCAM determines that there is a
controlled flight into terrain (CFIT) potential, it
generates caution alerts and/or warnings
(predictive alerting).

Collision Prediction and Alerting
 The GCAM predictive functions are provided by an

advanced Collision Prediction and Alerting (CPA)
function and Obstacle Collision Prediction and Alerting
(OCPA) function.
 The CPA function predicts terrain hazard situations and
generates aural, visual, and graphical display alerts.
 The terrain hazard predictions are based on two primary
sources of information:
· Terrain Environment Determination – CPA correlates aircraft GPS
position to an internal terrain and airport database.
· Aircraft Flight Path Prediction – CPA uses current flight path parameters
to project the aircraft flight path up to two minutes ahead of the current
aircraft position.

Obstacle Collision Prediction and Alerting
 The OCPA function predicts potential obstacle

conflicts similarly to its detection of terrain
conflicts. The OCPA function compares the flight
path prediction with:
· Obstacle Environment Determination – CPA
correlates aircraft GPS position to an internal
obstacles database. This database consists of
human-made objects, greater than 100 ft above
ground level (i.e. radio towers, buildings, and smoke
stacks).

3 Types Alerts Generated by CPA
 Caution Terrain Alert – (20 sec) clearance sensor detects

a potential terrain hazard.
 Pull Up Warning –(8 sec) CPA detects imminent CFIT
situation due to the intersection of the warning clearance
sensor with a potential terrain hazard. Vertical escape
maneuver required.
 Avoid terrain Warning – CPA determines the current
flight path will lead the aircraft into high terrain that
cannot be cleared ( with sufficient margin ) with a vertical
escape maneuver. Aircraft has to escape with a turn,
and/or combined with a vertical maneuver.

CPA - Collision Prediction and Alerting
 The CPA function is active in all flight phases as

long as:
· The position of the aircraft can be computed
accurately.
· The aircraft performance data is available.
· No cell or cells of extracted terrain are missing or
invalid.
· All the required input parameters are valid.
· Terrain ‘Override’ is not selected by pilot.

Caution and Warning Alert Envelopes
 The CPA uses a caution alert envelope and a warning
alert envelope that extend in front of the aircraft like
virtual “bumpers”.

Caution and Warning Sensors – Level Flight
CURRENT CLIMB
CAPABILITY 2s
11 2s
1 1
R
CURRENT FPA
R N SO
NSO SE
N
SE T IO
G
NIN C AU
R
8s WA
20 s
TERRAIN
CONSTANT 0.5g ACCELERATION
VERTICAL MANEUVER
Margin
Note: Caution Sensor / Envelope is always ahead of Warning Sensor / Envelope

Caution and Warning Sensors – Descent
CURRENT CLIMB
CAPABILITY 2s
11
CURRENT FPA
12s
1
R
NSO
S E
8 NING R
s R
WA N SO
N SE
IO
20
U T
CA
s
CONSTANT 0.5g ACCELERATION

VERTICAL MANEUVER
Margin

 Short-term Portion of Clearance Sensor is a projection

along the Current Flight Path Angle
 Long-term Portion of Clearance Sensor is an Estimate

of the Current Climb Capability of the Aircraft.
 Based on Aircraft Type, Engine Out, Gross Weight,

Temperature and Altitude scenarios.

Conventional TAWS – Not performance based
TERRAIN
CELL
HEIGHT
Essentially Same Alert Time Regardless of Own

Aircraft Altitude
Earlier Alert for Aircraft that have Further to Climb
MTCD
TERRAIN
CELL
HEIGHT

Earlier Alerts for Lower Performance Aircraft

· Heavy, Hot, or High
· Engine Out
· Particular Airframe
MTCD
TERRAIN
CELL
HEIGHT
‘Terrain does not represent colors of the display’

T3CAS TAWS Pull Up Warning:
Escape Maneuver
 Upon a PULL UP warning the crew must initiate an
immediate standard vertical recovery maneuver to
avoid collision with the terrain.
 Once a Safe Escape Trajectory is Established, the
Alert Will Cease
 The Persistence of an Alert is an Indication to
the Pilot That Additional Maneuvering is
Required
 The Absence of Red and Yellow Terrain on the
Display Indicates That a Level-off Can Safely Be
Performed
T3CAS Unique Avoid Terrain Alerting

T3CAS Unique Avoid Terrain Alerting Display
When an Avoid Terrain Warning occurs, the terrain that caused the Avoid
Terrain Warning is displayed in red with black crosshatch.

T3CAS Unique Avoid Terrain Alerting -
Aural Warning Alert
 2 things happen simultaneously:
 lighting of the red warning annunciator
 generation of the aural Avoid Terrain warning
message.
 Triggered whenever the current flight path will lead the
aircraft into high terrain that cannot be cleared with a
vertical escape maneuver.
 When this warning is given, the short term clearance
sensor has deeply penetrated the terrain ahead.
 The crew MUST immediately initiate an appropriate
turning escape maneuver in order to avoid a CFIT
accident.
Timing and Location
Are Dependent on Aircraft Performance

Avoid Terrain Scenario 1
Steep Terrain
– With Respect to Climb Capability of the Aircraft
– The Tip of the Clearance Sensor Detects Terrain
MTCD
TERRAIN
CELL
HEIGHT
‘Terrain does not represent colors of the display’

Avoid Terrain Scenario 2
Dynamic Turn
– As the Sensor Opens up Into a
Turn It Finds That the Aircraft
Cannot Climb Over the Terrain
That the Aircraft is Turning Toward

T3CAS Obstacle Display
 Obstacles are displayed
with a similar color
scheme to the terrain
 The slice coloration is

based on the aircraft
reference altitude
 Obstacles are displayed

with a higher dot density
because they are
inherently smaller than
terrain

T3CAS Obstacle Caution Display
Caution Obstacle Alert – Clearance sensor detects a potential obstacle
hazard
Obstacle Ahead indication
Obstacles causing the alert

T3CAS Obstacle Warning Display
OBSTACLE, OBSTACLE, PULL UP, PULL UP Warning – OCPA detects
aircraft trajectory will not safely clear the obstacle
Obstacles causing the alert

T3CAS Avoid Obstacle Alert Display
Avoid Obstacle Warning – OCPA determines the aircraft cannot clear the
obstacle with a vertical escape maneuver
Obstacle causing the alert

T3CAS Alerting Obstacle Parking –
time progression
As the aircraft crosses over the
obstacle, the “box” will be
“parked” on the display. That is,
the “box” will not move as until
the aircraft has passed
completely over it.
The figure at the right is a

simplified sketch of AC symbol
and obstacle on display
Magnified on AC symbol region,

showing alerting scenario only.
Obstacle size is 64 pixels
Time = 0 sec,
obstacle 1 NM away,
10 Nm range setting, (alert first
occurs)
150 knot Ground Speed.

T3CAS Eleview Function
The optional 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.

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
Eleview Numbers
(e.g. 115 is 11500
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
terrain’s 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.

500
12
000
10
t
ee
0f 90 %
00
+2 t
ee
0f
00
+1
500
7
65 %
t
f ee
0
- 60 f ee
t
0 00 50 %
1
000
- 5
t
f ee
0 00
- 2
500
2
THD Thresholds Eleview Thresholds

000
0

THD/Eleview slicing in
LFKC (Calvi)

T3CAS Eleview
Mountains (~9000ft)
Lake Calvi airport

T3CAS Eleview Slice Configuration
Eleview slice
50 65 90
% % %
Approach case
Descent from 11000ft down to 1000ft over 4
minutes
Takeoff case
Ascent from 100ft to 11000ft over 4 minutes

TAWS Low RNP AR
compatibility

T3CAS Low RNP Approaches
Lhasa, China
Queenstown, New Zealand
Airlines that require LOW RNP Approaches contract companies such as

ProSky and Jeppesen to create custom approaches into “terrain
challenging” airports.
The T3CAS Std1 and Std 2 TAWS is certified to take advantage of low RNP
0.1 GPS accuracy to allow lower approaches that are much closer to
“terrain following” then typical approaches.

T3CAS Low RNP Design Summary
If the aircraft is within 25Nm of a
low RNP airport then the MAA
sensor is used for forward looking
alerting
When the aircraft moves into a low

RNP region, the sensor will be
reduced linearly when progressing
from a distance of 35NM to 25NM.
This is independent of any cockpit
action.
When the aircraft moves out of a

low RNP region, the sensor will be
increased linearly when
progressing from a distance of
25NM to 35NM. This is independent
of any cockpit action.
Where required though analysis of

a given route, the terrain database
resolution improvement from 15
arc-seconds to either 6 or 3 arc Sensor reduction, when
seconds will be made to the terrain approaching a Low RNP airport
database

T3CAS Low RNP – Adaptation process
 Adaptation (by Thales) of a Low RNP AR (Authorization

Required) Procedure through terrain cell resolution
adjustments is performed to ensure there is no false
alerts when performing the designated Procedure.
 The Terrain cell resolution adjustment is necessary at

each Mountainous Airport to ensure the level of
protection is still relevant for designated Low RNP
Airports.

Non Low RNP Procedures at a Low RNP Airport
 T3CAS DB (Low RNP) Update Impacts on Non Low

RNP Procedures (Airports)
 There is no operational regression generated by the T3CAS

TAWS DB update (for Low RNP Procedures) on the Non Low
RNP Procedure at the same Airport

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T3CAS Flight Operations

L-3 Technologies Proprietary 1

 T3CAS Installation Architecture on Airbus SA and LR

 Low RNP Capability

 ROPS - Runway Overrun Protection System

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T2CAS Mode S Tpdr

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 Hosts TCAS, TAWS, Transponder and ATSAW (ADS-B

TCAS function is Change 7.1 compliant

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 T3CAS Std 2 (P/N 9005000-11203)

Provides ROPS (Runway Overrun Protection System) function

 Stand alone transponder must be at DO-260B standard

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< C MS < A C MS AT-910

<A TSU R E T U R N> Omni Directional

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Traffic Selectors XS-950

< C MS < A C MS AT-910

<A TSU R E T U R N> Omni Directional

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Traffic Selectors NXT 800

< C MS < A C MS AT-910

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 Patented amplitude monopulse technology

 High MTBF (30000+ FH)

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 In case of TAWS (EGPWS) failure:

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 In case of internal XPDR failure:

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 Terrain/Airport and Obstacle databases can be downloaded

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 TAWS = Terrain Awareness and Warning System

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 The GPWS has been required by operational regulations

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Controlled Flight Into Terrain

 CFIT is an accident where a completely airworthy aircraft is flown into

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The Basic GPWS “sees” terrain by using

Altitude callouts are triggered from the

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 Mode 1: Excessive Decent Rate

Ref Document: RTCA DO-161A

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 Monitors radio altitude and landing gear

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