TCASII Pilot Handbook

TCAS II
Pilot’s Handbook
Helping You Control Your World
C28-3841-02-04
April 1995
Printed in U.S.A.
© 1995 Honeywell Inc.
Table of Contents
Section 1 ~ Introduction
1.1 PURPOSE ............................................................................... 1-1
1.2 DESCRIPTION ......................................................................... 1-1
1.3 SYSTEM CAPABILITIES ............................................................ 1-2
1.4 TCAS OPERATIONAL LIMITS ................................................... 1-2
Section 2 ~ TCAS II
2.1 GENERAL INFORMATION ........................................................ 2-1
2.2 TCAS II ADVISORIES ............................................................... 2-3
2.2.1 Traffic Advisory .............................................................. 2-4
2.2.2 Resolution Advisory ....................................................... 2-4
2.3 EQUIPMENT ........................................................................... 2-6
2.3.1 Transponder/TCAS II Control Panels ............................... 2-8
2.3.1.1 TCAS/XPDR Mode-Selector ................................... 2-8
2.3.1.2 TCAS TEST Pushbutton ....................................... 2-10
2.3.1.3 XPDR Code Window ........................................... 2-10
2.3.1.4 IDENT Pushbutton .............................................. 2-10
2.3.1.5 ALT RPT Switch ................................................... 2-10
2.3.1.6 TA DISPLAY (Traffic) Switch ................................. 2-11
2.3.1.7 Amber “XPDR FAIL” Light ................................... 2-11
2.3.1.8 XPDR Select Switch ............................................. 2-11
2.3.2 TA/RA Annunciators .................................................... 2-12
2.3.3 Displays ....................................................................... 2-12
2.3.3.1 Flat Panel VSI/TRA Indicator ................................ 2-12
2.3.3.2 Primary Flight and Navigation Displays ................. 2-14
2.3.3.3 Modified Weather Indicator ................................ 2-18
2.4 DISPLAY SYMBOLOGY ......................................................... 2-19
2.4.1 Color .......................................................................... 2-19
2.4.2 Indications and Symbols .............................................. 2-20
2.4.2.1 Traffic Advisory ............................................................... 2-20
2.4.2.2 Resolution Advisory ............................................ 2-20
2.4.2.3 Proximate Traffic ................................................. 2-20
2.4.2.4 Other Traffic ....................................................... 2-21
2.4.2.5 Data Tag ............................................................ 2-21
2.4.2.6 Off Scale Traffic Advisory .................................... 2-22
2.4.2.7 No Bearing Advisories ......................................... 2-23
TC-1
Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.
TCAS II Pilot's Handbook
2.5 AURAL MESSAGES ............................................................... 2-24

2.5.1 Traffic Advisory ............................................................ 2-24
2.5.2 Resolution Advisories ................................................... 2-24
2.5.2.1 Preventive or Weakening Advisory ....................... 2-24
2.5.2.2 Corrective Resolution Advisories .......................... 2-25
2.5.2.3 Increased Strength or Reversed
Corrective Advisories ........................................... 2-25
2.5.3 Clear of Conflict .......................................................... 2-26
2.6 VSI/TRA MODE AND FAILURE ANNUNCIATIONS ................... 2-27
2.6.1 Mode Annunciations ................................................... 2-27
2.6.2 Failure Annunciations................................................... 2-29
2.6.3 Self Test Annunciations ................................................ 2-32
2.7 TCAS II Logic Parameters ...................................................... 2-34
2.7.1 Sensitivity Level............................................................ 2-34
2.7.2 Alarm Time ................................................................. 2-34
2.7.3 Protected Area ............................................................ 2-35
2.7.4 Vertical Threshold ........................................................ 2-35
Section 3 ~ Flight Crew Response

3.1 PILOTRESPONSIBILITIES ......................................................... 3-1
3.2 EXPECTEDFLIGHTCREWRESPONSE ....................................... 3-5
3.2.1 Traffic Display Advisories ................................................ 3-8
3.2.1.1 Response to Traffic Advisory .................................. 3-8
3.2.2 Resolution Advisory Displays and Annunciations ............. 3-9
3.2.2.1 Response to Preventative or Weakening RA ......... 3-10
3.2.2.2 Response to Climb RA ......................................... 3-11
3.2.2.3 Response to Descend RA .................................... 3-12
3.2.2.4 Response to Crossing Climb RA ........................... 3-13
3.2.2.5 Response to Crossing Descend RA ....................... 3-14
3.2.2.6 Response to Reduce Descent RA ......................... 3-15
3.2.2.7 Response to Reduce Climb RA ............................. 3-16
3.2.2.8 Reverse Advisories .............................................. 3-16
3.2.2.8.1 Response to Climb Now RA ........................ 3-17
3.2.2.8.2 Response to Descend Now RA .................... 3-18
3.2.2.9 Increase Advisories ................................................... 3-19
3.2.2.9.1 Response to Climb Now RA ........................ 3-19
3.2.2.9.2 Response to Increase Descent RA ............... 3-20
3.2.3 Clear of Conflict Advisory ............................................ 3-21
3.2.4 Multi-Aircraft Advisories ................................................ 3-22
TC-2
Appendix A ~ Frequently Asked Questions
Appendix B ~ Glossary
Appendix C ~ TCAS II EFIS Displays
Appendix D ~ Bibliography
TC-3
Section 1 INTRODUCTION
1.1. PURPOSE
This pilot’s handbook is written to familiarize the reader with the

Honeywell Traffic Alert and Collision Avoidance System (TCAS II).
This familiarization will cover basic system knowledge, normal
operating principals and limitations.
All flight crew members must complete an airline documented and

approved training course to become TCAS II qualified.
Note: This TCAS II guide was written as an aid to the operation of

the Honeywell system. Although other suppliers equipment
may be integrated with Honeywell TCAS II subsystems,
precise operation of these integrations is beyond the scope
of this document.
1.2. DESCRIPTION
TCAS II assists the pilot in avoiding midair collisions.
TCAS II is an independent onboard collision avoidance system. It

is designed as a backup to the ATC system and the “see and
avoid” concept. The system is designed to provide safe separa-
tion between aircraft predicted to be on collision trajectories while
minimizing ATC clearance deviation or excursions.
TCAS II continually surveys the airspace around the aircraft,

seeking replies from other aircraft in the vicinity via their ATC
transponders. Utilizing MODE-C or MODE-S transponder replies
from other aircraft, TCAS II determines range, relative bearing, and
relative altitude of the aircraft (if their altitude reporting function is
operating). Flight paths are then predicted using this information.
1-1
If the flight path of an aircraft is predicted to penetrate the Collision

Area surrounding a TCAS II aircraft, TCAS II informs the flight crew
by visual and aural annunciation. In addition, TCAS II directs
evasive vertical maneuvers intended to preserve or increase
vertical clearance to avoid intruder aircraft. TCAS II considers all
aircraft (up to 31) that are predicted to penetrate the collision area
when resolving encounters. If the Honeywell VSI/TRA is used, a
maximum of 12 aircraft are displayed at one time.
1.3 SYSTEM CAPABILITIES
• 40 NM surveillance range for Mode-S

• 20 NM surveillance range for ATCRBS
• 50 aircraft tracks
• 1,200 kts closing speed
• 10,000 feet per minute vertical closing rate
• Normal escape maneuvers
- Climb or descend
- Vertical speed in the green
• Enhanced escape maneuvers
- Increased rate climb or descent
- Reverse direction of climb or descent
• Escape maneuver coordination
1.4 TCAS OPERATIONAL LIMITS
• No climb commands when 1500 fpm is not possible.

• No increase climb commands when 2500 fpm is not possible.
• No descend commands below 1000 ft AGL.
• No RAs (Resolution Advisories) below 1000 ft AGL.
• No TAs (Traffic Advisories) for intruders below 380 ft AGL.
• No operation when
- Mode-S transponder fails (Display shows “TCAS FAIL”)
- Barometric altitude source fails (Display shows “TCAS OFF”)
- Radio altitude fails (Display shows “TCAS FAIL”)
1-2
Section 2 TCAS II
2.1 GENERAL INFORMATION
TCAS II is an environmental system similar to GPWS and the

Windshear Alerting System. TCAS II alerts and advisories are in-
dependent of the Master Caution and Warning System. The prior-
ity of the environmental alerts are as follows:
• First Windshear
• Second GPWS
• Third TCAS II
When TCAS II is inhibited by Windshear or GPWS, TCAS II will re-

vert to the “Traffic Alert Only” mode and aural alerts will be inhib-
ited.
The Traffic Alert and Collision Avoidance System (TCAS II) is an in-
dependent airborne system. It is designed to act as a backup to
the ATC system and the “see and avoid” concept. TCAS II con-
sists of four aircraft-mounted antennas, a TCAS II Computer Unit,
Mode-S transponder Unit, and displays and controls in the cockpit.
TCAS II continually surveys the airspace around an aircraft, seek-
ing replies from other aircraft in the vicinity via their ATC transpon-
ders. The transponder replies are tracked by the TCAS II system.
Flight paths are predicted based upon these tracks. Paths pre-
dicted to penetrate a Collision Area, (see figure 2-1), surrounding
the TCAS II aircraft are annunciated by TCAS II. TCAS II generates
two types of annunciations: Traffic Advisories (TA) and Resolution
Advisories (RA). TCAS II provides a time based alert, therefore the
physical dimensions the Caution and Warning Areas are a func-
tion of closure speed .
TCAS II continuously calculates and tracks the projected positions

of Mode-S equipped aircraft within 40 NM and ATCRBS equipped
aircraft within 20 NM. TAs and RAs are therefore constantly up-
dated and provide real time advisory and position information.
2-1
COLLISION
WARNING AREA
AREA
CAUTION AREA
RA
15 - 35 SECONDS
TA
20 - 48 SECONDS
RA
TA
Figure 2-1
TCAS II Intruder Caution and Warning Areas
2-2
2.2 TCAS II ADVISORIES
TCAS II generates Resolution Advisories and Traffic Advisories

against intruder aircraft with ATC transponders replying in Mode-C
and Mode-S (see figure 2-2). These transponders include altitude
in their transmissions. TCAS II uses the altitude information for
Resolution Advisory computations. For intruder aircraft whose
transponders reply in Mode-A (non-altitude reporting), TCAS II can
only generate Traffic Advisories.
TA’s and RA’s are constantly updated once per second and provide
real time advisory and position information to the aircrew.
Figure 2-2
TCAS II Protection and Services
2-3
WARNING
TCAS II tracks aircraft by interrogating and monitoring their ATC
transponders. TCAS II can not detect aircraft without operating
(replying) transponders.
Once the system predicts that appropriate separation is attained

“CLEAR OF CONFLICT” is annunciated to confirm that the
encounter has ended. The flight crew must then return to the
original ATC clearance profile.
A preventive or weakening advisory, such as "MONITOR

VERTICAL SPEED," may be given to minimize the deviation from
ATC clearance.
2.2.1 Traffic Advisory
A Traffic Advisory (TA) is displayed 20-48 seconds from the time the
intruder aircraft is predicted to enter the TCAS II aircraft’s protected
collision volume. The actual distance at the time of the advisory
varies because of the intruder’s closure velocity and altitude. The TA
is announced aurally by the announcement “TRAFFIC - TRAFFIC.”
If installed, the “TA” annunciator will also illuminate. The traffic
displayed includes the range, bearing and altitude of the intruder
relative to the TCAS II aircraft. The flight crew is to use this
information to aid in visually locating the intruder.
Note: On non-altitude reporting intruders TCAS II will not

annunciate a Resolution Advisory. To minimize nuisance
alerts TCAS II will delay announcing a Traffic Advisory for
non-altitude intruders until 15-35 seconds from the collision
volume.
2.2.2 Resolution Advisory
A Resolution Advisory (RA) is displayed 15-35 seconds from the

time the intruder aircraft is predicted to enter the TCAS II aircraft’s
collision area. The actual distance at the time of the advisory will
vary because of the intruder’s closure velocity and altitude. Should
an intruder enter this Warning Area, a RA is issued by the system.
2-4
The RA is indicated on the VSI/TRA or EFIS in the form of

prohibited (RED arc/band) and target (GREEN arc/band) vertical
speeds and is accompanied by an aural announcement. The RA is
will increase or maintain vertical separation relative to an intruding
aircraft. It will consist of either a Corrective Advisory (with red and
green arcs), calling for a change in aircraft vertical speed, or a
Preventive Advisory (red arc only), where vertical speed
restrictions exist to ensure separation of traffic.
Pilots are authorized to deviate from their current ATC clearance to

the extent necessary to comply with the TCAS II Resolution Advisory
(RA). Pilots must minimize clearance deviation upon receipt of a
preventive (or softening) advisory. When "CLEAR OF CONFLICT" is
annunciated, return to the clearance profile.
Note: Intruder altitude information is necessary for Resolution

Advisory computations. TCAS II will not issue Resolution
Advisories for aircraft with non-altitude reporting
transponders.
WARNING
In some instances where inhibiting RA’s would be appropriate it
is not possible to do so due to the limited number of inputs to
TCAS II. In these cases, TCAS II may command maneuvers which
may significantly reduce stall margins. Conditions where this
may occur include:
• Bank angle (in excess of 15 degrees)
• Engine out (pilot should select TA only)
• Abnormal configurations such as landing gear not
retractable, leaving aircraft in inappropriate
configurations when climb RA occurs, etc.
• Operation at temperatures outside ISA + / - 50°F
• Speeds below normal operating speeds
• Buffet margin less than 0.3g
2-5
2.3 EQUIPMENT
TCAS II is a single system installation consisting of the following

equipment:
• TCAS Computer Unit

• Top and bottom mounted TCAS directional antennas
(one bottom omni-directional antenna may be used in lieu
of bottom directional antenna)
• Two Mode-S transponders or one Mode-S transponder and
one Mode-C transponder
• Top and bottom Mode-S transponder omni-directional
antennas
• ATCRBS/TCAS Mode-S panel or a Dual Mode-S/TCAS
panel
• Two VSI/TRA displays or a dual Electronic Flight
Instrumentation System (EFIS) system
Figure 2-3 shows a typical TCAS II cockpit installation with VSI/

TRA displays. The cockpit speaker system is used for voice
messages. A typical EFIS system consists of a Nav Display (ND)
and a Primary Flight Display (PFD).
The VSI/TRA’s or Dual EFIS’s serve three purposes in the cockpit:
1. They display vertical speed information in a conventional

format.
2. They provide a traffic advisory display to the pilot.
3. They serve as the cockpit “Resolution Advisory” display.
TCAS II requires the following equipment to be functional and

operating:

• Mode-S Transponder
• Control Panel
• Air Data Computer
• One VSI/TRA or EFIS PFD/ND display
• Radio Altimeter
2-6
2.3 EQUIPMENT
TCAS II is a single system installation consisting of the following

equipment:

• Top and bottom mounted TCAS directional antennas
(one bottom omni-directional antenna may be used in lieu
of bottom directional antenna)
• Two Mode-S transponders or one Mode-S transponder and
one Mode-C transponder
• Top and bottom Mode-S transponder omni-directional
antennas
• ATCRBS/TCAS Mode-S panel or a Dual Mode-S/TCAS
panel
• Two VSI/TRA displays or a dual Electronic Flight
Instrumentation System (EFIS) system
Figure 2-3 shows a typical TCAS II cockpit installation with VSI/

TRA displays. The cockpit speaker system is used for voice
messages. A typical EFIS system consists of a Nav Display (ND)
and a Primary Flight Display (PFD).
The VSI/TRA’s or Dual EFIS’s serve three purposes in the cockpit:
1. They display vertical speed information in a conventional

format.
2. They provide a traffic advisory display to the pilot.
3. They serve as the cockpit “Resolution Advisory” display.
TCAS II requires the following equipment to be functional and

operating:

• Mode-S Transponder
• Control Panel
• Air Data Computer
• One VSI/TRA or EFIS PFD/ND display
• Radio Altimeter
2-6
SPEAKER
1 2 1 2
.5 4 .5 4
0 -03 -05 6 0 -03 -05 6

-12
-12
.5 4 .5 4
1 2 1 2
T3841-02-08bz
T3841-02-08bz
CAPTAIN’S VSI F/O’S VSI
DUAL MODE-S
MODE-S/ATCRBS
T3841-02-02z
Figure 2-3
Typical TCAS II Cockpit Component Locations
2-7
2.3.1 Transponder/TCAS II Control Panels
An aircraft with TCAS II has one of two types of TCAS/ATC Tran-

sponder Control Panels installed. TCAS II requires a Mode-S
transponder to operate. On aircraft where one Mode-C transpon-
der has been replaced with a Mode-S transponder, a ATCRBS/
TCAS Mode-S panel similar to figure 2-4 is installed. On aircraft
where both ATC Mode-C transponders have been replaced by ATC
Mode-S transponders, a DUAL MODE-S/TCAS panel similar to
figure 2-5 is installed. Control panels produced by other suppliers
may have additional functions supported by enhancements in the
Honeywell TCAS II computer.
In addition to being the normal transponder control panel, these

panels also control TCAS II Mode-Selection. The function of each
of the controls is detailed on the following pages.
Refer to figure 2-3 for the location of the lettered call-outs for the
ATCRBS/TCAS MODE-S Transponder control panel and figure 2-4
for the location of the lettered call-outs for the DUAL MODE-S
Transponder (XPDR) control panel.
2.3.1.1 A TCAS/XPDR Mode-Selector
For the MODE-C/TCAS MODE-S panel, there is a five-position

switch to select the transponder and/or TCAS II mode.
TCAS - TA/RA: The TA/RA mode is the normal operating

mode. In the TA/RA mode, TCAS II provides Traffic Advisories
and Resolution Advisories.
TCAS - TA: TCAS II provides Traffic Advisories only; no Reso-

lution Advisories are issued. This mode prevents TCAS II from
issuing RAs when the TCAS II aircraft is intentionally flying
close to another aircraft, such as closely spaced parallel
approaches.
MODE-S ON: Activates the MODE-S transponder function

only; “TCAS OFF” is annunciated on the TCAS II display.
STBY: Selects the transponder to Standby. “TCAS OFF” is
annunciated on the TCAS II display.
ATC: This position activates the ATCRBS Mode-C transponder

function only; “TCAS OFF” is annunciated on the TCAS II display.
2-8
F D C G A
E B
Figure 2-4
MODE-C/TCAS MODE-S Transponder Control Panel
F D C G A
E B H
Figure 2-5
DUAL MODE-S Transponder Control Panel
2-9
For the DUAL MODE-S panel, there is a four-position switch to

select the transponder and/or TCAS II mode.
TCAS - TA/RA Mode: Same as above.
TCAS - TA Mode: Same as above.
XPDR ON: The XPDR ON position activates the transponder

function only; TCAS II is disabled and “TCAS OFF” is annunci-
ated on the TCAS display.
STBY: This position sets the transponder to Standby. TCAS II

is also disabled and “TCAS OFF” is annunciated on the TCAS
II display.
2.3.1.2 B TCAS TEST Pushbutton
Pressing this switch activates the TCAS II Self-Test feature.
2.3.1.3 C XPDR Code Window
Displays a four digit transponder code and ATC #1 or ATC #2 to

confirm XPDR selection.
2.3.1.4 D IDENT Pushbutton
This pushbutton functions the same as conventional XPDR “IDENT”

keys.
2.3.1.5 E ALT RPT Switch
This three-position switch functions the same as conventional

XPDR “Altitude Reporting” switches.
2-10
2.3.1.6 F TA DISPLAY (Traffic) Switch
AUTO: Normal TCAS II 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 II operation.
ON: Displays all traffic within range of TCAS II or the display

whichever is most restrictive, and ± 2700 feet vertically of own
aircraft. The vertical limits may be switch selectable (on optional
control panels) to view traffic from 2700 feet below own aircraft to
a maximum of 9900 feet above or to view traffic from 2700 feet
above own aircraft to a maximum of 9900 feet below. The TA or
TA/RA mode must be selected in order for TCAS II operation.
OFF: No traffic displayed on traffic display.
2.3.1.7 G Amber “XPDR FAIL” Light
This lamp is illuminated when the selected transponder system

has failed. Loss of valid altitude data to the transponder will also
cause “TCAS OFF” to be displayed.
Note: Loss of valid altitude information to the transponder will

cause TCAS II to display "TCAS OFF."
2.3.1.8 H XPDR Select Switch
This two-position switch selects XPDR #1 or #2 respectively.
2-11
2.3.2 TA/RA Annunciators
Some installations include TA/RA annunciators, which are in view

of the pilot and copilot on their respective instrument panels. The
annunciator-switch is labeled “TCAS” with dead front amber “TA” in
the lower left hand corner and a dead front red “RA” in the lower
right hand corner. When a Traffic Advisory occurs, the “TA”
illuminates. When a Resolution Advisory occurs the red “RA”
illuminates. The annunciation will persist throughout the TA and/or
RA. Pushing the TCAS, TA/RA annunciator will cancel the current
illuminated aural annunciation or emergency cancel voice
message. Any subsequent messages are NOT canceled.
2.3.3 Displays
There are three possible display installations. The way TCAS II

symbology is displayed depends upon the type of installation. A
flat-panel VSI/TRA (Vertical Speed/Traffic) Indicator installation
shows both traffic and vertical speed information on the indicator.
An EFIS installation displays traffic on the ND (Navigation Display)
and shows vertical speed information for RAs on the PFD (Primary
Flight Display) VSI tape. A third application includes a dedicated
traffic display using a modified weather indicator. Differences in
operation do exist depending on the manufacturer. Appendix C
shows TCAS II symbology on the ND and PFD for different EFIS
aircraft.
2.3.3.1 Flat Panel VSI/TRA Indicator
In this installation the Vertical Speed Indicator takes on the addi-

tional function of displaying Traffic and Resolution Advisories, in
addition to other traffic information (see figure 2-6). Internal switch-
ing of TCAS automatically presents a TCAS Traffic Display on the
VSI/TRA when a Traffic Advisory or Resolution Advisory intruder is
detected, as long as the TCAS/XPDR Mode-Selector is positioned
to TCAS MODE: TA or TA/RA, and the TRAFFIC switch is in the
AUTO position. Full time display of traffic is available with the
TRAFFIC switch in MAN or ON.
2-12
A white airplane symbol is displayed in the lower center of the VSI/

RA representing your TCAS equipped aircraft. A white range ring
consisting of 12 dots surrounds the airplane at a radius of 2 nauti-
cal miles. These dots correspond to clock position and are in-
tended to assist the crew coordination of TCAS traffic information,
while visually searching for an intruder.
The standard or default scale of the VSI display is 6.5 nautical

miles to the top display edge of the VSI (ahead of the aircraft), 4.5
miles to the left and right edges, and 2.75 nautical miles to the bot-
tom (rear of your aircraft). Color-coded symbols are used on this
display to indicate traffic aircraft in your area.
1 2 1 2
.5 4 .5 4
-10
0 6 0 -04 6
.5 4 .5 4
1 2 1 2
T3841-02-03z T3841-02-04z
VSI/Traffic Indicator Traffic Advisory Display
Figure 2-6
Flat Panel VSI/TRA Indicator
2-13
TCAS II provides color coded visual advisory areas behind the

Vertical Speed Indicator's scale for RAs. These color coded
indications instruct the pilot what vertical speed range is to be
avoided (red) and if necessary a target vertical speed (green).
Figure 2-7 shows a corrective RA display for the aural message
"Climb - Climb - Climb."
1 2
TARGET
VERTICAL
.5 4
SPEED (GREEN)
0 -03 -05 6
PROHIBITED -12
VERTICAL
SPEED (RED) .5 4
1 2
T3841-02-08az
Figure 2-7
Climb Resolution Advisory - "Climb - Climb - Climb"
2.3.3.2 Primary Flight and Navigation Displays
TCAS information displayed on the Electronic Primary Flight and

Navigation Displays is similar to that in combined VSI/TRA Indicator
equipped aircraft. Symbols, aural alerts, and pilot action are identical.
However, it is necessary to recognize that Vertical Speed information
for Resolution Advisories appears as green “Fly to” or red “Avoid”
areas on the PFD’s VSI tape. TCAS traffic, on the other hand, is
displayed on the Navigation Display. TCAS traffic display on the
Navigation Display varies with ND manufacturer, refer to Appendix C.
The Honeywell produced MD-11 Electronic Instrument System’s (EIS)
Primary Flight and Navigation Displays are illustrated in figures
2-8, 2-9, and 2-10. Some installations provide pitch guidance.
When a RA or TA occurs and the ND range selected is greater
than 40 NM, the pilot will be prompted to "reduce range" on the ND.
2-14
145 THRUST LOC G/S

AP1
4
200 3
20 20 2
180 10 10
1
2500
160 2200
151 2100 0
140
10 10
2000 1
120
20 20
2
2125 3
100 200 BARO 4
QNH 29.92
FLAPS 35 300
ILGB
29 30 31 32
28 33
27
T3841-02-22z
Figure 2-8
MD-11 EIS PFD - CLIMB RA Shown
2-15
PERSAN 30.5NM/ 15.1

GS 262 HDG 180 MAG
TAS 300 11:55
17+07 18 19 20
30˚ /20 16
15 21
14 22
13
23
+ 11
+ 14
* * *
* *
* - 01 *
* *
* * * RNG 10
+ 05
143˚/- - - - - CRL 5 CDG 281˚ / 96.2NM
T3841-02-23z
Figure 2-9
MD-11 EIS ND - TCAS Mode
2-16
GS 262 PERSAN 30.5NM/ 15.1

TAS 300
HDG 180 MAG
11:55
17 18 19
30˚ /20 16 CRIEL
20
15 BRD MT
21
14 22
13
23
EIFFL
+ 11
CRL
+ 14 PERSAN
FL 230
CDG
CDU MSG
ADD DRAG
TRFK/B + 05 RNG 10
DATA LFPG MAP
VOR/NDB STAB
TLT -3
143˚/- - - - - CRL 5 CDG 281˚ / 96.2NM
T3841-02-24z
Figure 2-10
MD-11 EIS ND Map Mode - TCAS Traffic Shown
(TRFC Button Pressed)
2-17
2.3.3.3 Modified Weather Indicator
Figure 2-11 shows an example of a dedicated traffic display using

a modified weather indicator.
5 10 20 40
TCAS BRT
AUTO
ABOVE RNG 10
NORM
BELOW
TEST
T3841-02-56z
Figure 2-11
Modified Weather Indicator
2-18
2.4 DISPLAY SYMBOLOGY
This section is illustrated using the VSI/TRA Indicator for simplifica-

tion. Refer to Appendix A for ND and PFD displays for other EFIS
aircraft TCAS II displays.
2.4.1 Color
Symbology on the displays is color coded. The following para-

graphs describe what each color represents.
Red: Represents an immediate threat to a TCAS equipped

aircraft. Prompt action is required to avoid the intruder. This
color will only be used in conjunction with a TCAS Resolution
Advisory (RA).
Amber: Represents a moderate threat to a TCAS equipped

aircraft. A visual search is recommended to prepare for in-
truder avoidance. Amber is used only in conjunction with a
TCAS Traffic Advisory (TA).
Blue/White: Represents “Proximate Traffic” and “Other

Traffic” the TCAS surveillance logic has in its “track file”.
1 2
.5 4 RESOLUTION
ADVISORY
PROXIMATE
PROXIMATE (SOLID RED SQUARE)
TRAFFIC
(BLUE)
(CYAN)
0 -03 -05 6
TRAFFIC
-12 ADVISORY
(AMBER)
.5 4
1 2
T3841-02-08z
Figure 2-11
Indications and Symbols
2-19
2.4.2 Indications and Symbols
Intruders are prioritized and displayed based on their measured

range and relative range rate with respect to the TCAS aircraft.
The maximum number of intruders the VSI/TRA’s may display is
twelve. The highest priority is given to RA’s. The remaining TA’s (if
present) and Proximate Traffic (if present) are displayed according
to their predicted time to closest approach.
2.4.2.1 Traffic Advisory -
Intruder aircraft entering the Caution Area, 20 - 48 seconds from

the TCAS II collision area, are represented as a solid amber circle,
(see figure 2-12).
2.4.2.2 Resolution Advisory -
Intruder aircraft entering the Warning Area, 15 - 35 seconds from

the TCAS II collision area, are represented as a solid red square,
(see figure 2-12).
2.4.2.3 Proximate Traffic -
Traffic within 6 nautical miles or the range capability of the display,

± 1200 feet vertically, and not generating and RA or TA, are
represented as a solid blue or white diamond. Proximate Traffic
are shown to improve situational awareness in the event of a
potential conflict with higher priority RA or TA aircraft, (see figure 2-12).
2-20
2.4.2.4 Other Traffic -
Any transponder-replying traffic within the range of the display,

within 2700 feet vertically, and not classified as an intruder or
proximate traffic are represented as hollow blue or white
diamonds. The vertical limits may be switch selectable to view
either traffic from 2700 feet below own aircraft to a maximum of
9900 feet above or traffic from 2700 feet above own aircraft to a
maximum of 9900 feet below. The predicted flight paths of
Proximate and Other Traffic do not penetrate the Collision Area of
the TCAS aircraft.
Note: Other traffic is not displayed when TA’s or RA’s are in

progress.
2.4.2.5 Data Tag - -03 ↓
A data tag consists of a two digit number, a plus or minus sign, and
may include an arrow. The data tag appears either above or below
the intruder aircraft symbol with the same color as the advisory,
(see figure 2-12).
Two Digit Number: The two digits represent 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 will be placed above the traffic
symbol and preceded by a + sign; for one below, the tag will be
placed below the traffic symbol and be preceded by a - sign.
Plus or Minus Sign: The plus or minus sign appears adja-

cent to the relative altitude number and indicates whether the
displayed aircraft is above or below the TCAS aircraft.
Arrow: A vertical arrow will be 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.
2-21
2.4.2.6 Off Scale Traffic Advisory
In the event that TCAS is tracking an intruder that is outside the

range of the display but has entered the Caution or Warning areas,
one-half of the appropriate symbol will appear at the appropriate
bearing at the edge of the display area, (see figure 2-13). The
symbol will appear in it’s proper color and have its data tag dis-
played, providing there is room. For example, a TA intruder with a
high closure rate, and which is directly ahead and is 300 feet below
the TCAS aircraft will appear as an amber filled half-circle at the 12
o’clock position on the edge of the display area. The data tag “-
03” will appear below the half-symbol. If this intruder is above your
altitude, the data tag is not visible. An off scale RA intruder will
appear as a red filled half-square with data tag, if possible.
1 2 1 2
-03
.5 4 .5 -02 4
0 6 0 6
.5 4 .5 4
1 2 1 2
T3841-02-05z T3841-02-06z
Figure 2-13
Off Scale Traffic Advisories
2-22
2.4.2.7 No Bearing Advisories
If and when TCAS II is unable to track the bearing of an intruder,

the traffic advisory will appear in the lower center of the display just
below the own aircraft symbol, (see figure 2-14). The advisory will
present appropriate color-coded traffic information. This phenom-
enon usually is caused either by temporary antenna shielding
caused by steep bank angles or a failure in the TCAS bearing an-
tenna. Up to two lines of information can be displayed. “TA 5.2 -06
-” for example means an intruder is creating a Traffic Advisory 5.2
nautical miles away, 600 feet below and climbing in excess of 500
FPM. “RA 0.6 00” means resolution advisory traffic is 0.6 nautical
miles away at the same altitude. TCAS II’s ability to compute a
Traffic or Resolution Advisory is not degraded by lack of bearing in-
formation.
1 2
.5 4
0 6
.5 TA 2.0+02 4
1 2
T3841-02-07z
Figure 2-14
No Bearing Intruder
2-23
2.5 AURAL MESSAGES
TCAS II generates 13 aural alerts or messages, excluding the test

aurals, that are announced over the cockpit loudspeaker system.
These messages accompany the visual TA or RA displayed.
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 announced immediately. TCAS II audio level is preset and not
adjustable by the aircrew.
2.5.1 Traffic Advisory
“TRAFFIC - TRAFFIC”
The Traffic Advisory aural alert, "TRAFFIC" is spoken twice.

This alert occurs when TCAS II predicts an intruder will enter
the collision area within 20 - 48 seconds. Simultaneously the
TCAS II Traffic Display will display the location of the intruder.
2.5.2 Resolution Advisories
Resolution Advisory messages indicate evasive vertical maneu-

vers calculated to increase separation between the TCAS II aircraft
and the intruder (corrective advisory) or indicate that certain
changes in vertical speed are not recommended (preventive).
Resolution Advisory messages made up of a single word are re-
peated three times; longer messages are repeated twice.
2.5.2.1 Preventive or Weakening Advisory
“MONITOR VERTICAL SPEED - MONITOR VERTICAL SPEED”
This advisory may be a preventive or weakening advisory. The

pilot is to monitor the vertical speed of the aircraft, keeping the
VSI pointer out of the RED “Prohibited” area on the VSI scale.
The pilot is further expected to minimize the deviation from ATC
clearance to reduce further adverse effects on Air Traffic
Control.
2-24
2.5.2.2 Corrective Resolution Advisories
Once these commands are given the pilot has 5 seconds to make
the controlled 0.25 “G” pitch change required. This is impercep-
tible by most passengers.
“CLIMB - CLIMB - CLIMB”
Climb at the rate indicated on the RA indicator, 1500 FPM to

2000 FPM climb.
“DESCEND - DESCEND - DESCEND”
Descend at the rate indicated on the RA indicator, 1500 FPM to

2000 FPM climb.
“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 own

flight path will cross intruder’s altitude.
“DESCEND, CROSSING DESCEND - DESCEND, CROSSING

DESCEND”
Descend at the rate shown in the RA indicator. Note that own

flight path will cross intruder’s altitude.
2.5.2.3 Increased Strength or Reversed Corrective Advisories
Those corrective advisories which indicate that a previously an-

nounced advisory must be increased in strength or reversed. The
target vertical speed must be attained 2.5 within seconds. The
0.35 “G” maneuver should be a 2 to 3.5 degree per second pitch
change, smooth and precise as any instrument maneuver.
2-25
Note: These advisories are expected to occur only on rare occa-

sions usually when an intruder suddenly changes it’s current
flight path. (Maneuvering intruder)
“INCREASE CLIMB - INCREASE CLIMB”
Increase climb to that shown by the green are on the RA

indicator, from 2500 to 3000 FPM.
“INCREASE DESCENT - INCREASE DESCENT”
Increase climb to that shown by the green are on the RA

indicator, from 2500 to 3000 FPM.
“CLIMB, CLIMB NOW! - CLIMB, CLIMB NOW!”
Follows a Descend advisory when TCAS has determined that

a reversal of vertical speed is necessary to provide adequate
separation. The target V/S for this green arc climb is 1500 to
2000 FPM.
“DESCEND, DESCEND NOW! - DESCEND, DESCEND NOW!”
Follows a Climb advisory when TCAS has determined that a

reversal of vertical speed is necessary to provide adequate
separation. The target V/S for this green arc descent is 1500
to 2000 FPM.
2.5.3 Clear of Conflict
“CLEAR OF CONFLICT”
This single announcement confirms that the encounter has

ended and separation is increasing. A return to original ATC
clearance profile is expected.
2-26
2.6 VSI/TRA MODE AND FAILURE ANNUNCIATIONS
The VSI/TRA provides visual mode and failure annunciations in the

upper left and right corners, and center of the display. Refer to Ap-
pendix A for a complete list with detailed descriptions and graphic
examples.
2.6.1 Mode Annunciations
The message TA ONLY confirms the selection of Traffic Alert only

mode. This message is also present when RA’s are inhibited due
to a GPWS alert, Windshear Alert, or when the aircraft is either on
the ground or below 1000 feet AGL. See figure 2-15.
TA
ONLY
1 2
.5 4
-12
0 6
.5 4
1 2
T3841-02-28z
Figure 2-15
TA ONLY Annunciation
2-27
TCAS OFF appears when the Mode-Selected is transponder only,

STANDBY or if the ATCRBS transponder is selected. This in-
cludes failure of the selected Mode-S Transponder or selection of
altitude reporting to OFF. See figure 2-16.
1 2 IVS
.5 4
0 TCAS OFF 6
.5 4
1 2
T3841-02-37z
Figure 2-16
TCAS OFF Annunciation
The message RA ONLY confirms the selection of RA only mode in

those aircraft equipped with a Control Panel with that capability.
See figure 2-17.
1 2
.5 4
0 RA ONLY 6
.5 4
1 2
T3841-02-25z
Figure 2-17
RA ONLY Annunciation
2-28
2.6.2 Failure Annunciations
If an in-flight failure of the minimum equipment required for TCAS

operation occurs TCAS FAIL will appear to the right of center on
the displays. See figure 2-18.
1 2
.5 4
0 TCAS FAIL 6
.5 4
1 2
T3841-02-36z
Figure 2-18
TCAS FAIL Annunciation
RA FAIL (Resolution Advisory Fail) will appear when TCAS cannot

post Resolution Advisories. See figure 2-19.
RA
FAIL
1 2
.5 4
0 6
.5 4
1 2
T3841-02-30z
Figure 2-19
RA FAIL Annunciation
2-29
TD FAIL (Traffic Display Fail) appears if TCAS cannot post traffic

advisories. This is an advisory annunciation. See figure 2-20.
1 2
.5 4
0 TD FAIL 6
.5 4
1 2
T3841-02-27z
Figure 2-20
TD Fail Annunciation
In the case of failure of the VSI/TRA itself, a red X may appear

across the display. A two digit code located at the bottom-center is
provided for maintenance information.
Failure or loss of valid Vertical Speed Data input will prevent display
of Resolution Advisory information. “RA FAIL” and “VSI FAIL” will be
annunciated on the indicator and the VSI arrow is not displayed.
See figure 2-21.
2-30
VSI
RA
FAIL
1 2 FAIL
.5 4
0 6
.5 4
1 2
T3841-02-32z
Figure 2-21
VSI FAIL and RA FAIL Annunciations
In the case of TCAS failure, deactivate TCAS II by selection of the

“XPDR/MODE-S ON” (TRANSPONDER ONLY) position of the
Mode-Select switch (figure 2-4 and 2-5, A ) in the dual Mode-S
installation; or ATC in the MODE-C/TCAS MODE-S installation.
Should the transponder in use fail, the amber XPDR FAIL light will
illuminate on the TRANSPONDER/TCAS control panel.
In the MODE-C/TCAS MODE-S Installation, only one Mode-S

transponder is available. The failed transponder should be dis-
abled and the alternate transponder selected by setting the Mode-
Selector to ATC. The alternate transponder, ATC mode, is a
Mode-C type transponder.
Note: ATC Mode is Mode-C. TCAS II will not operate in the ATC
Mode-Since TCAS requires Mode-S to function properly.
In the Dual Mode-S installation, the “XPDR” switch selects be-

tween either Mode-S transponder (1 or 2). Select the alternate
transponder (1 or 2) via the XPDR selector switch. Verify that the
XPDR FAIL lamp is off. In the dual Mode-S installation both tran-
sponders are Mode-S and TCAS II will operate with either tran-
sponder 1 or 2 selected.
2-31
2.6.3 Self Test Annunciations
Pressing and releasing the TEST pushbutton (see figures 2-4 and
2-5, B ) selected activates the TCAS II self test feature for 8
seconds. During the test the computer unit selected transponder,
control panel, displays, and aural advisory system are tested. The
tests begin with the aural message “TCAS TEST.” The VSI/TRA
displays show a test pattern of intruders and RA arcs along with
the annunciation TCAS TEST in the upper left corner, (see figure
2-22). The traffic symbology displayed during the test is pin
selectable to either of the below displays. At the completion of the
self test (eight seconds) the aural message “TCAS TEST PASS”
or “TCAS TEST FAIL” will indicate system status.
TCAS
TEST
1 2 TCAS
TEST
1 2
.5 4 .5 4
+20 +10
0 -11
6 0 -10
6
+02 +02
-03 -02
.5 4 .5 4
1 2 1 2
T3841-02-35z T3841-02-35z
Figure 2-22
TCAS II Self Test Annunciations on VSI/TRA Display
2-32
If the TEST switch is held depressed beyond the eight seconds,

the system is in standby mode, the aircraft is on the ground, and
the landing gear extended, the test pattern is replaced with
maintenance information. (See figure 2-23.) To exit extended test,
move the TCAS/XPDR Mode Selector switch out of STBY (see
figures 2-4 and 2-5, A ). Refer to the current TCAS II
maintenance manuals for more information.
T CAS T E ST MENU
F UNC T I ON CODE
S YS T EM S T A TUS 0000
D I S P L AY S T AT US 0 0 0 1
R AD / A L T S T AT US 0 0 0 2
X PDR S TA T US 0003
P ROGRAM P I NS 0004
H EL P REF ERENCE 0 0 0 7
S E L X PDR ON TO E X I T
T3841-02-55z
Figure 2-23
Extended Test Display - Main Menu
Extended test pages are selected by 4096 codes on the transpon-

der control panel. Various pages of text information containing
fault messages, status of program pins, discrete inputs, analog
and digital inputs, and other aircraft parameters are selectable via
the control panel.
2-33
2.7 TCAS II LOGIC PARAMETERS
The following description is meant to provide a general

understanding of TCAS II logic parameters used to determine the
caution, warning, and collision areas (see figure 2-24 and table 2-
1). There are many special conditions that are beyond the scope
of this document. A complete description of TCAS II logic can be
found in the TCAS II Minimum Operational Performance Standards
(MOPS) DO-185 published by the RTCA Inc. (see Appendix B).
2.7.1 Sensitivity Level
TCAS II uses a Sensitivity Level (SL) to determine the alarm time,

size of the protected area, and vertical threshold for TAs and RAs.
The range of the sensitivity level is from one to seven. The higher
the SL, the more protection provided, but the occurrence of alerts
is also higher. When TCAS II is in STANDBY mode the SL is one.
When in AUTO mode TCAS II determines the SL by the altitude of

its own aircraft. For SL 2 and SL 3 radar altitude is used and for SL
4 through SL 7 pressure altitude is used. When radar altitude and
pressure altitude imply different SLs, TCAS II uses the lower SL.
Therefore when within the range of valid radar altitude, it is used to
determine SL, otherwise, barometric altitude is used.
2.7.2 Alarm Time
The alarm time is the time it will take the TCAS II aircraft and threat
aircraft to reach the closest point of approach (CPA). A combina-
tion of the protected area and the vertical threshold are used to
determine the CPA. The higher the SL the earlier an alert is annun-
ciated.
2-34
2.7.3 Protected Area
This horizontal area of the collision area is defined by the time to

CPA. Therefore, the size of the area is dependent upon the
speeds and heading of the threat aircraft and the SL. However, if
the rate of closure is very slow, a threat could get dangerously
close without generating a TA or an RA. For this reason the
boundaries are modified at close range. The protected area value
listed in table 2-1 is added to the distance when determining CPA.
The higher the SL the larger the protected area and collision area.
The missed distance when properly flown will typically be
approximately 300 to 700 feet.
2.7.4 Vertical Threshold
This is the protected vertical distance used for determining threat

aircraft. There are different distances for TAs, RAs, and positive
RAs. A positive RA requires a climb or decent by the TCAS II
aircraft. TCAS II always uses the Pressure Altitude in its determi-
nation of vertical threshold. The higher the SL the larger the vertical
threshold and collision area.
2-35
Table 2-1
TCAS II Logic Parameter Values
Sensitivity
2 3 4 5 6 7
Level
RA Alarm Time
--- 15 20 25 30 35
(seconds)
TA Alarm Time
20 25 30 40 45 48
(seconds)
Protected Area
--- 0.20 0.35 0.55 0.80 1.10
(nmi)
(Feet Between Aircraft)
Altitude
1 2 3 4 5 6
Layer
TA Vertical
850' 850' 850' 850' 850' 1200'
Threshold (ft)
RA Preventive
600' 600' 600' 600' 700' 800'
Threshold (ft)
RA Positive
Vertical 300' 300' 350' 400' 600' 700'
Threshold (ft)
Note: RAs are not provided for sensitivity level 2.
Note: The sensitivity levels and altitude layers are shown graphi-
cally in figure 2-24.
2-36
SL7 - LAYER 6
TA ALT. THRESHOLD = 1,200 FT ABOVE FL300
2,000 FT SEPARATION ABOVE FL290
30,000 ft MSL
TA ALT. THRESHOLD = 850 FT BELOW FL300
1,000 FT SEPARATION BELOW FL290
SL7 - LAYER 5
20,000 ft MSL
SL6 - LAYER 4
10,000 ft MSL
SL5 - LAYER 3
5,000 ft MSL
SL4 - LAYER 2
2,350 ft AGL
SL3 -
LAYE
1,450 ft AGL R1
1,100 ft AGL SL3 NO INCREASE DESCENT RAs
1,000 ft AGL NO DESCEND RAs

SL3
NO RAs; TAs ONLY (SL2)
SL2 - NO AURAL ANNUNCIATIONS
380 ft AGL LAYE
R1
SL2 INTRUDERS DECLARED ON THE GROUND
GROUND LEVEL
Figure 2-24
TCAS II Sensitivity Levels and Altitude Layers
Note: TCAS will not issue a TA when standard IFR separation

exits either above or below FL290. Instead, aircraft sepa-
rated by at least 1,000 ft below FL290 or by at least 2,000 ft
above FL290 and within the TCAS coverage range will be
displayed as blue "proximate" traffic.
Note: No RAs or aural annoucements will be issued below 1,000

ft AGL.
2-37
Section 3 FLIGHT CREW RESPONSE
3.1 PILOT RESPONSIBILITIES
TCAS is intended as a backup to visual collision avoidance, application

of “right-of-way rules”, and air traffic separation service. To
effectively work, timely and reliable crew response to TCAS
advisories is essential. Delayed crew responses or reluctance of a
flight crew to adjust flight path as advised by TCAS due to ATC
clearance provisions, fear of later FAA scrutiny, or other factors will
significantly decrease or negate the protection afforded by TCAS.
Thus, flight crews are expected to respond to TCAS in accordance
with the following guidelines:
1. Respond immediately to TAs by attempting to establish visual

contact with the intruder aircraft and other aircraft which may
be in the vicinity. Coordinate to the degree possible with other
crew members to assist in searching for traffic. The pilot
should not initiate evasive maneuvers using information from
the traffic display only or on a traffic advisory (TA) only, without
positive visual identification of the traffic. These displays and
advisories are intended only for assistance in visually locating
the traffic and lack the flight path trends necessary for use in
evasive maneuvering. However, while climbing or descending,
modest changes in vertical speed based on traffic display
information is not considered evasive maneuvering. The pilot
should reduce vertical speed to 1500 FPM or less when within
2000 feet of an ATC directed level-off to reduce the incidence of
unnecessary RA’s. If traffic is acquired visually, continue to
maintain or attain safe separation in accordance with current
FARs and good operating practices.
2. Compliance with a TCAS II Resolution Advisory (RA) is

necessary: “Pilot’s will follow all RA’s unless unsafe to do so
and the pilot is exercising ‘Pilot Emergency Authority‘ ”.
Respond immediately to satisfy corrective RAs using positive
control inputs, in the direction and with the magnitude TCAS
advises, while attempting to sight the conflicting traffic. Vertical
speed indications on the VSI/TRA must be moved out of the
3-1
red band and into the green band. For TCAS to properly
function, initial vertical speed response is expected within five
seconds of an RA; maneuvering “G” forces should be similar to
those felt when responding to an ATC clearance to climb or
descend “immediately” (0.25 “G” increment). If possible,
visually confirm the necessity and suitability of the avoidance
maneuver but recognize that any other aircraft seen visually
may not necessarily be the threat aircraft or the only aircraft
that the TCAS is responding to.
WARNING:
Noncompliance with a crossing RA by one airplane may result in
reduced vertical separation; therefore, safe horizontal separa-
tion must ALSO be assured by visual means.
CAUTION:
Once a NON-CROSSING RA has been issued, safe separation
could be compromised if current vertical speed is changed, ex-
cept as necessary to comply with the RA. This is because TCAS
II - to TCAS II coordination may be in progress with the intruder
airplane, and any change in vertical speed that does not comply
with the RA may negate the effectiveness of the other aircraft’s
compliance with the RA.
Note: The consequences of not following an RA may result in

additional RAs in which the aural alert and visual
annunciations may not agree with each other.
3. Respond immediately to the RA display to satisfy or continue to

satisfy RA vertical speed constraints (by keeping vertical speed
out of the red arc and minimizing altitude excursions during the
RA as much as possible), including “softening,” “weakening,”
or reductions in strength of the initial RA’s. Also attempt to sight
conflicting traffic. After the “Clear of Conflict” annunciation
adhere to the current ATC clearance to the extent possible.
3-2
4. Respond immediately to any “increase” or “reversal” RA

maneuver advisories. Initial vertical speed response to an
increase or reversal RA is expected by TCAS within two and
one-half seconds of issuance of the advisory. These increase
or reversal RA maneuvers only require a 0.35 “G” maneuver.
5. Excessive responses to TCAS RAs are not desirable or

appropriate because of other potential traffic and ATC
consequences. From level flight, proper response to a TCAS
RA typically results in an overall altitude deviation of 300 to 700
feet in order to successfully resolve a traffic conflict. Minimize
deviations from ATC clearance profile when practical.
6. If a TCAS RA requires maneuvering contrary to an ATC

clearance, satisfy the RA in a way which most nearly complies
with the ATC clearance. If it is possible to both respond to a
TCAS RA and continue to satisfy a clearance at the same time,
you may do so (e.g. respond to a TCAS climb RA while
continuing to satisfy an ATC clearance to intercept a localizer).
If a TCAS RA maneuver is inconsistent with the current ATC

clearance, the pilot :
• Must not delay responding to an RA

• Must not modify a response to an RA
• Must follow the RA maneuver, unless “implementing”
Emergency Pilot Authority.
• Must provide a vertical rate that minimizes ATC deviations.
7. During all RA events, notify ATC of the encounter as soon as

practical.
8. Following a TCAS II “clear of conflict” advisory, the pilot should

expeditiously return to the applicable ATC clearance unless
otherwise directed, and notify ATC.
9. If a TCAS RA requires maneuvering contrary to “right of way

rules”, “cloud clearance” rules for VFR flight, Flight Crew
Manual limitations, or other such criteria, pilots may and are
expected to follow the TCAS RAs to resolve the immediate
3-3
traffic conflict. In such situations, however, deviations from

rules, policies, or limitations should be kept to the minimum
necessary to satisfy a TCAS RA (e.g. an RA response resulting
in a minor excursion above Flight Crew Manual published
maximum altitude is considered acceptable...). TCAS will
continue to track all other aircraft in the area and will provide
protection.
10. The pilot MUST NOT exceed stick shaker (stall) protections
when following an RA.
11. When a climb RA occurs with the aircraft in the landing

configuration, the pilot should initiate a normal go- around
procedure in order to properly comply with the RA.
Note: A Climb RA does not mandate a missed approach. The pilot

must exercise appropriate judgment to assure the airplane
is properly configured for the expected maneuver, whether it
be a subsequent landing or go-around/missed approach. In
most cases, the TCAS event will be resolved with only a
minor deviation to the intended flight path and sufficient time
and altitude may exist to recover safely to the desired flight
path. Follow FAA or other certification authority and airline
policy.
Note: An altitude crossing maneuver may occur when the intruder

or own aircraft is climbing or descending at a high rate.
Under these conditions, the TCAS II logic determines that
safe separation is best achieved through an altitude
crossing maneuver. This maneuver will result in the TCAS II
aircraft and the intruder crossing through each other’s
altitude. This is a safe strategy that will result in adequate
vertical separation between aircraft. When a TCAS II
equipped aircraft follows an RA in a coordinated maneuver
or during an event with an unequipped or non-functional RA
TCAS aircraft involving a crossing maneuver, the vertical
speed required may not be a dramatic change. Many
altitude crossing RA’s can be avoided by reducing climb or
descend altitude rate to 1500 FPM when within the last 2000
feet of a level off altitude.
3-4
3.2 EXPECTED FLIGHT CREW RESPONSE
TCAS is programmed with 13 aural annunciations (excluding test

aurals). These annunciations alert the aircrew to changing traffic
conditions. The aural annunciation, “TRAFFIC-TRAFFIC,” is
generated when a potential traffic threat is approaching. A variety
of aurals are given when the first resolution advisory of an
encounter is displayed and each time a subsequent change in the
advisory is displayed (strengthened or weakened). The
annunciations differentiate advisories by type: climb, descend,
vertical speed limit, altitude crossing, reversal of advisory sense,
increase in vertical speed, or monitor vertical speed. The softened
or weakened advisory “MONITOR VERTICAL SPEED” is initiated
to facilitate minimizing the vertical deviation form ATC clearance.
An aural annunciation also indicates the TCAS aircraft is “CLEAR
OF CONFLICT” with respect to all threatening aircraft. This
annunciation occurs when the resolution advisory is removed from
the VSI/TRA and the aircraft have begun to diverge in range.
The VSI is the performance instrument that validates the

performance initiated on the attitude indicator. Therefore if a
specific vertical speed is desired, a predetermined pitch change is
made on the attitude instrument, and then the performance is
verified on the VSI.
Flying an RA with precision (an instrument maneuver) requires

changing the pitch of the aircraft with a known performance effect.
The following precise relationship exists between mach, pitch
change, and vertical speed.
(Mach #) x (1000) = V/S change in feet per minute for a 1o

pitch change.
3-5
When the pilot team has training that identifies tasking for a potential
encounter, safety is enhanced. An example of a technique for Pilot
Flying (PF) and Pilot Not Flying (PNF) tasking follows:
• 20-48 seconds prior to CPA (Closest Point of Approach) the TA

alert is annunciated.
TA - “TRAFFIC, TRAFFIC”
PF - Scans outside the aircraft for traffic. Focusing in the

direction advised by the PNF.
PNF -Calls out the clock position, relative altitude, and distance
to the PF and joins the PF in the scan. PNF updates
from the inside clues as the encounter ensues.
• If the event continues to develop, 15-35 seconds prior to CPA

an RA alert is annunciated.
RA - “CLIMB, CLIMB, CLIMB” or other command
PF - Looks inside the aircraft to determine the commanded

vertical speed required and changes the pitch of the
aircraft on the attitude indicator to the computed target
to yield the commanded vertical speed.
PNF -Continues to scan outside the aircraft, and backs up

the PF to insure required performance, and notifies
ATC when practical.
• As the event continues the event will probably weaken, and the
preventive or weakening advisory is annunciated.
“MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED”
PF - Follows the new TCAS displayed and directed V/S,

which may include a softening of the maneuver or
allow a decrease in the vertical maneuver
performance (to minimize deviation from ATC
clearance).
3-6
PNF -Backs up the PF and assures the performance is

within that prescribed.
Note: The design of the system provides a 300 - 700 foot

separation of aircraft at the CPA. (See table 2-1,
page 2-33.)
• When aircraft separation is predicted the event is ended and

“CLEAR OF CONFLICT” is annunciated.
“CLEAR OF CONFLICT”
PF - Smoothly and precisely returns the aircraft to the

assigned altitude or altitude cleared.
PNF -Backs up the PF and advises ATC of the event.
Note: Normal coordinated encounters result in no more

than 300 to 600 foot deviation from altitude if in level
flight.
The other TCAS commands and responses must be

CRM (Cockpit Resource Management) coordinated
events.
The pilot is still responsible for the safety of the

aircraft. This system is another tool in the see and
avoid environment. It will work for you. The pilot
must know the system and its operational capabilities
and limitations.
Altitude excursions to cardinal altitudes not assigned or beyond

that directed by the TCAS system may compromise the safety of
the whole ATC system and may cause severe and dangerous
effects for all.
3-7
The following sections list the annunciations, the visual VSI/TRA

indication and the expected crew action.
Note: For the following RA examples, the traffic symbols are

omitted for clarity.
3.2.1 Traffic Display Advisories
Traffic advisories (TA) are characterized by the display of an

amber filled circle or amber no-bearing data representing the
intruder. These may also be accompanied by blue or white
Proximate Traffic diamonds. Traffic is displayed to aid the aircraft
crew in their visual search for the traffic.
3.2.1.1 Response to Traffic Advisory
AURAL “TRAFFIC- TRAFFIC”
VISUAL Amber filled circle shown on the VSI/TRA display
RESPONSE Conduct a visual search for intruder. If successful,

maintain visual acquisition to ensure safe
separation.
EXAMPLE
1 2
.5 4
+05
0 6
.5 4
1 2
T3841-02-39z
3-8
3.2.2 Resolution Advisory Displays and Annunciations
Resolution Advisories (RA) are characterized by the display of the

intruder as a red filled square or red data in the case of no bearing.
Amber Traffic Advisories and Blue Proximate aircraft, if any, are
also displayed during the time an RA is active. Proximate and other
traffic are displayed in white on some EFIS displays. Vertical
maneuvers recommended by TCAS II to ensure safe separation
are displayed by red and green areas along the Vertical Speed
Indicator scale.
The TCAS color-coded visual advisory areas are just inside, and
adjacent to, the Vertical Speed Indicator’s scale. These
color-coded indications instruct 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
illuminated in green. For example, in the event of the corrective
advisory message “Climb - Climb - Climb”, the prohibited vertical
speed region will extend from the extreme limit of descent to
+1500 FPM as illustrated in section 3.2.2.2. The GREEN “fly-to”
area appears from +1500 FPM to +2000 FPM.
A Preventive Resolution advisory is issued when the TCAS

aircraft’s present Vertical Speed is already outside the prohibited
region. Those Vertical Speeds deemed unsafe are illuminated in
RED. Preventive Resolution Advisory visual indications range from
restricting rate of climb or descent, to prohibiting changes in
vertical speed altogether. The aural message “Monitor Vertical
Speed” accompanies a full range of Preventive Resolution
Advisories.
Preventive advisories are also posted after a corrective advisory

has been satisfied and the TCAS aircraft is projected to have
adequate altitude separation. The corrective RA is said to soften or
weaken, indicating a gradual return to the original flight path or
clearance is allowed. As the corrective advisory softens to a
preventive advisory, the green arc is removed, the magnitude of
the red arc decreases and “Monitor Vertical Speed” is announced.
The new preventive RA restricts the rate (vertical speed) the
aircrew may use in returning to the original flight path. The RA may
3-9
soften several times before “Clear-of-Conflict”; “Monitor Vertical

Speed” is announced only after the initial downgrading of the
corrective RA. Utilizing the softening or weakening advisory greatly
reduces the ultimate altitude deviation caused by the original
corrective resolution advisory.
3.2.2.1 Response to Preventative or Weakening RA
AURAL “MONITOR VERTICAL SPEED”
VISUAL Present vertical speed is not within prohibited

vertical speed shown on the VSI
RESPONSE The pilot must reduce deviation from ATC clearance

while keeping vertical speed out of the RED
(unsafe) arc on the VSI display.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-40z
Note: During a preventive advisory, if the vertical speed is allowed

to enter the red arc, a corrective resolution advisory may
result.
3-10
3.2.2.2 Response to Climb RA
AURAL “CLIMB - CLIMB - CLIMB”
VISUAL VSI RED from negative limit to + 1500 FPM and

GREEN from +1500 FPM to + 2000 FPM.
RESPONSE Promptly and smoothly establish a 1500 to 2000

FPM climb.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-41z
3-11
3.2.2.3 Response to Descend RA
AURAL “DESCEND - DESCEND - DESCEND”
VISUAL VSI RED from positive limit to -1500 FPM and

GREEN from -1500 FPM to -2000 FPM.

FPM descent.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-42z
3-12
3.2.2.4 Response to Crossing Climb RA
AURAL “CLIMB, CROSSING CLIMB - CLIMB, CROSSING

CLIMB”
VISUAL Same as “CLIMB” and further indicates that own

flight path will cross that of the intruder

FPM climb.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-41z
3-13
3.2.2.5 Response to Crossing Descend RA
AURAL “DESCEND, CROSSING DESCEND - DESCEND,

CROSSING DESCEND”
VISUAL Same as “ DESCEND” and further indicates that

own flight path will cross that of the intruder.

FPM descent.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-42z
3-14
3.2.2.6 Response to Reduce Descent RA
AURAL “REDUCE DESCENT - REDUCE DESCENT”
VISUAL VSI indicates prohibited vertical speeds in RED.

Goal vertical speed in GREEN.
RESPONSE Promptly and smoothly reduce vertical speed to that

shown on the VSI in GREEN.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-45z
3-15
3.2.2.7 Response to Reduce Climb RA
AURAL REDUCE CLIMB - REDUCE CLIMB

RESPONSE Promptly and smoothly reduce vertical speed to that

shown on the VSI in GREEN.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-46z
3.2.2.8 Reverse Advisories
The following commands indicate that a previous command MUST

BE INCREASED OR REVERSED to ensure safe separation.
These advisories are expected to occur only on rare occasions,

usually when an threat aircraft suddenly changes it’s current flight
path (maneuvering intruder). Reversals may occur when either
TCAS II equipped aircraft are not in TA/RA mode or the intruder is
not TCAS equipped. Reversals are inhibited on TCAS II equipped
aircraft when both are in TA/RA mode.
3-16
Reversal RA maneuvers (“CLIMB, CLIMB NOW” or “DESCEND,

DESCEND NOW”) should be initiated using an incremental 0.35
“G” maneuver within 2.5 seconds. The pilot must not exceed stick
shaker protections when following this RA.
3.2.2.8.1 Response to Climb Now RA
AURAL “CLIMB, CLIMB NOW! - CLIMB, CLIMB NOW!”
VISUAL VSI RED from negative limit to + 1500 FPM and

GREEN from + 1500 FPM to + 2000 FPM. This
“CLIMB” advisory occurs when circumstances
require a reversal of vertical direction to ensure
adequate vertical separation.
RESPONSE Promptly and positively maneuver at an incremental

0.35 “G” to establish a 1500 to 2000 FPM climb.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-47z
3-17
3.2.2.8.2 Response to Descend Now RA
AURAL “DESCEND, DESCEND NOW! - DESCEND,

DESCEND NOW!”
VISUAL VSI RED from positive limit to -1500 FPM and

GREEN from -1500 FPM to - 2000 FPM. Follows a
“CLIMB” advisory when circumstances require a
reversal of vertical direction to ensure adequate
separation.
RESPONSE Promptly and positively maneuver at an incremental

0.35 “G” to establish a 1500 to 2000 FPM descent.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-48z
3-18
3.2.2.9 Increase Advisories
Strengthened (INCREASE CLIMB/DESCENT RA’s) maneuvers

should be initiated using an incremental 0.35 “G” within 2.5
seconds.
3.2.2.9.1 Response to Climb Now RA
AURAL “INCREASE CLIMB - INCREASE CLIMB”
VISUAL VSI RED from negative limit to +2500 FPM and

GREEN from +2500 FPM to +3000 FPM. Indicates
the vertical speed MUST BE INCREASED to ensure
adequate separation.
RESPONSE Promptly and smoothly increase the vertical speed

to a 2500 to 3000 FPM climb.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-49z
3-19
3.2.2.9.2 Response to Increase Descent RA
AURAL “INCREASE DESCENT - INCREASE DESCENT”
VISUAL VSI RED from positive limit to - 2500 FPM and

GREEN from -2500 FPM to -3000 FPM, indicates
that the vertical speed MUST be INCREASED to
assure adequate separation.
RESPONSE Promptly and smoothly increase descent to a 2500

to 3000 FPM descent.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-50z
3-20
3.2.3 Clear of Conflict Advisory
AURAL “CLEAR OF CONFLICT”
VISUAL VSI RED and GREEN areas removed, Intruder no

longer appears as a RED SQUARE.
RESPONSE Promptly and smoothly return to and/or maintain

last applicable ATC clearance unless otherwise
directed. Advise ATC of the event.
EXAMPLE
1 2
.5 4
0 6
+05
.5 4
1 2
T3841-02-51z
3-21
3.2.4 Multi-Aircraft Advisories
The next three examples are used in multi-aircraft advisories.
AURAL “MONITOR VERTICAL SPEED - MONITOR

VERTICAL SPEED”
VISUAL Present vertical speed is not within the RED

restricted vertical speed shown on the VSI display.
RESPONSE Keep vertical speed out of RED unsafe area as

indicated on the VSI display. The current vertical
speed is acceptable, but there are intruder aircraft
above and below own aircraft. Minimize deviation
from clearance profile.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-52z
3-22
AURAL “REDUCE CLIMB - REDUCE CLIMB”

RESPONSE Promptly and smoothly reduce vertical speed to

that shown on the VSI in GREEN, but do NOT
reduce the climb into the lower red arc. TCAS
indicates the altitude separation between own
aircraft and the intruder above is not sufficient.
Separation with the lower aircraft is adequate if a
descent is not initiated.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-53z
3-23
AURAL “MONITOR VERTICAL SPEED - MONITOR

VERTICAL SPEED”
VISUAL Present vertical speed is not within the RED

restricted vertical speed shown on the VSI display.
RESPONSE Keep vertical speed out of RED unsafe area as

indicated on the VSI display. This resolution
advisory indicates that best separation occurs if
own aircraft maintains level flight. This preventive
advisory displays a green arc during a multiple
aircraft encounter.
EXAMPLE
1 2
.5 4
0 6
.5 4
1 2
T3841-02-54z
3-24
FREQUENTLY ASKED
Appendix A QUESTIONS
This appendix is a compilation of frequently asked questions and

concerns of pilots. Note that VSI/TRA displays are the industry
standard, and therefore symbology is standardized for VSI/TRA
and glass cockpit configurations. The same symbology is dis-
played on the ND and in combination with the vertical speed tape
on the PFD. Boeing has a wedge on their PFD that is a unique
additional feature.
1. What are the pilot actions when an RA occurs at low

altitude?
Yes, this is valid! The following text explains this in detail for
different radio altitudes.
Radio Altitude: 1,650 feet
Advisories not allowed: Increase Descent RAs
No display of “ground” aircraft (± 380 feet of ground level or

V/S = on ground). Any RAs that direct a descent of 2,500 ft/min
are inhibited. The maximum downward vertical velocity TCAS may
display on the VSI/TRA is 1,500 ft/min when below 1,450 ft. AGL as
sensed by the radio altimeter. If following an increase decent RA
initiated above 1,450 ft AGL the RA will, most likely soften to a
descend RA (1,500 ft/min downward vertical velocity) when pass-
ing through 1,450 feet. Other RAs are possible depending on the
encounter geometry.
Radio Altitude: Less than 1,000 ft AGL descending

or
Less than 1,200 ft AGL climbing
Advisories not allowed: Descent RAs
Any RAs that direct a descent with a negative (downward) vertical

velocity are inhibited. The maximum downward vertical velocity
TCAS II may display on the VSI/TRA is 0 ft/min (e.g. the top half of
A-1
the VSI/TRA display will illuminate in red, directing the air crew
NOT TO CLIMB. If following a descend RA initiated above the
inhibit radio altitude and the aircraft passes through 1000 ft AGL the
RA will, most likely soften to a don’t climb RA. Other RA’s are
possible depending on the encounter geometry.
Radio Altitude: Less than 900 ft AGL descending

or
Less than 1,200 ft AGL climbing
Advisories not allowed: All RAs

and
All TA aural messages
TCAS will be silent below these inhibit altitudes and is in TA ONLY

mode. No RA’s will be displayed, TA’s will be displayed on the
VSI/TRA but no “TRAFFIC - TRAFFIC” message will be heard. If
an RA is active when the aircraft passes into the inhibited radio
altitude the RA (red square) will transition to a TA (amber circle)
any red or green arcs displayed will be removed, no “CLEAR OF
CONFLICT” message will be announced.
2. Is it a requirement to report that TCAS is installed on the

aircraft?
When the flight plan is filed the aircraft type and equipment is filed
on the ICAO flight plan. The format for this is as follows:
T/ Type Aircraft /etc., where the preceding T and slash indicates
the aircraft is TCAS equipped (i.e. T/ B757 /U).
3. How is it decided who issues an RA?
Both aircraft issue RAs, if TCAS II equipped. The aircraft first

initializing the RA is the controlling TCAS. However, if both aircraft
issue the RA simultaneously, the aircraft with the numerically lower
Mode-S address is the controlling TCAS.
A-2
4. What is the MAX tracking range and what are the criteria
for display?
In 6.04 software the Mode-S traffic is available for display out to 40

NM. But remember that with 6.04 software, ATCRBS equipped
intruder aircraft will not be displayed until 20 NM.
5. For no bearing advisories, what is the bank angle for this

occurrence? What can be done? Is the pilot to level off, or is
the pilot to reduce bank angle?
This does not occur with the Honeywell system, our competitors
have this problem. Honeywell’s dual directional antenna system
resolved this by being able to operate solely from one or any single
antenna with no degradation. So the bank angle of the aircraft is
never a problem with the Honeywell TCAS antenna system. One
of the two operational antennas will always be in line of sight of the
intruder. However, Honeywell is certified for operation with a
single directional antenna. When you have a single directional
antenna operational situation, ask your installer for an answer.
6. What is the approximate size of the collision area for two

jet aircraft vs. a jet aircraft and a typical light aircraft?
This is not a consideration; all aircraft are treated the same. TAU
or time to collision is the only factor, some call this closure rate.
Therefore the area of concern is a time of closure to the TCAS
antenna.
7. What is the amount of force required on the aircraft yolk

during a high speed flight versus low speed flight to perform
a RA maneuver?
The aircraft pitch change is very precise and the pilot must be
smooth in applying the corrective vector. The “G” forces are very
small during this maneuver and a corrective “RA” must be
established with in 5 seconds. 5 seconds is a long time.
Remember that a smooth rotation during takeoff to an initial pitch
climb (i.e. of 18 degrees or so) is at 2 to 3 degrees per second.
You should never change the aircraft pitch this violently for an RA.
A-3
Remember that at 0.3 mach, one degree of pitch change produces

300 feet per minute change in the vertical speed. Also remember
that at 0.8 mach or cruise, one degree of pitch change produces a
800 foot per minute change of vertical speed The basic premise is
that the 0.25 “G” change of 2 to 5 degrees of pitch change for a RA
should occur over 3 to 5 seconds. So, this is such a gentle
maneuver that the jump-seat rider and passengers will never know
that a maneuver was accomplished. (i.e. 5 degrees at 0.3 mach
(approach speed) is 1,500 feet per minute.) A reversal may require
going from +1,500 feet per minute to -1,500 feet per minute and
should also be a precise calculated smooth coordinated
maneuver. Therefore, at 0.8 mach, in level flight, if an RA calls for
a 1,500 foot per minute climb, then the pilot will initiate a +2 degree
pitch change to effect the climb. If a reversal occurs then a -4
degree pitch change will effect a 1,800 foot per minute descent.
Again follow the guidance and do it precisely and gently at a 0.35
“G” onset rate.
8. Why should a stable aircraft receive more RA’s than a

climbing Aircraft?
Two of the possibilities are that there are more aircraft at your
altitude or the other aircraft are climbing or descending.
9. Collision avoidance logic generates various escape

maneuvers designed with safeguards that prevent the
issuance of a “Climb” Resolution Advisory when the
aircraft’s ability to climb is performance limited. How does
this work?
The altitude performance limits of your aircraft are known by your

TCAS II system and used in its logic. Therefore, a CLIMB is not
commanded for your aircraft. Your event may be either “Monitor
Vertical Speed” (to maintain current altitude) or “Descend,
Crossing Descend”. The other aircraft’s response depends on his
capability and will be the opposite or an appropriate coordinated
maneuver.
A-4
10. In the event the intruder track or altitude information is

lost during an RA, the RA will terminate without a “CLEAR
OF CONFLICT” annunciation. Is this not dangerous?
The conflict is not gone, just the signal. Did the other pilot have an
electrical failure, a shielding problem etc. You at least know to look
outside, which you were probably not doing before.
11. At present TCAS does not have the capability to reverse

during a coordinated “RA” encounter once it has been is-
sued. Then you ask, “How can a “CLIMB - CLIMB
NOW!” reversal corrective advisory be possible?”
This may occur with an ATCRBS (Mode-C) equipped aircraft. The

other aircraft does not have TCAS and does not know of your
presence. This ATCRBS (Mode-C) aircraft is presenting an altitude
and track so we know its altitude and closure rate. Your aircraft is
the only aircraft making any corrective resolution actions.
12. On occasion I have noticed some distant traffic drop from

my display, as the density of closer traffic increases. Is this
normal?
Yes, this is normal. When the TCAS II system initiates “interfer-

ence limiting,” the computer automatically reduces the range
significantly to devote processing time to the traffic of potential
threat.
A-5
Appendix B GLOSSARY
The following glossary is provided as an aid to understanding the

system and its operation.
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 two modes, Mode-A and Mode-C.
Alert
Indicator (visual or auditory) which quickly provides information

to the flight crew about a non-normal situation.
Caution Area
A volume of airspace which begins 20 to 48 seconds from the

time an intruder aircraft is predicted to enter the TCAS II
aircraft’s collision area. (See figure 2-1 on page 2-2.) TCAS II
provides traffic advisories to facilitate visual acquisition of other
aircraft entering this airspace.
Collision Area
A volume of three dimensional airspace, surrounding a TCAS II

equipped aircraft, that varies in size contingent upon closure
rate. TCAS II is designed to provide resolution advisories to
avoid other aircraft from entering this airspace.
B-1
CPA (Closest Point of Approach)
This is the protected volume around the aircraft determined by

altitude layer (feet of separation predicted) and protected area.
The higher the SL the larger the protected area and collision
area separation used to determine CPA.
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 II
aircraft’s “collision area”.
Mode-A
A mode of operation of secondary surveillance radar (SSR)

equipment that provides a selected 4096 code reply (non-
altitude) when interrogated. TCAS II is unable to determine a
Resolution Advisory from Mode-A 4096 reply. Traffic Advisories
are posted for Mode-A responding aircraft.
Since the range of a Mode-A reply is calculated by time of

arrival of the interrogation reply, the display of Mode-A traffic
may be deceiving. For example, the Mode-A traffic may be at
a very low altitude while the TCAS aircraft is at high flight level
altitudes. This traffic may be displayed as a lateral threat
when in fact the Mode-A traffic is at an equal distance below.
Mode-C

equipment that has the capability of replying with aircraft
altitude from an Altitude Encoding Altimeter in addition to the
Mode-A information when interrogated. Mode-C replies without
altitude information are possible when the Altitude Encoding
system malfunctions, is disabled, or is absent.
B-2
Mode-S

equipment which provides 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 through which one TCAS II

equipped aircraft “coordinates” avoidance strategies
with another TCAS II equipped aircraft.
Other Traffic
Any transponder-replying traffic not classified as an Intruder or

Proximate Traffic, and within the selected display capability.
Defined as any other traffic within the range of the display and
within 2700 feet vertically. The vertical limits may be switch
selectable to view traffic from 2700 feet below own aircraft to a
maximum of 9900 feet above or to view traffic from 2700 feet
above own aircraft to a maximum of 9900 feet below. Other
traffic is only displayed when the Transponder Control Panel
TRAFFIC switch is in the ON position. Display of “Other
Traffic” is inhibited during TAs and RAs.
Proximate Traffic
Any transponder replying traffic within a 6 NM radius on the

VSI/TRA or the range capability of the display, and ± 1200 feet
vertically of the TCAS II aircraft. This traffic is displayed in
conjunction with a TA or RA in the automatic mode or at all
times if display is selected to “ON.”
Resolution Advisory (RA)
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
flight path is within 15 - 35 seconds from entering the TCAS II
B-3
aircraft’s collision volume. Resolution advisories fall into two

general categories.
1. Corrective Advisory: A resolution advisory that instructs the

pilot to deviate from current vertical rate.
2. Preventive Advisory: A resolution advisory that instructs the

pilot to avoid certain deviations from current vertical rate.
TCAS II Aircraft
An aircraft equipped with TCAS II.
TCAS II
Traffic Alert and Collision Avoidance System. The “II” desig-

nates a system which is capable of providing Resolution
Advisories in the vertical plane. This system uses interrogation
of and replies from airborne radar beacon transponders
thereby providing Traffic Advisories and Resolution Advisories.
Traffic Advisory (TA)
An advisory issued to the pilot when an intruder’s predicted

flight path is within 20-45 seconds from entering the TCAS II
aircraft’s Collision Area. See table 2-1.
Warning Area
An area of three dimensional airspace that begins 15 - 35

seconds prior to the time the intruder is predicted to enter the
TCAS II aircraft’s Collision Area. See table 2-1.
Weakening Advisory
The “Monitor Vertical Speed” advisory is provided to the pilot to

facilitate reduction of the clearance deviation, minimize disrup-
tion of other ATC traffic, and reduce altitude excursions.
B-4
Appendix C TCAS II EFIS DISPLAYS
Boeing Displays
HOLD LNAV VNAV

LOC G/S
142 DH150 5 200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 4 8 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
12 13 1
11 4
15
STD
10 125 MAG 29.86IN.
60491z
HOLD LNAV VNAV

LOC ALT
142 DH150 5200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 4 8 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
12 13 1
11 4
15
STD
10 125 MAG 29.86IN.
60493z
C-1
Boeing Display’s (cont)
HOLD LNAV VNAV

LOC G/S
142 DH150 5200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 48 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
T8133-92-1050z
GS 338 TAS 351 TRK 140 MAG BUGLE

336˚/15 0385.4z
3.0 NM
15
12
DADES 18
E/D
BILLS
TRAFFIC
KABC
10 CAMPO
TFC +05
TA ONLY
-10
BUGLE -11
WXR HQM
ELN 1580
VOR L VOR R
ELN HQM
DME 7.2 DME 3.0
T8133-92-1051z
C-2
HOLD LNAV VNAV

LOC ALT
142 DH150 5200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 48 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
T8133-92-1052z
HOLD LNAV VNAV

LOC G/S
142 DH150 5 200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
3 4 8 00
20
14 2
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
T8133-92-1080z
C-3
HOLD LNAV VNAV

LOC G/S
142 DH150 5200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 48 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
T8133-92-1081z
GS 240 TAS 253 TRK 140 MAG GRH

120˚/15 0835.4z
6.3 NM
15
12
FRED
18
TFC TRAFFIC
TA ONLY 10
GRH
+04
R-020 ELN
DD
IRS(3)
P8380-02-93z
C-4
HOLD LNAV VNAV

LOC ALT
142 DH150 5200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
10 10 1
160
14 3
20
2 48 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
P8380-02-94z

120˚/15 0835.4z
6.3 NM
15
12
FRED
18
TFC OFFSCALE
10 TRAFFIC
GRH
R-020 ELN
DD
IRS(3)
P8380-02-95z
C-5

120˚/15 0835.4z
6.3 NM
15
12
FRED
18
TFC TRAFFIC
10 TA 11.5 +17
GRH
R-020 ELN
DD
IRS(3)
P8380-02-96z
HOLD LNAV VNAV

LOC ALT
142 DH150 5 200
110.90
5 200
200 DME 25.3 2400
CMD
180 6
5 000 2
160 10 10 1
14 3
20
2 4 8 00
REF
10 10 1
120
4 600 2
6
100
CRS123
MDA
4700
750
11
12 13 14 STD
15
10 125 MAG 29.86IN.
P8380-02-97z
C-6
Airbus Display’s
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
5
34
3
30
30
20
20
+02
P8380-02-70z
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
5
34
3
-13
30
30
20
20
P8380-02-71z
C-7
Airbus Display’s (cont)
BRACO 097
33.0 NM
18:35
N
W TC AS: CHA NG E M OD E E
80
160
P8380-02-72z
BRACO 097
33.0 NM
18:35
N
W TC AS: CHA NG E M OD E E
80
160
P8380-02-73z
C-8
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
5
34
3
TC AS: REDU CE R ANG E
120
120
80
80
P8380-02-74z
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
5
34
3
TC AS: REDU CE R ANG E

120
120
80
80
P8380-02-75z
C-9
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
-03 5
34
3
7.5
7.5
5
P8380-02-76z
GS 394 TAS 388 NEV 080

220 / 15 22 NM
1 2 18:42
0 3
35 4
5
34
3
30
30
20
20
TA 2 .0 + 02
P8380-02-77z
C-10
AP1
A/THR
315
360
10 10
340
310 20
31000
320
10 10
300
305
.780 STD
2 33 34 35 0
P8380-02-78z
AP1
A/THR
315
360
10 10
340
310 20
31000
320
10 10
300
305
.780 STD
2 33 34 35 0
P8380-02-79z
C-11
AP1
A/THR
315
360
10 10
340
310 20
31000
320
10 10
300
305
.780 STD
2 33 34 35 0
P8380-02-80z
NAV TCAS FAULT
P8380-02-81z
TCAS STBY
P8380-02-82z
C-12
GS216 TAS 200 VOR APP D-LG 065˚

280 / 20 6
5.8 NM
3 9 18:35
0
D-LG
12
FF33R
-01
33
15
-11
+10
+03
30
18
10
D-130M
VOR1 27 21
DDM R 24
12. 5 NM
P8380-02-83z
GS 1 TAS _ _ _ KDLH 018˚

_ _ _ /_ _ _ 124 NM
0 3
33
-11
30
+02
-03 KMSP
KMSP
27
12
2.5
5
24
15
21 18
TA ONLY
P8380-02-84z
C-13
GS 2 TAS _ _ _ KDLH 018˚

_ _ _ /_ _ _ 124 NM
1 2
0 3
35 4
5
34
3
7.5
7.5
5
5
KMSP
MSP
TCAS
P8380-02-85z
GS 1 TAS _ _ _ VOR2 115.30

_ _ _ /_ _ _ CRS _ _ _
0 3 MSP
33
-11
30
+02
-03
27
12
2.5
5
24
15
21 18
TA ONLY
P8380-02-86z
C-14
CLB NAV FD1
135 FL 40
135
060
10 10
010
040
0
720
00
005 T
C
A
-2 S
STD
0 1 2 3
P8380-02-87z
GS 0 TAS _ _ _ GEP 326˚

_ _ _ /_ _ _ 16.6 NM
0 3
33
6
30
KMSP
27
12
10
24
15
21 18
TA ONLY
P8380-02-88z
C-15
STATUS
INOP SYS
ADR 3
ACARS
CAB PR 1
TCAS
SDCU
MAINTENANCE
F/CTL
TAT +12 ˚C GW LBS

SAT +12 ˚C 21 H 25
P8380-02-90z
GS 428 TAS 350 NANCI 063˚

230 / 78 12.0 NM
6
3 9 20:16
CF31
ORCHY
KLGA CF31L
KLGAFABRY
NYACK
0
31
12
22 KLGA
NANCI
33
EMRYR COL
15
20
30
18
40
27 21
24
P8380-02-91z
C-16
AP1
A/THR
315
20
360
20 20
340
10 10 310
31020
00
320
300
305
.780 STD
2 33 34 35 0
P8380-02-92z
C-17
MD-11 Display’s
GS 305 HDG 085 MAG ELX 69.8NM/ 13.7

TAS 286
08 09 10 11:34
07 11
274˚/ 20 06
12
05
04
13
+03
1
+04
-02
CDU MSG -02
WXR OFF
IRS
NAV
5
P8380-02-43z
GS 280 HDG 084 MAG ELX 53.6NM/ 11.4

TAS 261
08 09 10 11:39
07
274˚/ 20 06 11
05 12
-25
04
13
+12
3
-09
+07
WXR OFF
IRS
NAV
5
P8380-02-44z
C-18
MD-11 Display’s (cont)
GS 280 HDG 084 MAG ELX 52.8NM/ 11.2

TAS 261
08 09 10 11:39
07
274˚/ 20 06 11
05 12
-25
04
13
+12
3
-09
+07
WXR OFF
IRS
NAV
5
P8380-02-45z
C-19
Appendix D BIBLIOGRAPHY
AC20-131 Airworthiness and Operational Approval of

Traffic Alert and Collision Avoidance Systems
(TCAS II) and Mode-S Transponder
AC20-115A Radio Technical Commission for Aeronautics

Document RTCA/DO-178A
AC25.1309-1A System Design and Analysis
AC25-11 Transport Category Airplane Electronic Display

Systems
AC90-48C Pilot’s Role in Collision Avoidance
AC120-XX Procedures and Criteria for Determining the

Type Rating Requirements for an Aircraft
TSO-C112 Air Traffic Control Radar Beacon Systems Mode

Select (ATCRBS/Mode-S) Airborne Equipment
TSO-C119 Traffic Alert and Collision Avoidance System

Airborne Equipment, TCAS II
RTCA DO-160B Environment Conditions and Test Procedures

for Airborne Equipment
RTCA DO-178A Software Considerations in Airborne Systems

and Equipment Certifications
RTCA DO-181 Minimum Operational Performance Standards

for Air Traffic Control Radar Beacon System/
Mode Select (ATCRBS/Mode-S) Airborne
Equipment
D-1
RTCA DO-185 Minimum Operational Performance Standards

for Traffic Alert and Collision Avoidance System
(TCAS) Equipment
ARP 926A Aerospace Recommended Practice
ARP 1834 Fault/Failure Analysis Procedure
ARP 1068A Fault/Failure Analysis Guidelines for Digital

Equipment
Flight Deck Instrumentation, Display Criteria and Associated

Controls for Transport Aircraft
RTCA, Inc.
1140 Connecticut Ave., N.W.
Suite 1020
Washington D.C., 20036
Society of Automotive Engineers, Inc.

400 Commonwealth Drive
Warrendale, PA 15096
Safer Skies with TCAS - A Special Report: Traffic Alert and

Collision Avoidance Systems Office of Technology Assessment,
Washington, D.C.: US Government Printing Office, February, 1989
A Study of Near Midair Collisions in U.S. Terminal Airspace QR #11.
NASA ASRS, P.O. Box 189, Moffett Field, CA 94035
D-2

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TCAS II

Helping You Control Your World

2.5 AURAL MESSAGES ............................................................... 2-24

Section 3 ~ Flight Crew Response

Appendix A ~ Frequently Asked Questions

Appendix C ~ TCAS II EFIS Displays

This pilot’s handbook is written to familiarize the reader with the

All flight crew members must complete an airline documented and

Note: This TCAS II guide was written as an aid to the operation of

TCAS II assists the pilot in avoiding midair collisions.

TCAS II is an independent onboard collision avoidance system. It

TCAS II continually surveys the airspace around the aircraft,

If the flight path of an aircraft is predicted to penetrate the Collision

1.3 SYSTEM CAPABILITIES

• 40 NM surveillance range for Mode-S

1.4 TCAS OPERATIONAL LIMITS

• No climb commands when 1500 fpm is not possible.

2.1 GENERAL INFORMATION

TCAS II is an environmental system similar to GPWS and the

When TCAS II is inhibited by Windshear or GPWS, TCAS II will re-

TCAS II continuously calculates and tracks the projected positions

2.2 TCAS II ADVISORIES

TCAS II generates Resolution Advisories and Traffic Advisories

Once the system predicts that appropriate separation is attained

A preventive or weakening advisory, such as "MONITOR

2.2.1 Traffic Advisory

Note: On non-altitude reporting intruders TCAS II will not

2.2.2 Resolution Advisory

A Resolution Advisory (RA) is displayed 15-35 seconds from the

The RA is indicated on the VSI/TRA or EFIS in the form of

Pilots are authorized to deviate from their current ATC clearance to

Note: Intruder altitude information is necessary for Resolution

TCAS II is a single system installation consisting of the following

• TCAS Computer Unit

Figure 2-3 shows a typical TCAS II cockpit installation with VSI/

The VSI/TRA’s or Dual EFIS’s serve three purposes in the cockpit:

1. They display vertical speed information in a conventional

TCAS II requires the following equipment to be functional and

• TCAS Computer Unit

TCAS II is a single system installation consisting of the following

• TCAS Computer Unit

Figure 2-3 shows a typical TCAS II cockpit installation with VSI/

The VSI/TRA’s or Dual EFIS’s serve three purposes in the cockpit:

1. They display vertical speed information in a conventional

TCAS II requires the following equipment to be functional and

• TCAS Computer Unit

0 -03 -05 6 0 -03 -05 6

CAPTAIN’S VSI F/O’S VSI

2.3.1 Transponder/TCAS II Control Panels

An aircraft with TCAS II has one of two types of TCAS/ATC Tran-

In addition to being the normal transponder control panel, these

2.3.1.1 A TCAS/XPDR Mode-Selector

For the MODE-C/TCAS MODE-S panel, there is a five-position

TCAS - TA/RA: The TA/RA mode is the normal operating

TCAS - TA: TCAS II provides Traffic Advisories only; no Reso-

MODE-S ON: Activates the MODE-S transponder function

ATC: This position activates the ATCRBS Mode-C transponder

For the DUAL MODE-S panel, there is a four-position switch to

TCAS - TA/RA Mode: Same as above.