TCASII Pilot Guide

Honeywell
Aerospace Electronic Systems

CES-- Phoenix
P.O. Box 21111
Phoenix, Arizona 85036-- 1111
U.S.A.
TO: HOLDERS OF THE TRAFFIC ALERT AND COLLISION

AVOIDANCE SYSTEM FOR THE PILOT’S MANUAL,
HONEYWELL PUB. NO. A28--1146--070
REVISION NO. 4 DATED SEPTEMBER 2000
HIGHLIGHTS
This manual has been extensively revised to reflect changes and added
information. The List of Effective Pages (LEP) identifies the current
revision to each page in this manual.
Because of the extensive changes and additions throughout the

manual, revision bars have been omitted and the entire manual has
been reprinted.
Please replace your copy of this manual with the attached complete
revision. The Record of Revisions page shows Honeywell has already
put Revision No. 4 dated Sep. 2000 in the manual.
Highlights
Page 1 of 1
September 2000
Honeywell
Aerospace Electronic Systems
CES-- Phoenix
P.O. Box 21111
Phoenix, Arizona 85036-- 1111
U.S.A.
TCAS II Traffic Alert and

Collision Avoidance System
Pilot’s Manual
Revised September 2000

Printed in U.S.A. Pub. No. A28--1146--070--04 April 1991
PROPRIETARY NOTICE
This document and the information disclosed herein are proprietary

data of Honeywell. Neither this document nor the information contained
herein shall be used, reproduced, or disclosed to others without the
written authorization of Honeywell, except to the extent required for
installation or maintenance of recipient’s 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 Honeywell. The

information disclosed herein falls within exemption (b) (4) of 5 USC 552
and the prohibitions of 18 USC 1905.
S2000
ASSOCIATE
MEMBER
Member of GAMA
General Aviation
Manufacturer’s Association
LASERTRAK and DATA NAV are U.S. trademarks of Honeywell
E2000 Honeywell
TCAS II Traffic Alert and Collision Avoidance System
Record of Revisions
Upon receipt of a revision, insert the latest revised pages and dispose
of superseded pages. Enter insertion date and initial this Record of
Revisions. The initial H shows Honeywell is the incorporator.
Revision Revision Insertion

Number Date Date By
1 Apr 1991
2 Apr. 1993
3 Oct. 1994
4 Sep. 2000 Sep. 2000 H
A28-- 1146-- 070 Record of Revisions

Rev 4 RR-- 1/(RR-- 2 blank)
List of Effective Pages

Original .. 0 .. Oct 1990
Revision .. 1 .. Apr 1991
Revision .. 2 .. Apr. 1993
Revision .. 3 .. Oct. 1994
Revision .. 4 .. Sep. 2000
Subheading and Page Revision Subheading and Page Revision
Title Page H 4 3--11 H 4

3--12 H 4
Record of Revisions 3--13 H 4
RR--1/RR--2 H 4 3--14 H 4
3--15 H 4
List of Effective Pages 3--16 H 4
LEP--1 H 4 3--17 H 4
LEP--2 H 4 3--18 H 4
3--19 H 4
Table of Contents 3--20 H 4
TC--1 H 4 3--21 H 4
TC--2 H 4 3--22 H 4
TC--3 H 4 3--23 H 4
TC--4 H 4 3--24 H 4
TC--5/TC--6 H 4 3--25 H 4
3--26 H 4
Introduction 3--27 H 4
1--1 H 4 3--28 H 4
1--2 H 4 3--29 H 4
3--30 H 4
System Description 3--31 H 4
2--1 H 4 3--32 H 4
2--2 H 4 3--33 H 4
2--3 H 4 3--34 H 4
2--4 H 4 3--35 H 4
3--36 H 4
Controllers and Displays 3--37/3--38 H 4
3--1 H 4
3--2 H 4 Operating Procedures
3--3 H 4 4--1 H 4
3--4 H 4 4--2 H 4
3--5 H 4 4--3 H 4
3--6 H 4 4--4 H 4
3--7 H 4 4--5 H 4
3--8 H 4 4--6 H 4
3--9 H 4 4--7 H 4
3--10 H 4
H indicates changed, added or deleted pages.
A28-- 1146-- 070 List of Effective Pages

Rev 4 LEP-- 1
Subheading and Page Revision Subheading and Page Revision

Operating Procedures (cont)
4--8 H 4
4--9 H 4
4--10 H 4
4--11/4--12 H 4
TCAS Addenda
5--1 H 4
5--2 H 4
5--3/5--4 H 4
TCAS Limits
6--1 H 4
6--2 H 4
6--3 H 4
6--4 H 4
6--5 H 4
6--6 H 4
Glossary
7--1 H 4
7--2 H 4
7--3/7--4 H 4
Acronyms and Abbreviations

8--1 H 4
8--2 H 4
Index
Index--1 H 4
Index--2 H 4
Index--3/Index--4 H 4
List of Effective Pages A28-- 1146-- 070

LEP-- 2 Rev 4
Table of Contents
Section Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 2-1
3. CONTROLLERS AND DISPLAYS . . . . . . . . . . . . . 3-1

Transponder/TCAS Control Panels . . . . . . . . . . . . . 3-1
Mode C/Mode S Transponder and
TCAS Control Panel . . . . . . . . . . . . . . . . . . . . . . 3-3
Dual Mode S Transponder and TCAS
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Gables Mode C, Mode S Transponder and
Gables Dual Mode S Transponder and
Gables Mode C/Mode S Transponder and
TCAS Control Panel With Enhanced
Display Controls . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Honeywell Primusr II Radio Management
Unit (RMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Phase II (Enhanced) TCAS Control . . . . . . . . . . 3-14
Traffic Advisory Displays . . . . . . . . . . . . . . . . . . . . . . 3-17
Flat--panel VSI/TRA Display . . . . . . . . . . . . . . . . 3-17
Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Electronic Flight Instrument System (EFIS)
Traffic Advisory Displays . . . . . . . . . . . . . . . . . . 3-23
Resolution Advisory Displays . . . . . . . . . . . . . . . . . . 3-25
Flat--panel VSI/TRA Display . . . . . . . . . . . . . . . . 3-25
Resolution Advisory Displays . . . . . . . . . . . . . . 3-30
Aural Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Traffic Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . 3-32
Preventive Resolution Advisory . . . . . . . . . . . . . . 3-32
Corrective Resolution Advisories . . . . . . . . . . . . 3-33
Increased Strength or Reversed Corrective
Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Clear of Conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Mode/Test Annunciations . . . . . . . . . . . . . . . . . . . . . . 3-35
Pilot Initiated TCAS Test . . . . . . . . . . . . . . . . . . . 3-35
Failure and Mode Annunciation . . . . . . . . . . . . . . 3-36
A28-- 1146-- 070 Table of Contents

Rev 4 TC-- 1
Table of Contents (cont)

Section Page
4. OPERATING PROCEDURES . . . . . . . . . . . . . . . . . 4-1

Basic Operating Procedures . . . . . . . . . . . . . . . . . . . 4-1
Ground Operation . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
TCAS Traffic Advisory . . . . . . . . . . . . . . . . . . . . . 4-1
TCAS Resolution Advisory . . . . . . . . . . . . . . . . . . 4-1
After Clearing Traffic . . . . . . . . . . . . . . . . . . . . . . . 4-2
Flightcrew Responses . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Traffic Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Resolution Advisories . . . . . . . . . . . . . . . . . . . . . . 4-4
Reversed or Strengthened Advisories . . . . . . . . 4-5
Clear of Conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Typical TCAS Operation . . . . . . . . . . . . . . . . . . . . . . 4-7
Head--on Traffic Conflict . . . . . . . . . . . . . . . . . . . . 4-8
Overtaking Traffic Conflict . . . . . . . . . . . . . . . . . . 4-10
5. TCAS ADDENDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

Altitude Crossing Maneuver . . . . . . . . . . . . . . . . . . . 5-1
Expected Altitude Deviations . . . . . . . . . . . . . . . . . . . 5-1
TCAS--TCAS Coordination . . . . . . . . . . . . . . . . . . . . 5-1
TCAS II Operating Constraints . . . . . . . . . . . . . . . . . 5-1
Traffic Advisory (TA) Only Selection . . . . . . . . . . . . . 5-3
Maneuvers Based Solely on Traffic Advisory
Display Information . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Display of Targets When Extended Altitude or
Range is Selected . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
6. TCAS LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Detailed Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Display Altitude Filtering . . . . . . . . . . . . . . . . . . . . 6-1
Display Traffic Numbering/Priority Filtering . . . . 6-2
ATCRBS Intruder on Ground Filtering Logic . . . 6-2
Antenna Patterning . . . . . . . . . . . . . . . . . . . . . . . . 6-3
On Ground Aircraft Indication . . . . . . . . . . . . . . . 6-3
Transponder Tracking/Secondary Surveillance 6-3
Interference Limiting . . . . . . . . . . . . . . . . . . . . . . . 6-4
Multipath . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
ATC Radar Coverage . . . . . . . . . . . . . . . . . . . . . . 6-6
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Table of Contents A28-- 1146-- 070

TC-- 2 Rev 4

Section Page
7. GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Air Traffic Control Radar Beacon
System (ATCRBS) . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Caution Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Collision Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Intruder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Mode A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Mode C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Mode S/With Diversity . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Other Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Proximate Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Traffic Alert and Collision Avoidance System
(TCAS) Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
TCAS II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Traffic Advisory (TA) . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Warning Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
8. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 8-1

Rev 4 TC-- 3
List of Illustrations
Figure Page
1--1 TCAS II Block Diagram . . . . . . . . . . . . . . . . . . . . . . . 1-1
2--1 TCAS Intruder Caution and Warning Areas . . . . . . 2-2
3--1 Mode C, Mode S Transponder and TCAS

Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3--2 Dual Mode S Transponder and TCAS
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3--3 Mode C, Mode S Transponder and TCAS
Control Panel Illustration . . . . . . . . . . . . . . . . . . . . . 3-3
3--4 Dual Mode S Transponder and TCAS
Control Panel Illustration . . . . . . . . . . . . . . . . . . . . . 3-5
3--5 Gables Mode C, Mode S Transponder and
TCAS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3--6 Gables Dual Mode S Transponder and TCAS
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3--7 Gables Mode C, Mode S Transponder, and
TCAS Control Panel With Enhanced Display
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3--8 Phase I (Basic) TCAS Controls . . . . . . . . . . . . . . . . 3-14
3--9 Phase II RMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3--10 RMU ATC Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3--11 VSI/TRA (Left) and VSI/TRA With Traffic
Advisories (Right) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3--12 Typical VSI/TRA Display . . . . . . . . . . . . . . . . . . . . . . 3-18
3--13 Off--Scale Traffic Advisories . . . . . . . . . . . . . . . . . . . 3-21
3--14 No Bearing Intruder . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3--15 Typical Navigation Display Traffic Advisory . . . . . . . 3-23
3--16 Typical EHSI Traffic Advisory . . . . . . . . . . . . . . . . . . 3-24
3--17 Typical MFD Traffic Advisory . . . . . . . . . . . . . . . . . . . 3-24
3--18 Climb Resolution Advisory . . . . . . . . . . . . . . . . . . . . . 3-26
3--19 Typical VSI/Resolution Advisory Display . . . . . . . . . 3-26
3--20 TCAS Corrective Resolution Advisories . . . . . . . . . 3-27
3--21 Preventive Resolution Advisories . . . . . . . . . . . . . . . 3-28
3--22 TCAS Preventive Resolution Advisories . . . . . . . . . 3-29
3--23 Typical Primary Flight Display Resolution
Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Table of Contents A28-- 1146-- 070

TC-- 4 Rev 4

List of Illustrations (cont)
Figure Page
3--24 Typical EADI Resolution Advisory Display . . . . . . . 3-31
3--25 VSI/TRA Mode/Test Annunciations . . . . . . . . . . . . . 3-37
4--1 Head--on Traffic Conflict

With a Descend Resolution Advisory . . . . . . . . . . 4-9
4--2 Overtaking Traffic Conflict With a Climb
Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
List of Tables
Table Page
1--1 Cockpit Mounted Equipment . . . . . . . . . . . . . . . . . . 1-2
1--2 Remote Mounted Equipment . . . . . . . . . . . . . . . . . 1-2
2--1 Example of TA and RA Time Calculations ...... 2-3
4--1 Traffic Advisory Message . . . . . . . . . . . . . . . . . . . . 4-3

4--2 Resolution Advisory Messages . . . . . . . . . . . . . . . . 4-4
4--3 Reversed or Strengthened Advisory Messages . . 4-6
4--4 Clear of Conflict Message . . . . . . . . . . . . . . . . . . . . 4-6
4--5 Head--on Traffic Conflict Messages . . . . . . . . . . . . 4-8
4--6 Overtaking Traffic Conflict Messages . . . . . . . . . . 4-10

Rev 4 TC-- 5/(TC-- 6 blank)
1. Introduction
This manual describes the traffic alert and collision avoidance system
(TCAS) basic system operation, normal operation, and system
limitations. The system described is a TCAS II that provides conflict
resolution advisories in the form of vertical guidance readouts. Since
TCAS is a unique system, the nomenclature associated with it may be
new to the reader. The glossary in the back of this manual defines TCAS
terminology required to understand the system and its operation.
The TCAS can be operated in several configurations to display traffic

and resolution advisories. Figure 1--1 shows a block diagram of the
general TCAS system.
TCAS II Block Diagram

Figure 1--1
A28-- 1146-- 070 Introduction

Rev 4 1-1
In addition to the TCAS specific equipment listed in Table 1--1, the

following type of displays can be used for traffic and resolution
advisories, and the RM--850 Radio Management Unit (RMU) can be
used as a TCAS mode controller:
D Electronic attitude director indicator (EADI)
D Electronic horizontal situation indicator (EHSI)
D Multifunction display (MFD)
D Navigation display (ND)
D Primary flight display (PFD)
D Engine instrument crew alerting system (EICAS)
These units are described in separate manuals.
The equipment described in this manual is listed in Tables 1--1 and 1--2.
Model Unit Part No.
CX--910 Dual Mode S/TCAS Controller 4052190--904/--906

CX--910 Mode C/Mode S/TCAS Controller 4052190--905/--907
DV--910 VSI/TRA 4067241--801/--802
Cockpit Mounted Equipment

Table 1--1
Module Unit Part No.
XS--910 Mode S Transponder 4061400--90X

RT--910 TCAS R/T Computer Unit 4066010--90X
TD--910 Pressure Transducer Module 4067487--901
AT--910 TCAS Antenna 7514060--901/--902
Remote Mounted Equipment

Table 1--2
NOTE: Revision 3 of this manual is based on TCAS minimum

operational performance standards (MOPS) 6.04A.
Introduction A28-- 1146-- 070

1-2 Rev 4
2. System Description
The TCAS is an independent airborne system. It is designed to act as

a backup to the air traffic control (ATC) system and the ’see and avoid’
principle. TCAS consists the following:
D Four aircraft--mounted antennas

D TCAS computer unit
D Mode S diversity transponder
D Cockpit displays and controls.
TCAS has a surveillance envelope defined by a horizontal radius of

approximately 40 nautical miles (NM) and an unlimited vertical range.
TCAS continually surveys the airspace around an aircraft, seeking
replies from other aircraft ATC transponders. The transponder replies
are tracked by the TCAS system. Flightpaths are predicted based on
their tracks. Flightpaths predicted to penetrate a collision area
surrounding the TCAS aircraft are annunciated by TCAS. TCAS
generates two types of annunciators:
D Traffic advisory (TA)

D Resolution advisory (RA).
The airspace around the TCAS aircraft, where a TA is annunciated, can

be thought of as a caution area, (see Figure 2--1). The physical
dimensions of the Caution and Warning areas are time--based. They
vary as a function of horizontal and vertical closure speeds (range rate
and altitude rate) and horizontal and vertical distances (range and
altitude) between the TCAS aircraft and the intruder aircraft. The
time--based dimensions are calculated by the TCAS computer using
the following functions:
D Range/Range rate
D Altitude/Altitude rate.
A28-- 1146-- 070 System Description

Rev 4 2-1
AD--42437--R1@
NOTE: For every aircraft within detection range, similar Caution and
Warning area patterns exist.
TCAS Intruder Caution and Warning Areas

Figure 2--1
System Description A28-- 1146-- 070

2-2 Rev 4
An example of TCAS time calculations in the horizontal direction is

described in Table 2--1. A similar time calculation in the vertical direction
must also be satisfied in order to generate a TA or RA annunciator.
NOTE: TCAS can detect and display Mode S equipped targets at up

to 40 NM range. Air traffic control radar beacon system
targets can be displayed at up to 20 NM.
CLOSURE RANGE
TCAS INTRUDER SPEED DIVIDED
AIRCRAFT AIRCRAFT (RANGE BY RANGE
AIRSPEED AIRSPEED RATE) RANGE RATE TCAS
(KTS) (KTS) (KTS) (NM) (SECONDS) ANNUNCIATION
300 200 500 5 36 TA

200 100 300 2 24 RA
Example of TA and RA Time Calculations

Table 2--1
TCAS monitors a time--based dimension of a caution area that extends

20--48 seconds from the time the intruder aircraft is predicted to enter
the TCAS aircraft’s collision area. Should an intruder enter the caution
area, traffic information in the form of a TA is issued by the system. The
traffic displayed includes the range, bearing and altitude (if available)
of the intruder relative to the TCAS aircraft. The flightcrew is to use this
information as an aid to visually locate the intruder in order to avoid a
conflict.
TCAS also monitors a time--based dimension of a warning area that

extends 20--35 seconds from the time that an intruder should enter the
TCAS aircraft’s collision area. If an intruder enters the warning area, an
escape strategy in the form of an RA is issued by the system. The RA
is a vertical maneuver recommended to the pilot by TCAS in order to
increase or maintain vertical separation relative to an intruding aircraft.
The RA is annunciated both visually and aurally. It consists of either a
corrective advisory, calling for a change in aircraft vertical speed, or a
preventive advisory, restricting vertical speed changes.
TCAS continuously calculates tracked aircraft projected positions. TAs

and RAs are, therefore, constantly updated and gives real time advisory
and position information.
A28-- 1146-- 070 System Description

Rev 4 2-3
Once the flightpath of the intruder no longer conflicts with the collision
area of the TCAS aircraft, TCAS announces CLEAR OF CONFLICT to
confirm the encounter has ended. The flightcrew returns to the original
clearance profile.
TCAS generates resolution advisories and traffic advisories against

intruder aircraft with ATC transponders replying in Mode C and
Mode S. These include altitude in their transmissions. TCAS uses the
altitude information for resolution advisory computations. TCAS can
only generate traffic advisories against intruder aircraft whose
transponders reply in Mode A (non--altitude reporting).
WARNING
TCAS CANNOT GIVE AN ALERT FOR TRAFFIC CONFLICTS WITH

AIRCRAFT WITHOUT OPERATING TRANSPONDERS.
TCAS assists the pilot who, with the aid of the ATC system, has the
primary responsibility for avoiding mid--air collisions.
System Description A28-- 1146-- 070

2-4 Rev 4
3. Controllers and Displays
TRANSPONDER/TCAS CONTROL PANELS

Control of the aircraft transponders and TCAS is done using dedicated
TCAS/ATC transponder control panels shown in Figures 3--1 and 3--2,
or with the Honeywell radio management unit (RMU). However, for
EFIS-- equipped aircraft, some TCAS display features are controlled
with the electronic flight instrument system (EFIS) display controller
functions. In some cases, these display features are found on a
dedicated TCAS display controller.
On aircraft that have one Mode C and one Mode S transponder, the
Mode C/Mode S/TCAS control panels shown in Figures 3--3 and 3--5
or 3--7, are used. On aircraft that have two Mode S transponders, the
dual Mode S/TCAS control panels shown in Figures 3--4 or 3--6, are
used. The RMU style controller can be used with either transponder
combination as shown in Figure 3--8. In addition to being normal
transponder control panels, these panels also control TCAS mode
selection.
A28-- 1146-- 070 Controllers and Displays

Rev 4 3-1
AD--42418@
Mode C, Mode S Transponder and TCAS

Control Panel
Figure 3--1
AD--42419@

Control Panel
Figure 3--2
Controllers and Displays A28-- 1146-- 070

3-2 Rev 4
Mode C/Mode S Transponder and TCAS Control

Panel
The function of each of the controls on the Mode C, Mode S and TCAS
control panel, shown in Figure 3--3, are described in the paragraphs that
follow:
Mode C, Mode S Transponder and TCAS

Control Panel Illustration
Figure 3--3
1 TA DSPLY (Traffic Alert Display)

D AUTO (Automatic) -- Normal TCAS operation switch position that
displays RAs or TAs along with proximate traffic when an intruder
is detected. The TA or TA/RA mode must be selected in order for
TCAS to operate.
D ON -- Displays all traffic within range of TCAS or the display,
whichever is most restrictive, and ±2700 feet vertically of own
aircraft. The TA or TA/RA mode must be selected in order for TCAS
to operate.
D OFF -- Displays resolution advisories only.
2 IDENT (Identification)
Same function as conventional XPDR IDENT.
3 XPDR (Transponder) Code Window

Displays four--digit XPDR code.

Rev 4 3-3
4 Amber XPDR FAIL Light
Lit when selected XPDR has failed.
It also lights with altitude reporting (ALT RPTG) on and its altitude
information source failed. The light can be turned off by selecting an
alternate altitude information source or by turning ALT RPTG off.
NOTE: Loss of valid altitude information to the transponder causes

TCAS to display TCAS OFF and become inoperable.
5 TCAS/XPDR Mode Selector
Selects the transponder and/or TCAS mode.
D TA/RA (Traffic Advisory/Resolution Advisory) Mode -- The

TA/RA mode is the normal operating mode. In the TA/RA mode,
TCAS gives traffic advisories and resolution advisories.
D TA (Traffic Advisory) Mode -- TCAS displays traffic advisories

only; no resolution advisories are issued. This mode prevents TCAS
from issuing RAs when the TCAS aircraft is intentionally flying close
to another aircraft, such as closely spaced parallel approaches.
D Mode S ON -- Activates the Mode S transponder function only;

TCAS OFF is annunciated on the TCAS display.
D STBY (Standby) -- Selects the transponder to standby. TCAS OFF

is annunciated on the TCAS display.
D ATC (Air Traffic Control) -- Activates the air traffic control radar
beacon system (ATCRBS) Mode C transponder function only;
TCAS OFF is annunciated on the TCAS display. This position is
generally the number 2 transponder.
6 TEST
Pushing this switch activates the TCAS self--test feature.
7 ALT RPTG (Altitude Reporting)
Same function as conventional XPDR Altitude Reporting. TCAS is

inoperative with ALT RPTG set to OFF.

3-4 Rev 4
Dual Mode S Transponder and TCAS Control Panel

The function of each of the controls on the dual Mode S transponder and
TCAS control panel, shown in Figure 3--4, are described in the
paragraphs that follow:

Control Panel Illustration
Figure 3--4
1 TA DSPLY (Traffic Alert Display)

is detected.

aircraft.

Rev 4 3-5
Lit when selected XPDR has failed. Loss of valid altitude data also
causes TCAS FAIL.
It also lights with ALT RPTG on and its altitude information source
failed. The light can be turned off by selecting an alternate altitude
information source or by turning ALT RPTG off.

TCAS gives traffic advisories and generates resolution advisories.
D TA (Traffic Advisory) Mode -- TCAS gives traffic advisories only;

no resolution advisories. This mode prevents TCAS from issuing
RAs when the TCAS aircraft is intentionally flying close to another
aircraft, i.e., closely spaced parallel approaches.
D XPDR (Transponder) ON -- Activates the transponder function

only; TCAS OFF is annunciated on the TCAS display.

6 XPDR 1 or 2
Selects XPDR 1 or 2 respectively.
7 TEST
Same function as conventional XPDR altitude reporting. TCAS is


3-6 Rev 4
Gables Mode C, Mode S Transponder and TCAS

Control Panel
The function of each of the controls on the Gables Mode C, Mode S and
TCAS control panel, shown in Figure , are described in the paragraphs
that follow:
Gables Mode C, Mode S Transponder and TCAS

Control Panel
Figure 3--5
1 TRAFFIC (Traffic Alert Display)

is detected. The TA or TA/RA mode must be selected in order for
TCAS to operate.
aircraft. The TA or TA/RA mode must be selected in order for TCAS
to operate.

Rev 4 3-7


TCAS gives traffic advisories and resolution advisories.
D TA (Traffic Advisory) Mode -- TCAS displays traffic advisories

only; no resolution advisories are issued. This mode prevents TCAS
from issuing RAs when the TCAS aircraft is intentionally flying close
to another aircraft, such as closely spaced parallel approaches.
D 1 -- Select Transponder 1; TCAS OFF is annunciated on the TCAS

display.
D STBY (Standby) -- Sets the transponder to standby. TCAS OFF is

annunciated on the TCAS display.
D 2 -- Select Transponder 2 ; TCAS OFF is annunciated on the TCAS

display.
5 TST (Test)
7 ALT RP (Altitude Reporting)
Same function as conventional XPDR Altitude Reporting. TCAS is

inoperative with ALT RP set to OFF.

3-8 Rev 4
Gables Dual Mode S Transponder and TCAS Control

Panel
The function of each of the controls on the Gables Dual Mode S
Transponder and TCAS control panel, shown in Figure 3--6, are
described in the paragraphs that follow:
Gables Dual Mode S Transponder and TCAS

Control Panel
Figure 3--6

is detected.

aircraft.

Lit when selected XPDR has failed. Loss of valid altitude data also
causes TCAS FAIL.

Rev 4 3-9

TCAS gives traffic advisories and generates resolution advisories.
D TA (Traffic Advisory) Mode -- TCAS provides traffic advisories

only; no resolution advisories. This mode prevents TCAS from
issuing RAs when the TCAS aircraft is intentionally flying close to
another aircraft, i.e., closely spaced parallel approaches.
D ON (Transponder ON) -- Activates the transponder function only;

TCAS OFF is annunciated on the TCAS display.

5 TST (Test)
6 XPDR 1 or 2
Selects XPDR 1 or 2 respectively.
8 ALT RP (Altitude Reporting)

inoperative with ALT RP set to OFF.

3-10 Rev 4
Gables Mode C/Mode S Transponder and TCAS

Control Panel With Enhanced Display Controls
The standard functions of the controller are the same as described for
Figures 3--3 and 3--4. Features are shown in Figure 3--7.
Gables Mode C, Mode S Transponder, and TCAS

Control Panel With Enhanced Display Controls
Figure 3--7
1 Extended Altitude (ABV/NORM/BLW)

D ABV (Above) -- TCAS displays traffic within the selected range that
is located between +7000 feet and --2700 feet of TCAS aircraft’s
own altitude.
D NORM (Normal) -- TCAS displays within the selected range and
traffic per the selection of the TRAFFIC switch.
D BLW (Below) -- TCAS displays traffic within the selected range that
is located between +2700 feet and --7000 feet of TCAS aircraft’s
own altitude.

is detected. The TA or RA/TA mode must be selected for TCAS to
operate.
D MAN (Manual) -- Displays all traffic within the selected range of
TCAS or the display, whichever is most restrictive, and ±2700 feet
vertically of your own aircraft. The TA or RA/TA mode must be
selected in order for TCAS to operate.

Rev 4 3-11
3 DSPLY (Display) L/B/R (Left/Both/Right)

Allows display range and extended altitude selection to be made on
both (B) pilot and copilot displays or selected for just the left (L) or right
(R).
4 RNG (Range)
Selects forward display ranges of either 6 or 14 NM.

6 ALT (Altitude)
Momentary button that changes the TCAS traffic display altitude from
the normal relative altitude (that is, the intruder aircraft altitude relative
to the TCAS aircraft) to flight level (FL) altitude.
NOTES: 1. Not all targets that are within the 14 nautical mile and
extended altitude display values are displayed. Refer
to Section 5, TCAS System Notes.
2. Some installations have a separate TCAS display
controller that selects TCAS displays.
3. FL altitude can, depending on the installation, be either
QNH (corrected barometric altitude) or QNE (29.92
in.Hg/1013 HPA) referenced altitude.

TCAS provides traffic advisories and generates resolution
advisories.
D TA (Traffic Advisory) Mode -- TCAS provides traffic advisories
only; no resolution advisories. This mode prevents TCAS from
issuing RAs when the TCAS aircraft is intentionally flying close to
another aircraft, i.e., closely spaced parallel approaches.

3-12 Rev 4
D L XPDR (Transponder) ON -- Activates the transponder function

D STBY (Standby) -- Sets the transponder to standby. TCAS OFF is

annunciated on the TCAS display.
D R XPDR (Transponder) ON -- Activates the transponder function

8 TEST


Rev 4 3-13
HONEYWELL PRIMUSR II RADIO MANAGEMENT

UNIT (RMU)
The RMU provides TCAS controls shown in Figure 3--8, similar
mechanical controllers described in the preceding paragraphs. Refer to
Honeywell Pub. No. 28--1146--50 for a full description.
AD--42420@
Phase I (Basic) TCAS Controls

Figure 3--8
The ATC transponder window generates TA or TA/RA selections by

using the tuning cursor knob and ATC line select button. When the
tuning cursor is in the transponder window, the 1/2 button controls the
other transponder from a single RMU.
Phase II (Enhanced) TCAS Control

The ATC transponder window generates TA or TA/RA selection by
using the tuning cursor, tuning knob, and ATC line select button. The
1/2 button controls the cross--side transponder.

3-14 Rev 4
In addition, the RMU controls other TCAS display features, as shown

in Figure 3--9. Generated on the RMU front page are:
D TCAS display range
D Extended altitude
D No. 1 and 2 display.
AD--42421@
Phase II RMU
Figure 3--9

Rev 4 3-15
With ATC selected from the page (PGE) menu (Figure 3--10) selection,
the following can be selected:
D Relative or FL altitude
D Display AUTO or MANUAL
D Flight ID.
AD--42422@
RMU ATC Menu

Figure 3--10
NOTES: 1. The RMU can select display ranges as follows: 6, 12,

20, 40 NM.
2. Some installations do not control TCAS display range.
In these cases, the selection of TA display
AUTO/MANUAL is made from the front RMU page.

3-16 Rev 4
TRAFFIC ADVISORY DISPLAYS

The way TCAS traffic is displayed depends upon the type of installation.
Either a flat--panel vertical speed indicator/traffic and resolution
advisory display (VSI/TRA) is used, or TCAS traffic is presented on
EFIS--type displays. Symbols and colors are the same no matter what
type of display is used. Differences in operation do exist and those
differences are as follows:
Flat--panel VSI/TRA Display

Many aircraft use the combined vertical speed/traffic indicator, shown
in Figure 3--11. Using this indicator the VSI takes on the additional
function of displaying traffic and resolution advisories, in addition to
other traffic information designed to improve situational awareness.
TCAS internal switching automatically presents a TCAS traffic display
on the VSI when a traffic advisory is required, as long as the
TCAS/XPDR mode selector is positioned to TCAS mode, TA or RA/TA,
and the traffic switch is in the AUTO position. Full--time display of traffic
is available with the traffic switch in the ON position.
The white airplane symbol is displayed in the lower center of the VSI
represents the pilot’s TCAS--equipped aircraft. A white range ring made
up of 12 dots, each corresponding to a normal clock position, is
included. The range ring surrounds the airplane with a radius of 2 NM
and is intended to assist in interpreting TCAS traffic information.
AD--21863@ AD--21864@
VSI/TRA (Left) and VSI/TRA With Traffic Advisories (Right)

Figure 3--11

Rev 4 3-17
The range scale of the standard VSI display, shown in Figure 3--12, is
6.5 NM to the display’s top edge of the VSI (ahead of the aircraft), 4
miles to the left and right edges, and 2.5 NM to the bottom (aft of the
aircraft). Color--coded symbols are used on this display to identify traffic
aircraft in your area.
TRAFFIC SYMBOLOGY
AND DATA TAG
WARNING AREA -- SOLID RED

TRAFFIC SQUARE
CAUTION AREA -- SOLID AMBER

TRAFFIC CIRCLE
PROXIMATE -- SOLID CYAN

TRAFFIC DIAMOND
OTHER -- HOLLOW CYAN

TRAFFIC DIAMOND
VERTICAL
SPEED
POINTER
(WHITE)
2 NM TCAS
VERTICAL RANGE RING
SPEED (WHITE)
SCALE
(WHITE)
AIRPLANE SYMBOL
REPRESENTING TCAS
EQUIPPED AIRCRAFT
(WHITE)
AD--21874@
Typical VSI/TRA Display

Figure 3--12

3-18 Rev 4
Symbols
COLORS
D Red -- Represents an immediate threat to a TCAS--equipped

aircraft. Prompt action is required to avoid the intruder. This color is
only used in conjunction with a TCAS resolution advisory (RA).
D Amber -- Represents a moderate threat to a TCAS--equipped

aircraft. A visual search is recommended to prepare for intruder
avoidance. Amber is used only in conjunction with a TCAS traffic
advisory (TA).
D Cyan -- Represents proximate traffic and other traffic the TCAS

surveillance logic has in its track file.
RESOLUTION ADVISORY J
Intruder aircraft entering the warning area, are represented as a solid

red square. This type of traffic results in a TCAS RA.
TRAFFIC ADVISORY F
Intruder aircraft entering the caution area, are represented as a solid

amber circle. This type of traffic results in a TCAS TA.
PROXIMATE TRAFFIC Z
Aircraft not classified as an intruder, and ±1200 feet vertically, are

represented as a solid cyan diamond. Proximate traffic is shown to
improve situational awareness in the event of a potential conflict with
higher priority RA or TA aircraft.
NOTE: If the optional Extended Altitude function is installed, other

traffic that is within ±7000 feet vertically is displayed.
OTHER TRAFFIC Z
Any transponder--replying traffic not classified as an intruder or

proximate traffic, and not within ±1200 feet vertically, and within the
range of the display, are represented as hollow cyan diamonds (only in
view with the traffic switch ON and no TA or RA in process). The
predicted flightpaths of proximate and other traffic do not penetrate the
collision area of the TCAS aircraft.
Intruders are prioritized and displayed based on which are predicted to

pass closest to the TCAS aircraft. RAs are the highest priority, then TAs,
then Proximate and other traffic

Rev 4 3-19
DATA TAG
A data tag, made up of a two digit number, a + or a -- sign and an arrow,

are displayed either above or below the intruder aircraft symbol. The
data tag is displayed in the same color as the advisory.
D Two--Digit Number (Relative Altitude) -- Represents the relative

altitude difference, in hundreds of feet, either above or below the
TCAS aircraft of an intruder aircraft. For an intruder above the TCAS
aircraft, the data tag is placed above the traffic symbol and preceded
by a + sign; for one below, the tag is placed below the traffic symbol
and be preceded by a -- sign.
D Plus or Minus Sign -- These signs are displayed adjacent to the

relative altitude number and indicates whether the displayed aircraft
is above (plus) or below (minus) the TCAS aircraft.
D Arrow -- A vertical arrow is placed to the immediate right of the traffic

symbol if the intruder is either climbing (up arrow) or descending
(down arrow) in excess of 500 feet per minute.
OPTIONAL DISPLAY FEATURES
D Range -- Controlled from either the transponder controller, RMU,

EFIS, or an external range control. Targets can be displayed up to
40 NM in front (20 NM for ATCRBS), and 15 NM to the rear, of the
aircraft. The selected range, depending on the installed controller,
is displayed on the traffic advisory display.
D Extended Altitude -- The selections are manual NORM, ABV, and

BLW. Each refers to the altitude band relative to one’s own aircraft,
in which other aircraft are displayed.
— Normal ±1200 feet (AUTO) or ±2700 feet (MANUAL)
— Above +7000 feet; --2700 feet
— Below +2700 feet; --7000 feet
D Altitude -- The selections are relative or FL.
— Relative is the standard selection. Target aircraft altitude is

displayed with respect to one’s own aircraft.
— FL, when selected, automatically changes to relative after 10

seconds. In FL, the target aircraft displayed altitude is the same
as sent by the transponder to ATC. FL is not always corrected
for the barometric altimeter setting; it depends on the installation.

3-20 Rev 4
OFF SCALE TRAFFIC ADVISORY
In the event that TCAS tracks an intruder that is outside the range of
the display but has entered the caution or warning areas, as shown in
Figure 3--13, one--half of the appropriate symbol is displayed at the
appropriate bearing at the edge of the display area. The symbol is
displayed in its proper color and has its data tag displayed, providing
there is room. For example, a TA intruder with a high closure rate that
is directly ahead and is 300 feet below the aircraft is displayed as an
amber filled half--circle at the 12 o’clock position on the edge of the
display area. The data tag --03 is displayed below the half--symbol. If
this intruder is above the aircraft’s altitude, the data tag is not visible.
An off scale RA intruder is displayed as a red filled half--square with data
tag, if possible.
AD--21865@
Off--Scale Traffic Advisories

Figure 3--13

Rev 4 3-21
NO BEARING ADVISORIES
If and when TCAS is unable to track the bearing of an intruder, the traffic
advisory is displayed in the lower center of the display just below the
aircraft symbol, as shown in Figure 3--14. The advisory presents
appropriate color--coded traffic information. This phenomenon usually
is caused by temporary antenna shielding due to excessive bank
angles. Up to two lines of information can be displayed. For example,
TA 2.0 +02 ↑ means an intruder has identified an aircraft as a traffic
advisory 2.0 NM away, 200 feet above and climbing in excess of 500
Feet per Minute (FPM). RA 0.6 00 means resolution advisory traffic is
0.6 NM away at the same altitude. TCAS’ ability to compute a traffic or
resolution advisory is not degraded by lack of bearing information.
TA 2.0+02
AD--21866@
No Bearing Intruder
Figure 3--14

3-22 Rev 4
Electronic Flight Instrument System (EFIS) Traffic

Advisory Displays
TCAS traffic information displayed on the crew alerting system display,
navigation display (ND), electronic horizontal situation indicator (EHSI)
display or multifunction display (MFD) is similar to that on combined
VSI/TRA indicators. Symbols, aural alerts and pilot action are identical.
Refer to EFIS operating instructions, appropriate to the aircraft, for

detailed information about the displays. Typical EFIS displays of TCAS
traffic are shown in Figures 3--15 thru 3--17.
AD--39403@
Typical Navigation Display Traffic Advisory

Figure 3--15

Rev 4 3-23
AD--42423@
Typical EHSI Traffic Advisory

Figure 3--16
AD--42424@
Typical MFD Traffic Advisory

Figure 3--17
NOTE: Some EFIS displays do not display the 2 NM range ring

symbol. Others remove it when the display selected range is
greater than 10 NM.

3-24 Rev 4
RESOLUTION ADVISORY DISPLAYS

The TCAS resolution advisory display is dependent upon the type of
installation. Either a flat--panel VSI/TRA display is used, or TCAS RA
traffic is presented on the VSI tape on EFIS--type displays. The
advisory colors are the same.
Flat--panel VSI/TRA Display

TCAS gives color--coded visual advisory areas within the vertical speed
indicator’s scale. These color--coded indications tell the pilot what
vertical speed region is TO BE AVOIDED (RED). If a change in vertical
speed is necessary, the specific region of vertical speed the pilot is to
fly to is annunciated in GREEN, as shown in Figures 3--18 thru 3--20.
For example, in the event of the corrective advisory message Climb --
Climb -- Climb, the PROHIBITED RED vertical speed region extends
from the extreme limit of descent to +1500 FPM, as shown in Figures
3--19 and 3--20. The GREEN fly--to area is displayed from +1500 FPM
to +2000 FPM.

Rev 4 3-25
AD--21867@
Climb Resolution Advisory

Figure 3--18
”FLY TO” VERTICAL SPEED

RESOLUTION ADVISORY
(GREEN)
VERTICAL
SPEED WARNING AREA
POINTER TRAFFIC ADVISORY
(WHITE) (SOLID RED SQUARE)
VERTICAL 2 NM TCAS
SPEED RANGE RING
SCALE (WHITE)
(WHITE)
AIRPLANE SYMBOL
REPRESENTING TCAS
EQUIPPED AIRCRAFT
(WHITE)
”AVOID VERTICAL SPEED

RESOLUTION ADVISORY
(RED) AD--21868@
Typical VSI/Resolution Advisory Display

Figure 3--19

3-26 Rev 4
DECEND ADVISORY CLIMB ADVISORY
INCREASE DECENT INCREASE CLIMB
AD--21869@
TCAS Corrective Resolution Advisories

Figure 3--20

Rev 4 3-27
A preventive RA, shown in Figure 3--21, is issued when the TCAS

aircraft’s present vertical speed is already outside the prohibited region.
Those vertical speeds calculated to be unsafe are annunciated in RED.
Preventive RA visual indications range from restricting rate of climb or
descent, shown in Figure 3--22, to prohibiting changes in vertical speed
altogether. The aural message Monitor Vertical Speed accompanies
the full range of preventive RAs.
WARNING
THE PILOT MUST OBSERVE THE VERTICAL SPEED

LIMITATIONS INDICATED ON THE VSI SCALE AND KEEP THE
AIRCRAFT’S VERTICAL SPEED OUT OF THE PROHIBITED RED
AREAS.
DO NOT CLIMB LESS THAN DO NOT CLIMB

1000 FPM AD--21870@
Preventive Resolution Advisories

Figure 3--21

3-28 Rev 4
DO NOT DESCEND DO NOT CLIMB
COMBINED COMBINED
DO NOT CLIMB AND DO NOT DESCEND AND
DO NOT DESCEND DO NOT CLIMB
GREATER THAN 1000 FPM GREATER THAN 1000 FPM
AD--21871@
TCAS Preventive Resolution Advisories

Figure 3--22

Rev 4 3-29

Resolution Advisory Displays
TCAS resolution information on the electronic primary flight display
(PFD) or the electronic attitude director indicator is similar to that on
combined VSI/TRA indicators. Symbols, aural alerts and pilot action
are identical. However, the vertical speed information for resolution
advisories appear as GREEN fly--to and RED avoid areas on the PFD
and electronic attitude director indicator (EADI) VSI tapes or EADI
resolution advisory indicator.
Refer to EFIS operating instructions, appropriate to the aircraft, for

detailed information about the displays. Typical EFIS displays of TCAS
resolution advisories are shown in Figures 3--23 and 3--24.
AD--34633@
Typical Primary Flight Display Resolution Advisory

Figure 3--23

3-30 Rev 4
AD--42425@
Typical EADI Resolution Advisory Display

Figure 3--24

Rev 4 3-31
AURAL MESSAGES
TCAS generates aural alerts or messages that are announced over the
aircraft’s audio system. These messages accompany the visual TA or
RA display.
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. Messages are softened or strengthened
depending on the urgency of the situation.
TCAS audio level is not controlled by the pilot.
Traffic Advisory
The traffic advisory aural alert is the message TRAFFIC -- TRAFFIC
spoken once. This alert occurs when TCAS predicts an intruder enters the
collision area within 20 -- 48 seconds. Simultaneously the TCAS traffic
display shows the location of the intruder.
Resolution Advisories
Resolution advisories indicate evasive vertical maneuvers calculated
to increase separation between the TCAS aircraft and the intruder
(corrective advisory) or to indicate that certain changes in vertical
speed are not recommended (preventive). Resolution advisory
messages made up of a single word are repeated three times; longer
messages are repeated twice.
Preventive Resolution Advisory

”MONITOR VERTICAL SPEED -- MONITOR VERTICAL SPEED”
This advisory indicates that certain changes in vertical speed are not
safe. The pilot must monitor the vertical speed of the aircraft, keeping
the VSI pointer out of the RED PROHIBITED area on the VSI scale.

3-32 Rev 4
Corrective Resolution Advisories

”CLIMB -- CLIMB -- CLIMB”
Climb at the rate shown on the RA indicator, 1500 FPM or greater.
”DESCEND -- DESCEND -- DESCEND”
Descend at the rate shown on the RA indicator, 1500 FPM or greater.
”REDUCE CLIMB -- REDUCE CLIMB”
Reduce vertical speed to that shown on the RA indicator.
”REDUCE DESCENT -- REDUCE DESCENT”
Reduce vertical speed to that shown on the RA indicator.
”CLIMB, CROSSING CLIMB -- CLIMB, CROSSING CLIMB”
Climb at the rate shown in the RA indicator. Note that the aircraft’s
flightpath crosses through the intruder’s altitude.
”DESCEND, CROSSING DESCEND -- DESCEND, CROSSING

DESCEND”
Descend at the rate shown in the RA indicator. Note that the aircraft’s
flightpath cross through the intruder’s altitude.

Rev 4 3-33
Increased Strength or Reversed Corrective

Advisories
Below are corrective advisories that indicate a previously announced
advisory must be increased or reversed:
NOTES: 1. These advisories are expected to occur only on rare

occasions, usually when an intruder suddenly changes
its current flightpath (maneuvering intruder).
2. These audio warnings are given with significantly

increased emphasis.
”INCREASE CLIMB -- INCREASE CLIMB”
Increase climb to that shown on the RA indicator, 2500 FPM or greater.
”INCREASE DESCENT -- INCREASE DESCENT”
Increase descent to that shown on the RA indicator, 2500 FPM or

greater.
”CLIMB, CLIMB NOW! -- CLIMB, CLIMB NOW!”
Follow a descend advisory when TCAS has determined that a reversal

of vertical speed is necessary to give adequate separation.
”DESCEND, DESCEND NOW! -- DESCEND, DESCEND NOW!”
Follow a climb advisory when TCAS has determined that a reversal of

vertical speed is necessary to give adequate separation.
Clear of Conflict
The single announcement CLEAR OF CONFLICT confirms that the
encounter has ended and separation is increasing.

3-34 Rev 4
MODE/TEST ANNUNCIATIONS
Pilot Initiated TCAS Test

TCAS self--test is initiated by pushing the TEST switch on the
transponder/TCAS control panel. This test begins with the aural
message TCAS TEST. The traffic display shows a pattern of intruders
and displays the message TCAS TEST. On the VSI, RED/GREEN
areas are lit. Following the eight--second test, the aural message TCAS
TEST PASS or TCAS TEST FAIL, shown in Figure 3--25, indicates
system status. If the test switch is pushed and held beyond
eight seconds, with the aircraft on the ground and transponder in
STBY, maintenance data is displayed following the self--test. The TCAS
maintenance manual can be used to determine the meaning of the
maintenance data.
The TCAS self--test automatically ends after eight seconds.
NOTE: While airborne, with most versions of TCAS, if the TEST switch
is pushed while TCAS is in TA or TA/RA mode, and there is a
traffic advisory to be displayed, the TA takes precedence and
TEST is inhibited.
During cockpit lamp test, the VSI/TRA display brightness follows that
of a typical lamp. Testing of the displays in EFIS--equipped aircraft
result in their normal sequence of symbol testing.
Failure and Mode Annunciation

TCAS also continuously monitors and tests itself. If an in--flight failure
of TCAS occurs, TCAS FAIL is annunciated on the traffic display, as
shown in Figure 3--25. Select the XPDR ON position to deactivate
TCAS for the installed transponder controller. TCAS is OFF.
Should the transponder in use, or the selected altitude source, fail, the
amber XPDR FAIL light lights on the TRANSPONDER/TCAS control
panel. TCAS FAIL is annunciated on the traffic display.

Rev 4 3-35
MODE
ANNUNCIATIONS
RA FAIL YELLOW
TA ONLY (WHITE)
TCAS TEST (WHITE)
VSI FAIL
(YELLOW)
MODE
ANNUNCIATIONS
TCAS FAIL (YELLOW)
TCAS OFF (WHITE)
RA ONLY (WHITE)
TD FAIL (YELLOW)
VS FAILURE
(RED)
2 DIGIT
HEX FAILURE CODE AD--21872@
VSI/TRA Mode/Test Annunciations

Figure 3--25

3-36 Rev 4
D In a combination Mode C/TCAS Mode S installation, this indicates

failure of the single Mode S transponder. The failed transponder
should be disabled and transponder #2 selected by setting the mode
control to ATC (2 for Gables Controller). Transponder #2 is a Mode
C type transponder. TCAS OFF is annunciated on the traffic display.
NOTE: TCAS must use the Mode S diversity transponder for

operation, and therefore is not operable with transponder #2
selected.
D In the Dual Mode S installation, the XPDR switch selects between
either Mode S transponder (1 or 2). Select the alternative
transponder (1 or 2) through the XPDR selector switch. Verify that
the XPDR FAIL lamp is off. In the dual Mode S installation both
transponders are Mode S and TCAS operates with either
transponder 1 or 2 selected. If altitude reporting switch (Figures 3--1
thru 3--6) is selected OFF, TCAS is not operational. TCAS OFF is
annunciated on the traffic display.
With the transponder mode switch turned to STBY, TCAS is not

operational and TCAS OFF is annunciated on the traffic display. With
the transponder mode switch turned to TA, only traffic advisories are
displayed with no resolution advisories. TA ONLY is annunciated on the
traffic display.
With the TA display control switch turned OFF, only resolution

advisories are displayed and RA ONLY is annunciated on the traffic
display.
Loss of valid vertical speed data input prevents display of resolution

advisory information. This is accompanied by the annunciation RA FAIL
and (in the case of loss of vertical speed data) VSI FAIL on the indicator.
Should a failure of the indicator be detected that prevents it from
displaying traffic, traffic display (TD) FAIL is annunciated. This is an
advisory annunciator.
Upon failure of the VSI, all symbols are removed from the display and
replaced by a large X and a hex--coded failure number, as shown in
Figure 3--26.
NOTE: EFIS installations display the same set of failure and mode
annunciators. The locations, however, vary. Usually, most
annunciators are displayed near the VSI display.

Rev 4 3-37/(3-38 blank)
4. Operating Procedures
BASIC OPERATING PROCEDURES

This section contains suggested methods for flightcrew operation of the
TCAS.
Ground Operation
D Traffic Alert and Collision Avoidance System (TCAS) -- Must be
tested using the test feature during cockpit preparation.
D Traffic Advisory/Resolution Advisory (TA/RA) -- Mode must be
selected just prior to takeoff.
D Standby (STBY) -- Mode must be selected immediately after
clearing runway following landing.
TCAS Traffic Advisory

D Pilot Flying -- Using the information on the TCAS traffic advisory
display, or navigation display, commence visual search for the
intruder. If, and only if, the intruder is visually acquired, maneuver
the aircraft to maintain separation.
WARNING
MANEUVERS BASED SOLELY ON TCAS TRAFFIC ADVISORIES,
WITHOUT VISUAL ACQUISITION OF INTRUDER ARE NOT
RECOMMENDED.
D Pilot Not Flying -- Using the information on the TCAS traffic

advisory display, announce the relative bearing, using a clock
reference distance and relative altitude of the intruder to the pilot
flying. Assist pilot flying in visual search for the intruder.
TCAS Resolution Advisory

D Pilot Flying -- Using every available means, clear the airspace into
which you are going to maneuver. If needed, promptly and smoothly
adjust your aircraft’s vertical rate so as to keep the vertical speed
indicator (VSI) needle just outside of thee red area on the VSI. This
must require no more than a 1/4g maneuver. Deviation from
assigned clearance, i.e., climbing or descending if you are in level
flight, or leveling off if you are descending or climbing, is permitted
in order to comply with a TCAS resolution advisory.
A28-- 1146-- 070 Operating Procedures

Rev 4 4-1
D Pilot Not Flying -- Using the information from the VSI, confirm that
the current action of the pilot flying agrees with the TCAS resolution
advisory. Then assist in clearing the airspace.
NOTE: When in visual meteorological conditions (VMC) clearing,

the airspace into which the aircraft maneuvers is done by
executing visual search of that airspace. When in
instrument meteorological conditions (IMC), use every
available means to assure that the airspace into which the
aircraft is to maneuver is clear. This includes awareness
of the current air traffic situation through contact with air
traffic control (ATC) if time and conditions permit,
knowledge of local geography and conditions, TCAS
traffic information, and operational judgement.
After Clearing Traffic

D Pilot Flying -- Promptly and smoothly return aircraft to previously
assigned flightpath.
NOTE: The efficient flow of air traffic in the ATC system depends
on the flightcrew’s prompt return of the aircraft to the
originally assigned flight clearance conditions. It is highly
recommended that close attention be paid to the changes
in TCAS verbal/visual RA commands. This includes
maneuvering the aircraft to remain outside, but only just
outside, the red band when no green ”fly to” target band
exists.
D Pilot Not Flying -- When time permits, and at the discretion of the
pilot--in--command, advise ATC that a situation occurred that
caused a TCAS resolution advisory.
NOTE: Collision avoidance logic, which generates the various

escape maneuvers, is designed with safeguards. Refer to
Section 5, TCAS Notes, TCAS II Operating Constraints.
Operating Procedures A28-- 1146-- 070

4-2 Rev 4
FLIGHTCREW RESPONSES
Traffic Advisories
Traffic advisories, described in Table 4--1, are characterized by the
display of an AMBER FILLED CIRCLE (F F) or AMBER NO--BEARING
DATA representing the intruder. These are accompanied by cyan
proximate traffic diamonds. Traffic is displayed to aid the flightcrew in
their visual search for the traffic.
Aural Visual Response

”TRAFFIC-- Amber filled circle (F
F) Conduct a visual search
TRAFFIC” shown on the for intruder. If successful,
VSI/TRA display. maintain visual acquisition
to ensure safe separation.
Traffic Advisory Message

Table 4--1

Rev 4 4-3
Resolution Advisories
Resolution advisories, described in Table 4--2, are characterized by the

display of the intruder as a RED FILLED SQUARE (J J) or RED DATA
in the case of no bearing. Amber traffic advisories and cyan proximate
aircraft, if any, are also displayed during the RA. Vertical maneuvers
recommended by TCAS II to ensure safe separation are displayed by
RED and GREEN areas along the VSI scale.

”MONITOR Present vertical speed Keep vertical speed out
VERTICAL is not within the RED of RED unsafe area as
SPEED” restricted vertical indicated on the VSI
speed shown on the display.
VSI display.
”CLIMB -- VSI RED from negative Promptly and smoothly
CLIMB -- limit to +1500 FPM and establish a 1500 FPM,
CLIMB” GREEN from +1500 to or greater climb.
+2000 FPM.
”DESCENT -- VSI RED from positive Promptly and smoothly
DESCENT -- limit to --1500 FPM and establish a 1500 FPM or
DESCEND” GREEN from --1500 to greater descent.
--2000 FPM.
”DESCENT, Same as DESCEND Promptly and smoothly
CROSSING -- and further indicates establish a 1500 FPM or
DESCENT” that aircraft’s flightpath greater descent.
crosses the intruder’s
altitude.
”CLIMB, Same as CLIMB and Promptly and smoothly
CROSSING -- further indicates that establish a 1500 FPM or
CLIMB” aircraft’s flightpath greater climb.
crosses the intruder’s
altitude.
”REDUCE VSI indicates prohibited Promptly and smoothly
DESCENT -- vertical speeds in RED. reduce vertical speed to
REDUCE Goal vertical speed in that shown on the VSI in
DESCENT” GREEN. GREEN.
”REDUCE VSI indicates prohibited Promptly and smoothly
CLIMB -- vertical speeds in RED. reduce vertical speed to
REDUCE Goal vertical speed in that shown on the VSI in
CLIMB” GREEN. GREEN.
Resolution Advisory Messages

Table 4--2

4-4 Rev 4
Reversed or Strengthened Advisories
The commands described in Table 4--3, indicate that a previous

command MUST BE INCREASED OR REVERSED to ensure safe
separation.
NOTES: 1. These advisories are expected to occur only on rare

occasions, usually when an intruder suddenly
changes its current flightpath (maneuvering intruder).
2. Reversed or strengthened maneuvers must be

initiated within 2 to 3 seconds in order to ensure
recommended separation. This normally results in a
1/3g maneuver which can be carried out with a
minimum of disruption of passengers or cabin crew.

”CLIMB, VSI RED from negative Promptly and
CLIMB limit to +1500 FPM and smoothly establish a
NOW!” GREEN from +1500 to 1500 FPM or greater
+2000 FPM. This advisory climb.
follows a DESCEND
advisory when
circumstances require a
reversal of vertical direction
to ensure adequate vertical
separation.
”DESCEND, VSI RED from positive limit Promptly and
DESCEND to --1500 FPM and smoothly establish a
NOW!” GREEN from --1500 to 1500 FPM descent.
--2000 FPM. Follows a
CLIMB advisory when
circumstances require a
reversal of vertical direction
to ensure adequate
separation.
”INCREASE VSI RED from negative Promptly and
CLIMB” limit to +2500 FPM and smoothly increase the
GREEN from +2500 to vertical speed to 2500
+3000 FPM. Indicates the FPM or greater.
vertical speed MUST BE
INCREASED to ensure
adequate separation.
Reversed or Strenghtened Advisory Message

Table 4--3 (cont)

Rev 4 4-5

”INCREASE VSI RED from positive limit Promptly and
DESCENT” to --2500 FPM and GREEN smoothly increase
from --2500 to --3000 FPM. descent to 2500 FPM
Indicates the vertical speed or greater.
MUST be INCREASED to
ensure adequate
separation.
Reversed or Strengthened Advisory Messages

Table 4--3
Clear of Conflict
Clear of conflict messages are described in Table 4--4.

”CLEAR OF VSI RED and GREEN areas Promptly and smoothly
CONFLICT” removed, intruder no longer return to and/or maintain
is displayed as a J. last assigned flight
profile.
Clear of Conflict Message

Table 4--4

4-6 Rev 4
TYPICAL TCAS OPERATION

The traffic conflict scenarios shown in Figures 4--1 and 4--2, and
described in Tables 4--5 and 4--6, are representative of the typical TCAS
system response to an intruder aircraft. Each scenario is described in
terms of what visual and aural information TCAS is provided to the
flightcrew, and what the flightcrew response must be.
In Figures 4--1 and 4--2 the traffic conflict is shown from a top and side
view, and as displayed by the VSI/TRA indicator. The TCAS--equipped
aircraft is identified by the letter ”T”. Displays in EFIS--equipped aircraft
are similar.

Rev 4 4-7
Head--on Traffic Conflict

Refer to Table 4--5 for a description of the displays shown in Figure 4--1.

Display 1 -- Intruder aircraft 45 seconds from entering TCAS
aircraft collision area.
”TRAFFIC -- Amber filled circle (F
TRAFFIC” shown on the VSI/TRA for intruder. If successful,
display. maintain visual acquisition
”DESCEND -- VSI RED from positive Promptly and smoothly
DESCEND -- limit to --1500 FPM and establish a 1500 FPM or
DESCEND” GREEN from --1500 to greater descent.
--2000 FPM.
Display 3 -- Adequate altitude separation between TCAS aircraft
and intruder achieved.
”MONITOR VSI RED from positive Keep vertical speed out of
VERTICAL limit to zero FPM. RED unsafe area on VSI.
SPEED”
Display 4 -- TCAS aircraft clear of conflict with intruder.
”CLEAR OF VSI RED and GREEN Promptly and smoothly
CONFLICT” areas removed, return to and/or maintain
intruder changes to last assigned flight profile.
amber filled circle (F
F)
on VSI/TRA.
Head--on Traffic Conflict Messages

Table 4--5

4-8 Rev 4
AD--22548@
Head--on Traffic Conflict

With a Descend Resolution Advisory
Figure 4--1

Rev 4 4-9
Overtaking Traffic Conflict

Refer to Table 4--6 for a description of the displays shown in Figure 4--2.

”TRAFFIC -- Amber filled circle (F
TRAFFIC” shown on the VSI/TRA for intruder. If successful,
display. maintain visual acquisition
”CLIMB -- VSI RED from negative Promptly and smoothly
CLIMB -- limit to +1500 FPM and establish a 1500 FPM or
CLIMB” GREEN from +1500 to greater climb.
+2000 FPM.
Display 3 -- Adequate altitude separation between TCAS
aircraft and intruder achieved.
”MONITOR VSI RED from negative Keep vertical speed out of
VERTICAL limit to zero FPM. RED unsafe area on VSI.
SPEED”
Display 4 -- TCAS aircraft clear of conflict with intruder.
”CLEAR OF VSI RED and GREEN Promptly and smoothly
CONFLICT” areas removed, return to and/or maintain
intruder changes to last assigned flight profile.
amber filled circle on
(F
F) VSI/TRA.
Overtaking Traffic Conflict Messages

Table 4--6

4-10 Rev 4
AD--22549@
RESOLUTION ADVISORY
RA
TA
TRAFFIC ADVISORY
300 feet
Overtaking Traffic Conflict

With a Climb Resolution Advisory
Figure 4--2

Rev 4 4-11/(4-12 blank)
5. TCAS ADDENDA
ALTITUDE CROSSING MANEUVER

An altitude crossing maneuver occurs when the intruder aircraft is
climbing or descending at a high rate. Under these conditions, the traffic
alert and collision avoidance system (TCAS) logic determines that safe
separation is best achieved through directing the TCAS aircraft towards
the intruder’s present position. This maneuver results in the TCAS
aircraft and the intruder crossing through each other’s altitude. This is
a safe strategy that results in maximum separation between aircraft.
EXPECTED ALTITUDE DEVIATIONS

The majority of TCAS resolution advisories (RA) that require a deviation
in current flightpath are usually resolved with vertical movements of
300--500 feet. Careful attention must be paid to changes in TCAS RAs
(i.e., when TCAS downgrades an RA from corrective to preventative)
in order to minimize deviation from cleared altitude and subsequent
impact on air traffic control (ATC).
TCAS--TCAS COORDINATION
TCAS can coordinate resolution advisories with other TCAS--equipped
aircraft through use of Mode S transponders. This is done to ensure that
two TCAS aircraft do not maneuver in the same direction in an attempt
to avoid one another. Therefore, it is important that an RA be followed,
and in no case can the aircraft be maneuvered in the opposite direction
of a TCAS RA.
TCAS II OPERATING CONSTRAINTS

D INCREASE DESCENT RAs are inhibited below 1450 feet above
ground level (AGL).
D DESCEND RAs are inhibited below 1000 feet AGL while
descending and below 1200 feet AGL while climbing.
A28-- 1146-- 070 TCAS ADDENDA

Rev 4 5-1
D All RAs and traffic advisory (TA) voices are inhibited below 900 feet
AGL while descending and below 1100 feet while climbing.
NOTE: TA visual advisories are not inhibited below 900/1100 feet

AGL.
D Aircraft that TCAS determines are on the ground are not displayed.
NOTE: TCAS determines if other aircraft are on the ground by a

combination of one’s own aircraft current altitude and
radio altimeter data. Thus, typically, over reasonable
terrain, when the radio altimeter is in its operating range
(2500 or 2000 feet AGL and below), TCAS has a good
estimate of ground elevation. Targets on the ground, with
transponders operating, are ignored. However, when
above the normal radio altitude range, TCAS presents
targets that are on the ground, if the BLW extended
altitude band has been selected for display.
D In the event the intruder track or altitude information is lost during
an RA, the RA terminates without a CLEAR OF CONFLICT
annunciator.
D TCAS RA algorithms are based on the pilot initiating the initial
maneuver within 5 seconds, and within 2 1/2 seconds if a corrected
RA (increase or reverse) is issued.
D TCAS is an environmental system similar to ground proximity
warning system (GPWS) and the windshear alerting system. Higher
alert rates are expected for TCAS II TAs and RAs as compared to
other systems on the aircraft. For this reason, TCAS alerts and
advisories are independent of the master caution and warning
system. The priority of the environmental alerts are as follows:
— 1st Windshear
— 2nd GPWS
— 3rd TCAS
When TCAS is inhibited by windshear or GPWS, it reverts to the
TRAFFIC ALERT ONLY mode. Aural alerts are inhibited.
TCAS ADDENDA A28-- 1146-- 070

5-2 Rev 4
TRAFFIC ADVISORY (TA) ONLY SELECTION

D TA mode must only be used to preclude unnecessary RAs when
operating near closely spaced parallel runways.
D The traffic display indicates TA ONLY.
MANEUVERS BASED SOLELY ON TRAFFIC

ADVISORY DISPLAY INFORMATION
The pilot must not initiate evasive maneuvers using information from
the traffic display only or on a traffic advisory only, without visually
sighting the traffic. These displays and advisories are intended only for
assistance in visually locating the traffic and lack the flightpath trends
necessary for use in evasive maneuvering. However, while climbing or
descending, modest changes of vertical speed, based upon traffic
display information, is not considered maneuvering.
DISPLAY OF TARGETS WHEN EXTENDED ALTITUDE

OR RANGE IS SELECTED
Installations that can select extended altitude range or a target range
greater than 6 NM must display all the targets that fall within the
selected volume of airspace. THIS IS NOT THE CASE.
TCAS continuously tracks a large number of target aircraft. When the

normal altitude band and AUTO (or ON) and standard display range (6
NM) are selected, all the targets in that airspace volume are displayed.
When the extended altitude or range selections are chosen, TCAS
analyzes the data for potential conflict. If few targets are present, all the
targets are displayed. However, this is not the case in a high density
traffic area. In a high density area if, within the next 42 seconds, a
conflict does not occur, and the traffic is separated by more than 3000
feet of altitude, and is equipped with a Mode S transponder, the traffic
is not displayed. This feature is known as ”Interference Limiting.”
NOTE: Some installations also limit the total number of targets that
can be displayed at any one time.
NOTE: For more information on TCAS limitation refer to Section 6.
A28-- 1146-- 070 TCAS ADDENDA

Rev 4 5-3/(5-4 blank)
6. TCAS Limits
INTRODUCTION
This section gives answers to the question, “Why doesn’t TCAS display
show all of the aircraft all of the time?” A flight crew member might be
aware of aircraft traffic from cockpit radio communications, visual
sighting, or information from ground ATC ground stations. 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 that
operators can be more aware of the limitations of the TCAS system.
DETAILED EXPLANATION
Display Altitude Filtering

Information presented to the flight crew on the TCAS display is filtered
by a display altitude upper and lower limit usually set to 2700 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
+7000 to --2700 feet. Likewise, when in the below mode, the altitude
limit is usually --7000 to +2700 feet. All of these limits are controlled by
the control panel. Some versions of the control panel gives different
display limits and must be determined by examining the appropriate
TCAS system user documentation for any particular aircraft. Traffic
displayed on the TCAS display will seem to be appearing and
disappearing on and off of the display as each individual aircraft falls
inside or outside of the display window.
A28-- 1146-- 070 TCAS Limits

Rev 4 6-1
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 generates 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
given for up to 50 individual aircraft even when the display is showing
only a few aircraft on the display.
ATCRBS Intruder On Ground Filtering Logic

Tracking of ATCRBS transponders below 400 feet altitude above the
ground 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 flight crew on the TCAS display.
TCAS Limits A28-- 1146-- 070

6-2 Rev 4
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 occuring. 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
patterning fades or at longer distances.
On Ground Aircraft Indication
Aircraft have already been found that indicate in transponder replies

that they are on the ground when in fact they are actually flying at
altitude. Some of these aircraft intermittently indicate that they are on
the ground and some indicate continually that they are on the ground.
TCAS does not track any Mode S aircraft 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 the TCAS aircraft.
While only small numbers of these aircraft have been seen in the
environment, they do exist and flight crews must be aware of this and
must 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 inop or are turned
off. Flight crews must be aware of this and must continue visual
surveillance at all times per normal flight rules/procedures.
A28-- 1146-- 070 TCAS Limits

Rev 4 6-3
Interference Limiting
TCAS reduces its surveillance volume due to the number of TCAS 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 feet 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 greater than 3 NM or beyond 60 seconds to 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.
TCAS Limits A28-- 1146-- 070

6-4 Rev 4
Aircraft that are furthest in range or are not considered as a threat such
as “other” or “proximate” traffic, particularly when traffic at longer
ranges are dropped from the display due to interference limiting. When
maximum interference limiting occurs it is 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 close range
traffic sufficiently separated in altitude from the host aircraft that would
not 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 a 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 radar 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 8000 feet AGL or less since distances larger than this
result in enough signal strength loss to prevent multipath from occuring.
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 TCAS 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 can not
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 8000 feet AGL.
A28-- 1146-- 070 TCAS Limits

Rev 4 6-5
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 that 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 flight crews must maintain proper visual see and
avoid techniques even though the TCAS display is providing some
amount of situational awareness. The TCAS 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
TCAS surveillance analysis for the Change 7 software upgrade are
99.5% track probability for ATCRBS intruders, and at least 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 that the items discussed
above can cause a particular intruder at any particular moment to not
be tracked.
TCAS Limits A28-- 1146-- 070

6-6 Rev 4
7. Glossary
ADVISORY
A message given to the pilot containing information relevant to collision
avoidance.
AIR TRAFFIC CONTROL RADAR BEACON SYSTEM

(ATCRBS)
A secondary surveillance radar system having ground--based
interrogators and airborne transponders designed for operation in
various modes such as Mode A, Mode C or Mode S.
ALERT
Indicator (visual or auditory) warns the crew of an unusual situation in
a timely manner.
CAUTION AREA
An area of airspace that begins 20 to 48 seconds from the time an
intruder aircraft is predicted to enter the TCAS aircraft’s collision area.
COLLISION AREA
An area of three--dimensional airspace, defined by TCAS, that varies
in size based on closure rate. This area surrounds a TCAS II equipped
aircraft. TCAS II is designed to prevent other aircraft from entering this
area within the next 20--48 seconds.
INTRUDER
An aircraft equipped with an operating ATCRBS Mode A, Mode C, or
Mode S transponder that has satisfied the TCAS II intruder detection
logic, and is predicted to enter the TCAS aircraft’s collision area.
A28-- 1146-- 070 Glossary

Rev 4 7-1
MODE A
A type of transponder that provides a selected 4096 code reply
(non--altitude) when interrogated. TCAS is unable to determine a
resolution advisory or a traffic advisory from Mode A replies.
NOTE: Mode C transponders with the altitude reporting feature

disabled (or inoperative) can cause TCAS to post a traffic
advisory.
MODE C
A type of transponder that generates a reply with aircraft altitude in
addition to Mode A information when interrogated.
MODE S/WITH DIVERSITY

A type of transponder that generates replies to Mode A and Mode C
interrogations as well as discrete Mode S address interrogations from
the ground or air.
NOTE: Mode S is the means by which one TCAS--equipped aircraft

coordinates avoidance strategies with another
TCAS--equipped aircraft.
OTHER TRAFFIC
Any transponder--replying traffic not classified as an intruder or
proximate traffic, and within the range selected on the display. Other
traffic is only displayed when the transponder control panel TRAFFIC
switch is in the ON position. Display of other traffic is inhibited during
traffic advisories (TAs) and resolutions advisories (RAs).
PROXIMATE TRAFFIC
Any transponder--replying traffic within a 6 NM radius and 1200 feet
vertically of the TCAS aircraft. This traffic is displayed in conjunction
with a TA or RA.
Glossary A28-- 1146-- 070

7-2 Rev 4
RESOLUTION ADVISORY
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 intruder’s predicted flightpath is within 15--35 seconds from
entering the TCAS aircraft’s collision area. Resolution advisories fall
into two general categories:
D Corrective Advisory -- An RA that instructs the pilot to deviate from

current vertical rate.
D Preventive Advisory -- An RA that instructs the pilot to avoid

certain deviations from current vertical rate.
TRAFFIC ALERT AND COLLISION AVOIDANCE

SYSTEM (TCAS) AIRCRAFT
An aircraft equipped with TCAS II.
TCAS II
Traffic Alert and Collision Avoidance System. The II designates a

system that can provide RAs in the vertical plane. An avionic system
that uses interrogation of, and replies from, airborne radar beacon
transponders and provides TAs and RAs.
TRAFFIC ADVISORY (TA)

An advisory issued to the pilot when an intruder’s predicted flightpath
is within 20--48 seconds from entering the TCAS aircraft’s collision
area.
NOTE: TCAS can compute a traffic advisory for non--altitude

reporting Mode C (or Mode S) traffic at the RA time based on
criteria. For this reason, TAs can occur in as little time as 20
seconds. Normal TA time, however, is as low as 35 seconds.
WARNING AREA
An area of three--dimensional airspace that begins 20--35 seconds

prior to the time the intruder is predicted to enter the TCAS aircraft’s
collision area.
A28-- 1146-- 070 Glossary

Rev 4 7-3/(7-4 blank)
8. Acronyms and Abbreviations

Abbreviations used in this manual are defined as follows:
TERMS DEFINITION
ABV above
AGL above ground level
ALT altitude
ALT RPTG altitude reporting
ATC air traffic control
ATCRBS air traffic control radar beacon system
AUTO automatic
AUTO/MAN automatic/manual
B both
BLW below
cpa closest point of approach
EADI electronic attitude director indicator

EFIS electronic flight instrument system
EHSI electronic horizontal situation indicator
EICAS engine instrument crew alerting system
FL flight level
FPM feet per minute
GPWS ground proximity warning system
IDENT identification
IMC instrument meteorological conditions
L left
MAN manual
MFD multifunction display
MOPS minimum operational performance standards
MTL minimum trigger level
A28-- 1146-- 070 Acronyms and Abbreviations

Rev 4 8-1
TERMS DEFINITION
ND navigation display
NM nautical miles
NORM normal
PFD primary flight display

PGE page
R right
RA resolution advisory
RMU radio management unit
RNG range
STBY standby
TA traffic advisory
TA DSPLY traffic alert display
TA/RA traffic advisory/resolution advisory
TCAS traffic alert and collision avoidance system
TD traffic display
VMC visual meteorological conditions
VSI vertical speed indicator
VSI/TRA vertical speed indicator/traffic and resolution
advisory display
XPDR transponder
Acronyms and Abbreviations A28-- 1146-- 070

8-2 Rev 4
Index
A flat--panel VSI/TRA display,
3-25
traffic advisory displays, 3-17
acronyms and abbreviations, 8-1
electronic flight instrument
system (EFIS) traffic
advisory displays, 3-23
C flat--panel VSI/TRA display,
3-17
symbols, 3-19
Controllers and displays, 3-1 transponder/TCAS control
aural messages, 3-32 panels, 3-1
clear of conflict, 3-34 Corrective resolution advisories,
corrective resolution 3-33
advisories, 3-33 climb -- climb -- climb, 3-33
increased strength or climb, crossing climb -- climb,
reversed corrective crossing climb, 3-33
advisories, 3-34 descend -- descend -- descend,
preventive resolution 3-33
advisory, 3-32 descend, crossing descend --
resolution advisories, 3-32 descend, crossing descend,
traffic advisory, 3-32 3-33
dual mode s transponder and reduce climb -- reduce climb,
TCAS control panel, 3-5 3-33
gables dual mode s transponder reduce descent -- reduce
and TCAS control panel, 3-9 descent, 3-33
gables mode c, mode s
transponder and TCAS control
panel, 3-7
gables mode c/mode s G
transponder and TCAS control
panel with enhanced display Glossary, 7-1
controls, 3-11 advisory, 7-1
Honeywell PRIMUS II radio air traffic control radar beacon
management unit (RMU), 3-14 system (ATCRBS), 7-1
phase II (enhanced) TCAS alert, 7-1
control, 3-14 caution area, 7-1
mode c/mode s transponder and collision area, 7-1
TCAS control panel, 3-3 intruder, 7-1
mode/test annunciations, 3-35 mode a, 7-2
failure and mode mode c, 7-2
annunciation, 3-36 mode s/with diversity, 7-2
pilot initiated TCAS test, 3-35 other traffic, 7-2
resolution advisory displays, 3-25 proximate traffic, 7-2
electronic flight instrument resolution advisory, 7-3
system (EFIS) resolution TCAS II, 7-3
advisory displays, 3-30 traffic advisory (TA), 7-3
A28-- 1146-- 070 Index

Rev 4 Index-- 1
Index (cont)
traffic alert and collision P
avoidance system (TCAS)
aircraft, 7-3 Preventive resolution advisory, 3-32
warning area, 7-3 monitor vertical speed -- monitor
vertical speed, 3-32
I
S
Increased strength or reversed
corrective advisories, 3-34 Symbols, 3-19
climb, climb now! -- climb, climb colors, 3-19
now!, 3-34 data tag, 3-20
descend, descend now! -- no bearing advisories, 3-22
descend, descend now!, 3-34 off scale traffic advisory, 3-21
increase climb -- increase climb, optional display features, 3-20
3-34 other traffic, 3-19
increase descent -- increase proximate traffic, 3-19
descent, 3-34 resolution advisory, 3-19
Introduction, 1-1 traffic advisory, 3-19
System description, 2-1
O
T
Operating procedures, 4-1
basic operating procedure, 4-1 TCAS addenda, 5-1
after clearing traffic, 4-2 altitude crossing maneuver, 5-1
ground operation, 4-1 display of targets when extended
TCAS resolution advisory, 4-1 altitude or range is selected,
TCAS traffic advisory, 4-1 5-3
flightcrew responses, 4-3 expected altitude deviations, 5-1
clear of conflict, 4-6 maneuvers based solely on traffic
resolution advisories, 4-4 advisory display information,
reversed or strengthened 5-3
advisories, 4-5 TCAS II operating constraints,
traffic advisories, 4-3 5-1
typical TCAS operation, 4-7 TCAS--TCAS coordinatio, 5-1
head--on traffic conflict, 4-8 traffic advisory (TA) only
overtaking traffic conflict, 4-10 selection, 5-3
Index A28-- 1146-- 070

Index-- 2 Rev 4
Index (cont)
TCAS limits, 6-1
detailed explanation, 6-1
antenna patterning, 6-3
ATC radar coverage, 6-6
ATCRBS intruder on ground
filtering logic, 6-2
display altitude filtering, 6-1
display traffic
numbering/priority filtering,
6-2
interference limiting, 6-4
multipath, 6-5
on ground aircraft indication,
6-3
transponder
tracking/secondary
surveillance, 6-3
introduction, 6-1
summary, 6-6
A28-- 1146-- 070 Index

Rev 4 Index-- 3/(Index-- 4 blank)

TCASII Pilot Guide

Uploaded by

TCASII Pilot Guide

Uploaded by

Honeywell

Aerospace Electronic Systems

TO: HOLDERS OF THE TRAFFIC ALERT AND COLLISION

REVISION NO. 4 DATED SEPTEMBER 2000

Because of the extensive changes and additions throughout the

TCAS II Traffic Alert and

Revised September 2000

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 Honeywell. The

LASERTRAK and DATA NAV are U.S. trademarks of Honeywell

Revision Revision Insertion

4 Sep. 2000 Sep. 2000 H

A28-- 1146-- 070 Record of Revisions

List of Effective Pages

Subheading and Page Revision Subheading and Page Revision

Title Page H 4 3--11 H 4

H indicates changed, added or deleted pages.

A28-- 1146-- 070 List of Effective Pages

Subheading and Page Revision Subheading and Page Revision

Acronyms and Abbreviations

List of Effective Pages A28-- 1146-- 070

2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 2-1

3. CONTROLLERS AND DISPLAYS . . . . . . . . . . . . . 3-1

A28-- 1146-- 070 Table of Contents

Table of Contents (cont)

4. OPERATING PROCEDURES . . . . . . . . . . . . . . . . . 4-1

5. TCAS ADDENDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

6. TCAS LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Table of Contents A28-- 1146-- 070

Table of Contents (cont)

8. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 8-1

A28-- 1146-- 070 Table of Contents

Table of Contents (cont)

2--1 TCAS Intruder Caution and Warning Areas . . . . . . 2-2

3--1 Mode C, Mode S Transponder and TCAS

Table of Contents A28-- 1146-- 070

Table of Contents (cont)

4--1 Head--on Traffic Conflict

2--1 Example of TA and RA Time Calculations ...... 2-3

4--1 Traffic Advisory Message . . . . . . . . . . . . . . . . . . . . 4-3

A28-- 1146-- 070 Table of Contents

The TCAS can be operated in several configurations to display traffic

TCAS II Block Diagram

A28-- 1146-- 070 Introduction

In addition to the TCAS specific equipment listed in Table 1--1, the

These units are described in separate manuals.

Model Unit Part No.

CX--910 Dual Mode S/TCAS Controller 4052190--904/--906

Cockpit Mounted Equipment

Module Unit Part No.

XS--910 Mode S Transponder 4061400--90X

Remote Mounted Equipment

NOTE: Revision 3 of this manual is based on TCAS minimum

Introduction A28-- 1146-- 070

The TCAS is an independent airborne system. It is designed to act as

D Four aircraft--mounted antennas

TCAS has a surveillance envelope defined by a horizontal radius of

D Traffic advisory (TA)

The airspace around the TCAS aircraft, where a TA is annunciated, can

A28-- 1146-- 070 System Description

TCAS Intruder Caution and Warning Areas

System Description A28-- 1146-- 070

An example of TCAS time calculations in the horizontal direction is

NOTE: TCAS can detect and display Mode S equipped targets at up

300 200 500 5 36 TA

Example of TA and RA Time Calculations

TCAS monitors a time--based dimension of a caution area that extends

TCAS also monitors a time--based dimension of a warning area that

TCAS continuously calculates tracked aircraft projected positions. TAs

A28-- 1146-- 070 System Description

TCAS generates resolution advisories and traffic advisories against

TCAS CANNOT GIVE AN ALERT FOR TRAFFIC CONFLICTS WITH

System Description A28-- 1146-- 070

3. Controllers and Displays

TRANSPONDER/TCAS CONTROL PANELS