AW169 TCAS II

PILOT’S GUIDE

Publication Code 502169041

 AW169 TCAS II
PILOT'S GUIDE

Issue 1 Rev A : 31-10-2016

Source document:
AW169 TCAS II Pilot's Giude - Document N°169F3450X001 Rev A

Continuing airworthiness criteria for AW169 is Developed and Maintained by

Leonardo S.p.a., who is the holder of the Type Certificate in the state of Design.
 Document N° TCAS II Pilot’s Guide
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This publication contains information proprietary to LEONARDO S.p.A. -

HELICOPTERS. Reproduction and/or resale of the information or illustrations
contained herein is not permitted without the written approval of CUSTOMER
SUPPORT & SERVICES - ITALY - Product Support Engineering Dept.
Additional copies of this publication and/or change service may be obtained
from:

LEONARDO S.p.A. - HELICOPTERS

CUSTOMER SUPPORT & SERVICES - ITALY
Via Giovanni Agusta, 520
21017 Cascina Costa di Samarate (VA) - Italy
Tel.: (+39) 0331 225.036 - Fax.: (+39) 0331 225.988
e-mail: gestpubs@leonardocompany.com
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RECORD OF REVISIONS
TCAS II PG
Date Basis of Revision Notes
Issue
Iss. 1 Rev. A 31/10/2016 Doc. 169F3450X001 Rev. A -

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LIST OF EFFECTIVE PAGES

NOTE: A black vertical line in outer margin of the page indicates revised text
and approval revision number is printed in the lower margin.

Page Revision N° Page Revision N°

A1 and A2 A
B1 and B2 A
TOC-i and TOC-ii A
LOF-i and LOF-ii A
LOT-i and LOT-ii A
INTRODUCTION
I-1 thru I-4 A
SECTION I
1-1 thru 1-4 A
SECTION II
2-1 thru 2-6 A
SECTION III
3-1 thru 3-18 A
SECTION IV
4-1 and 4-2 A

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TABLE OF CONTENTS
Page

INTRODUCTION ..........................................................................................I-1
GENERAL ................................................................................................................................I-1
REVISIONS (RE-ISSUES)........................................................................................................I-1
REVISION SYMBOL ................................................................................................................I-1
TEMPORARY REVISIONS ......................................................................................................I-1
ACRONYMS AND DEFINITIONS ............................................................................................I-2

SECTION I - SYSTEM DESCRIPTION........................................................ 1-1

GENERAL ...............................................................................................................................1-1
TCAS II SYSTEM ARCHITECTURE .......................................................................................1-2

SECTION II - METHOD OF OPERATION .................................................. 2-1

GENERAL ...............................................................................................................................2-1
SURVEILLANCE...............................................................................................................2-1
Target Surveillance ...................................................................................................2-1
Garble Rejection .......................................................................................................2-2
COLLISION AVOIDANCE TRACKING .............................................................................2-2
THREAT DETECTION......................................................................................................2-3
THREAT RESOLUTION ...................................................................................................2-3
COMMUNICATION AND COORDINATION .....................................................................2-5

SECTION III - CONTROLS, FUNCTIONALITIES AND

VISUALIZATIONS ...................................................................................... 3-1
GENERAL ...............................................................................................................................3-1
EDCU CONTROLS..................................................................................................................3-1
MFD CONTROLS ....................................................................................................................3-5
TCAS II ON PFD......................................................................................................................3-6
TRAFFIC VISUALIZATION AND CONTROLS ANNUNCIATIONS ..................................3-6

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Page

ADI TCAS “TRAFFIC” ADVISORIES ............................................................................. 3-10

PFD TCAS II RESOLUTION ADVISORIES ON VS TAPE ............................................ 3-12
TCAS II ON MFD .................................................................................................................. 3-12
TCAS II TEST FUNCTION.................................................................................................... 3-13
TCAS II AURAL WARNINGS ............................................................................................... 3-15
TCAS II SYSTEM INHIBITS ................................................................................................. 3-16

SECTION IV - LIMITATIONS, NORMAL AND EMERGENCY

PROCEDURES .......................................................................................... 4-1
GENERAL............................................................................................................................... 4-1

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LIST OF FIGURES
Page

Figure 1-1 AW169 TCAS II System Architecture................................... 1-3

Figure 3-1 EDCU Radio Tuning page when TUNE key
is pressed ............................................................................. 3-1
Figure 3-2 TEST page (for reference only)............................................ 3-4
Figure 3-3 TEST - COMMS/NAV TUNE TEST page
(for reference only) ............................................................... 3-4
Figure 3-4 MFD TCAS II controls when CTRL button key (B-8)
is pressed on the MFD ......................................................... 3-5
Figure 3-5 PFD TCAS II Intruders symbols ........................................... 3-8
Figure 3-6 PFD TCAS II STATUS Annunciations................................ 3-10
Figure 3-7 PFD ADI TCAS Advisory Message .................................... 3-11
Figure 3-8 MFD Menu Bar ................................................................... 3-13

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LIST OF TABLES
Page

Table 2-1 TCAS II Advisory Parameters .............................................. 2-5

Table 3-1 TCAS II traffic symbols......................................................... 3-7
Table 3-2 TCAS II Active Inhibits........................................................ 3-17

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INTRODUCTION

GENERAL
This manual deals with the Traffic Collision and Avoidance System II (TCAS II)
provided by Rockwell Collins and installed as a basic kit on AW169 helicopter.
The manual provides information on the use and operation of such system.
Information in this manual is current as of publication or revision date.

REVISIONS (RE-ISSUES)
This manual is subject to revisions (re-issues) which will be automatically dis-
tributed to all holders of the manual. It is the responsibility of the operator to
assure that the revisions (re-issues) are incorporated into the manual upon
receipt.
At the beginning of the manual there is the "List of Revision" table that shows
all pages of the manual which have been revised as well as number, subject
and approval reference of each revision.

REVISION SYMBOL
Revised text is indicated by a black vertical line on the outer margin of the
page, adjacent to the affected text and the revision number is printed in the
lower inner margin. The revision symbol identifies the addition of new informa-
tion, a change of procedure, the correction of an error, or a rewording of the
previous information.

TEMPORARY REVISIONS
Temporary Revisions are issued when immediate data is to be included in the
manual. The Temporary Revision data can add to or cancel the initial data in
the manual. They are numbered progressively for each section of the manual
and are printed on blue paper. Temporary Revision pages are not written in
the "List of Effective Pages". A complete list of active and inactive Temporary
Revisions is written in the "Record of Temporary Revisions" page.

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ACRONYMS AND DEFINITIONS

This section details the Acronyms used in this Manual.

ACRONYM DEFINITION

ABS Absolute

ABV Above

AFDX Avionic Full DupleX Ethernet

AMMC Aircraft & Mission Management Computer

AMMS Aircraft & Mission Management System

AWG Aural Warning Generator

BLW Below

CB Circuit Breaker

CCD Cursor Control Device

CDS Cockpit Display System

CPA Closest Point Of Approach

CRA Corrective Resolution Advisory

DME Distance Measuring Equipment

DU Display Unit

EDCU Enhanced Display Control Unit

FMS Flight Management System

GND Ground

GPS Global Positioning System

H/C Helicopter

ICS Interphone Communication System

PFD Primary function display

MCDU Multifunction Control Display Unit

MFD Multi Function Display

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ACRONYM DEFINITION

NM Nautical Mile

OT Other Traffic

PFD Primary Flight Display

PRA Preventive Resolution Advisory

PT Proximate Traffic

RA Resolution Advisory

RAD Radalt

REL Relative

REPU Remote Electrical Power Unit

RTN Return

SL Sensitivity Level

STBY Stand-By

SW Software

TA Traffic Advisory

TCAS Traffic and Collision Avoidance System

XPDR Transponder

WOW Weight on Wheel

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SECTION I
SYSTEM DESCRIPTION

GENERAL
The TCAS-4100 system, supplied by Rockwell Collins, is an airborne traffic
and collision avoidance advisory system that operates without the support
from the Air Traffic Control (ATC) ground stations and aids the flight crew by
detecting the presence of nearby aircraft (Traffic Advisory) and providing a
warning (Resolution Advisory) when the proximity of that aircraft is determined
to be a safety threat. The TCAS interrogates the transponders of the sur-
rounding aircrafts in the vicinity and uses the replies from those transponders
to compute their flight path. The data received from this interrogation are track,
range, altitude (when it is included in the reply message) and the bearing.
From these data, the TCAS calculate a time to reach the Closest Point of
Approach (CPA) with the intruder and by dividing the range by the closure
rate. This time value (TAU) is the main parameter for issuing alerts. If the tran-
sponder replies, from nearby aircraft, includes their altitude, TCAS also com-
putes the time to reach co-altitude. Through these calculations, the TCAS
system evaluates the potential threat.
The TCAS determines the relative position of surrounding aircraft by using its
directional antennas for bearing information and by measuring the time from
interrogation to reply to compute the distance. The altitude information is sup-
plied by the radio altimeter unit.
The maximum surveillance range of TCAS is about 14 NM with display of
detected intruder aircraft up to 12 NM. The TCAS-4100 system can track up to
60 aircraft simultaneously and display up to 30 aircraft.
The TCAS receiver/transmitter interrogates the transponders of neighbouring
aircraft and uses the replies to locate and track those aircraft. These replies
include altitude information. Bearing and distance information is derived using
the directional antennas and timing information based on transponder replies
to specific interrogations.
The bearing, distance, and altitude of each aircraft are used to calculate the
track. This data is used to evaluate any potential conflict. The system provides
no resolution advisories at altitudes below 1000 ft.

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Descriptions of the three types of advisories that can be issued are listed
below:

— Traffic Advisory (TA). A TA is primarily informative in nature, informing the

crew of nearby traffic that is not presently seen as a threat but can
become a threat if conditions change adversely. A TA advisory is intended
to assist the pilot in the visual search for the intruder aircraft and to pre-
pare the pilot for a potential RA

— Resolution Advisory (RA) to recommend manoeuvres that will either

increase or maintain the existing vertical separation from an intruder air-
craft. When the intruder aircraft is also fitted with the TCAS II unit, both
TCAS coordinate their RAs through the Mode S data link to ensure that
complementary resolution senses are selected:
– Preventive Resolution Advisory (PRA), A PRA advises the crew to
avoid certain deviations from the present vertical flight path. This
means that the TCAS has determined that the situation is being
resolved with the existing conditions. The crew, however, must not
make certain changes from the current vehicle speed
– Corrective Resolution Advisory (CRA). A CRA advises the crew to take
some action (i.e. to climb or descend) in order to resolve the develop-
ing threat.
Obviously the vertical manoeuvring resolution advisories given by TCAS are
calculated and given against the intruder aircraft that report altitude data in
their transponder messages while, for nonaltitude reporting (NAR) aircraft,
Traffic advisories are given only.

TCAS II SYSTEM ARCHITECTURE

The AW169 TCAS II system architecture is depicted in Figure 1-1. The
AW169 TCAS II system consists of the TTR-4000/TTR-4100 TCAS Transmit-
ter-Receiver (installed inside the nose) and two TRE-920 TCAS II Directional
Antennas (top and bottom fuselage installation). Other main systems involved
in the TCAS II architecture are:

— one TDR-94D Mode S diversity transponders with relative antennas and

control

— the AMMS/EDCUs for primary TCAS II controls

— the CDS system used for secondary TCAS II tuning

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— PFDs and MFDs used to display the Traffic and Resolution advisories

— ICS to provide the TCAS aural warnings

— RADALT system as radio altitude source.

Figure 1-1 AW169 TCAS II System Architecture

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The TCAS Receiver/Transmitter performs airspace surveillance, intruder

tracking, its own aircraft altitude tracking, threat detection, RA manoeuvre
determination and selection, and generation of advisories. The TCAS Proces-
sor uses pressure altitude, radar altitude, helicopter attitude information and
discrete aircraft status inputs from its own aircraft to control the collision avoid-
ance logic parameters that determine the protection volume around the TCAS
aircraft.
The altitude informations are provided from radio altimeters system. The video
information is supplied by the TCAS computer to the CDS.
The CAS logic also performs the function to output TCAS TA and RA aural
annunciations. The Aural audio signals, provided by the TCAS processor, are
connected to the ICS of the pilot’s and copilot’s audio panels (in order to per-
mit the warning messages to be heard to cockpit operators only). The AMMS
provides the controls for XPDR/TCAS.

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SECTION II
METHOD OF OPERATION

GENERAL
The operation of the TCAS II can be summarized by the following functions:

— Surveillance

— Collision Avoidance Tracking

— Threat Detection

— Threat Resolution

— Communication and coordination.

SURVEILLANCE

Target Surveillance
TCAS listen for the spontaneous transmissions, or squitters, that are gener-
ated once per second by the Mode S transponder. Among other information,
the squitter contains the unique Mode S address of the sending aircraft. Fol-
lowing the receipt and decoding of a squitter message, TCAS sends a Mode S
interrogation to the Mode S address contained in the squitter. The Mode S
transponder replies to this interrogation and the reply information is used by
TCAS to determine the range, bearing, and altitude of the Mode S aircraft. To
minimize interference with other aircraft and ATC on the 1030/1090 MHz
channels, the rate at which a Mode S aircraft is interrogated by TCAS is
dependent on the range and closure rate between the two aircraft. As the tar-
get aircraft approaches the area where a TA may be required, the interroga-
tion rate increases. TCAS uses a modified Mode C interrogation known as the
Mode C Only All Call to interrogate nearby Mode A/C transponders. The nom-
inal interrogation rate for these transponders is once per second. Because
TCAS does not use Mode A interrogations, the Mode A transponder codes of
nearby aircraft are not known to TCAS Mode S squitter transmission are typi-
cally detected up to about 30 NM. The maximum tracking range of the TCAS
is 14 NM around with display of detected intruders up to 12 NM. The TCAS
can track as many as 60 aircraft and displays up to 30 of them. The area to be
visualized on the CDS is set by the pilot.

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Because TCAS surveillance operates on the same frequencies as that used

by the ground based ATC radars, there is a requirement imposed on TCAS
that it not interfere with the functions of the ATC radars. Several design fea-
tures have been developed and implemented to allow TCAS to provide reli-
able surveillance without degrading the performance of the ATC radars.

Garble Rejection
TCAS surveillance of Mode C targets is complicated by problems of synchro-
nous and non synchronous garbling (replies from different intruder overlap),
as well as reflections of signals from the ground (multipath). Various tech-
niques have been incorporated into TCAS to cope with this condition. The
whispershout (WS) technique takes advantage of differences between the
receiver sensitivity of transponders and the transponder antenna gains of tar-
get aircraft. Another technique used to reduce synchronous garble is the use
directional transmissions to further reduce the number of potential overlapping
replies. Non synchronous garble is caused by the receipt of undesired tran-
sponder replies that were generated in response to interrogations from ground
sensors or other TCAS interrogations. These so-called fruit replies are transi-
tory so they are typically identified and discarded by correlation algorithms in
the surveillance logic.

COLLISION AVOIDANCE TRACKING

The TCAS receiver/transmitter interrogates the transponders of neighbouring
aircraft and uses the replies to locate and track those aircraft; the TCAS
receiver/transmitter receives ATCRBS and Mode S transponder replies from
the top antenna and/or the bottom antenna. The bottom antenna is installed to
detect aircraft that may be shadowed from the top antenna by the airframe.
These replies include altitude information. Bearing and distance information is
derived using the directional antennas and timing information based on tran-
sponder replies to specific interrogations. The bearing, distance, and altitude
of each aircraft are used to calculate the track. This data is used to evaluate
any potential conflict.
When the altitude is lower than 1700 ft AGL, the TCAS approximates the ele-
vation of the ground ASL. This is determined by subtracting the radar altitude
from the pressure altitude. The TCAS considers any aircraft within 360 ft of
this ground altitude to be on the ground and displays no track for such aircraft.

THREAT DETECTION

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The type of advisory appropriate for a given threatening situation is a function

of the aircraft altitude. These altitude ranges can be seen as sensitively levels.
Thus, the system provides no resolution advisories at altitudes below 1000
feet. Descriptions of the three types of advisories that can be issued are listed
below:

— Traffic advisory (TA). A TA is primarily informative in nature, informing the

crew of nearby traffic that is not presently seen as a threat but can
become a threat if conditions change adversely

— Preventive Resolution Advisory (PRA). A PRA advises the crew to avoid

certain deviations from the present vertical flight path. This means that the
TCAS has determined that the situation is being resolved with the existing
conditions. The crew, however, must not make certain changes from the
current vehicle speed

— Corrective Resolution Advisory (CRA). A CRA advises the crew to take

some action in order to resolve the developing threat.

THREAT RESOLUTION
The key to understanding the TCAS threat evaluation and resolution is in rec-
ognizing that it is based on a projected CPA (closest point of approach). This
CPA is at the centre of a volume of airspace cylindrical in shape with a radius
that is determined by either of two thresholds. TAU, which is a time threshold,
or a horizontal distance threshold, whichever occurs first. Both TAU and the
horizontal threshold increase with altitude. The vertical depth of this cylindri-
cally-shaped volume is determined by certain separation ranges that also
increase with altitude.
The TCAS in both aircraft interrogates the other airplane’s transponder and
acquires heading, altitude, and vertical and horizontal speed information. The
vertical speed is determined by the rate of change in altitude while the hori-
zontal speed is determined by the rate of change of distance and bearing.
Using this information and similar information concerning its own flight param-
eters, it is able to calculate a closure rate and a projected CPA. In this sce-
nario, the airplanes are in danger of colliding at CPA. At 45 seconds before
CPA or at the horizontal threshold, whichever occurs first, TCAS alerts both
crews to the presence of the other airplane by means of a traffic advisory. It is
expected this advisory will cause the crew to attempt to acquire visual contact
with the other aircraft and mentally prepare for a TCAS commanded manoeu-
vre. With this advisory, the TCAS expects the crew to assume a vertical speed
of 1500 fpm. In order to satisfy the corrective advisory situation at this altitude,
TCAS expects a minimum separation of 400 feet.

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When an intruder is declared a threat, a two step process is used to select the
appropriate RA for the encounter geometry. The first step in the process is to
select the RA sense, i.e., upward or downward. Based on the range and alti-
tude tracks of the intruder, the CAS logic models the intruders’ flight path from
its present position to CPA. The CAS logic then models upward and downward
sense RAs for own aircraft to determine which sense provides the most verti-
cal separation at CPA. In encounters where either of the senses results in the
TCAS aircraft crossing through the intruders altitude, TCAS is designed to
select the non-altitude crossing sense if the non-crossing sense provides the
desired vertical separation. If non-crossing sense doesn’t provide the required
vertical separation an altitude crossing RA will be issued.
The second step in selecting an RA is to choose the strength of the advisory.
TCAS is designed to select the RA strength that is the least disruptive to the
existing flight path. After the initial RA is selected, the CAS logic continuously
monitors the vertical separation that will be provided at CPA and if necessary,
the initial RA will be modified.
In a TCAS/TCAS encounter, each aircraft transmits interrogations to the other
via the Mode S link to ensure the selection of complementary RAs by the two
aircraft. The coordination interrogations use the same 1030/1090 MHz chan-
nels used for surveillance interrogations and replies and are transmitted once
per second by each aircraft for the duration of the RA. Coordination interroga-
tions contain information about an aircraft’s intended RA sense to resolve the
encounter with the other TCAS-equipped intruder. When an aircraft selects an
upward sense RA, it will transmit a coordination interrogation to the other air-
craft that restricts that aircraft’s RA selection to those in the downward sense.
The strength of the downward sense RA would be determined by the threat
aircraft based on the encounter geometry and the RA Selection logic. The
basic rule for sense selection in a TCAS/TCAS encounter is that each TCAS
must check to see if it has received an intent message from the other aircraft
before selecting an RA sense. If an intent message has been received, TCAS
selects the opposite sense from that selected by the other aircraft and commu-
nicated via the coordination interrogation. If TCAS has not received an intent
message, the sense is selected based on the encounter geometry in the same
manner as would be done if the intruder were not TCAS equipped.

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COMMUNICATION AND COORDINATION

In the case where both aircraft involved in an advisory situation are TCAS
equipped, the TCAS communicates with the other aircraft to coordinate eva-
sive strategies. This coordination may occur before an advisory is issued and
is calculated for optimum safe separation using the least disruptive manoeu-
vre possible.

Table 2-1 TCAS II Advisory Parameters

RADIO
PRESSURE ALTITUDE
ALTITUDE
ADVISORY
1,000 5,000 10,000 20,000
UP TO UP TO ABOVE
TO TO TO TO
1,000 5,000 42,000
2,350 10,000 20,000 42,000

Advisory Traffic 20 sec 25 sec 30 sec 40 sec 45 sec 48 sec 48 sec

Time to
CPA (TAU) Resolution - 15 sec 20 sec 25 sec 30 sec 35 sec 35 sec

Horizontal Protected 0.20 0.35 0.55 0.80 1.10 1.10

-
Threshold Volume nmi nmi nmi nmi nmi nmi

Traffic 850 ft 850 ft 850 ft 850 ft 850 ft 850 ft 1,200 ft

Preventive
Vertical
Resolution - 600 ft 600 ft 600 ft 600 ft 700 ft 800 ft
Separation
Threshold
Thresholds
at CPA Corrective
Resolution - 300 ft 300 ft 350 ft 400 ft 600 ft 700 ft
Threshold

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SECTION III
CONTROLS, FUNCTIONALITIES AND
VISUALIZATIONS

GENERAL
The controls features are provided by mean of the pilot and copilot EDCU and
MFD. The TCAS II informations are displayed on the PFDs and MFD.

EDCU CONTROLS
Once the DataBase info has been checked, the Pilot can continue the initial-
ization process by pressing the SETTINGS button to reach the SETTINGS
page, displayed in On EDCU the TCAS II controls are integrated in the XPDR
Radio Tuning page accessible by selecting “CPDR/TCAS” icon on the EDCU
TOP page (see Figure 3-1). In the right side of the TUNE page the XPDR/
TCAS detail section is displayed while in the left side the XPDR/TCAS MODE
section is shown.

Figure 3-1 EDCU Radio Tuning page when TUNE key is pressed

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The TCAS II mode controls “TA ONLY” and “TA/RA” are added to the Tran-
sponder mode controls into the EDCU XPDR/TCAS Radio Tuning pages, so
the integrated XPDR-TCAS mode have the following mode selection:

— STBY: The TCAS and XPDR systems are always forced to STBY mode.
This setting is the default at helicopter electrically power on

— ALT OFF: Transponder Mode A Operation (XPDR only operative)

— ALT ON: Transponder Mode C Operation (XPDR only operative)

— TA ONLY: Traffic Alert (Both TCAS and XPDR operative)

— TA/RA: Traffic and Resolution Alerts (Both TCAS and XPDR operative).

The TCAS system is operative selecting the modes TA/RA and TA ONLY. The
TCAS and XPDR system works coupled: since the TCAS detects the tran-
sponder signals transmitted by other aircraft, the on board the AW169 tran-
sponder is automatically muted through a dedicated suppression line when
the TCAS scans for traffic.
The TA/RA mode selection is accepted as valid if the TCAS II system echoes
indifferently TA ONLY or TA/RA. Although the TCAS RA function is inhibited,
with the system selected on, when an aircraft is on the ground and also at low
altitudes when airborne, it is very important for operational safety that the sys-
tem is selected on before take off, to ensure that the RA function will be active
as soon as the built-in system constraints allow this during the initial climb. In
any case, the CDS continues to provide flight crew with useful TCAS situa-
tional awareness, both below the RA inhibit altitudes and on the ground.
When TA ONLY or TA/RA is selected, the avionics system forces the Tran-
sponder in the ALT ON condition (if not) before the relevant TCAS II control
mode.
When STBY, ALT OFF or ALT ON is selected, the TCAS II control mode is
forced to TCAS STBY; when the command TCAS STBY is received from the
display, the TCAS is forced to TCAS STBY and the Transponder mode ALT
ON is selected.
The EDCU XPDR/TCAS Radio Tuning page (Figure 3-1) provides a control for
the altitude view of the traffic (ALT LIMITS); this defines the TCAS Display Vol-
ume for TCAS intruders filtering:

— ABOVE: TCAS Display Volume is - Altitude Limit -2700 ft to Altitude Limit

9000 ft

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— BELOW: TCAS Display Volume is - Altitude Limit -9000 ft to Altitude Limit

2700 ft

— NORMAL: TCAS Display Volume is - Altitude Limit -2700 ft to Altitude

Limit +2700 ft

— ABV/BLW: no filtering is performed.

The EDCU XPDR/TCAS Radio Tuning page provides a control for the intruder
altitude reference selection:

— Relative (REL)

— Absolute (ABS).

In order to activate the TCAS test functionality:

— select “TEST” icon on the EDCU home page

— select “COMMS/NAV TUNE TEST” icon on the TEST page (see

Figure 3-2)

— activate the TCAS test functionality selecting the “TCAS” icon (see
Figure 3-3).

When the pilots switch the Test ON the system provides self test for TCAS II
system. During the TCAS self-test the EDCU status display will read “TEST”
and then “PASS” or “FAIL” depending on the TCAS test result (see Paragraph
TCAS II TEST FUNCTION for TCAS II functional test details).

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Figure 3-2 TEST page (for reference only)

Figure 3-3 TEST - COMMS/NAV TUNE TEST page (for reference only)

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MFD CONTROLS
On MFD and copilot PFD when in MFD format the TCAS II controls are avail-
able (see Figure 3-4) when the B-8 key is pressed on MFD. These controls
are usable via the on-side CCD in the interseat console or CCJ on the cyclic.
The functionalities are the same described for EDCU (see Paragraph EDCU
CONTROLS).

Figure 3-4 MFD TCAS II controls when CTRL button key (B-8) is pressed
on the MFD

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TCAS II ON PFD

TRAFFIC VISUALIZATION AND CONTROLS ANNUNCIATIONS

To enable the TCAS on PFD, at power-up TCAS OVERLAY is set to
“selected”, so the TCAS data are displayed on the PFD Map format’s flight
plan when the pilot selects the appropriate overlay for the display.

As long as TA or RA is detected, and if MAP format is not displayed, of MAP

Menu label is replaced by TCAS Pop-up Label as black "TCAS" text over
amber background annunciation. In this situation the TCAS bezel key is
armed and when it is pressed, the alarm is to considered acknowledged.
When the TA alert is no more active, the TCAS alert annunciation is removed
from MAP Menu Bar.
A traffic advisory, displayed on the display’s map page, warns the flight crew to
the position of nearby aircraft threats and possible threats. This warning
improves the ability of the flight crew to see the intruder aircraft before answer-
ing the resolution advisory. The display can manage up to 30 TCAS intruders
and the display visualizes them both in 360 MAP and ARC MAP format; the
intruder altitude is displayed near the intruder symbol. If a directional antenna
is tracking the intruder, TCAS displays an intruder aircraft symbol on the traffic
advisory display. The symbol position on the display shows relative range and
bearing of the intruder. Moreover, the intruder symbols are displayed using the
intruder range and the intruder relative bearing information received by TCAS
unit.
The symbols shape and colours, provided by TCAS II system, are in accor-
dance with the standard TCAS II symbology developed by FAA (see Table 3-1
and Figure 3-5). There are four different types (TCAS II) of traffic symbols,

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based on threat level, used in the TCAS traffic display. They are Resolution
Advisory (RA), Traffic Advisory (TA), Proximate Traffic (PT), and Other Traffic
(OT). The classification of the targets is done by the TCAS computer.

Table 3-1 TCAS II traffic symbols

Threat level Traffic symbol Color

No threat Diamond Haloed cyan

Proximate Traffic Solid diamond Haloed cyan

Traffic Advisory Solid circle Haloed yellow

Resolution Advisory Solid square Haloed red

If the intruder is reporting altitude, intruder relative altitude is shown on the dis-
play near the threat traffic symbol. The relative altitude data tag will consist of
two digits indicating hundreds of feet and the color match the color of the cor-
responding traffic symbol. The data tag shall be centered above the traffic
symbol preceded with a "+" if the intruder aircraft is above own aircraft's alti-
tude and centered below the traffic symbol preceded with a "-" if the intruder
aircraft is below own aircraft's altitude. In addition, the arrow points down for
descending traffic and up for ascending traffic.
The TCAS system is able to display also the Flight Level (absolute altitude), of
the intruder aircraft, in place of the relative altitude, when selected from the
TCAS II menu on MFD or EDCU.
TA and RA traffic for which TCAS cannot calculate a bearing (No Bearing
Advisories) show on a two-line annunciator field at the bottom middle of the
display. Then a NBA annunciation shows the type (TA or RA), range displayed
in NM (XX,X ; for example 2 NM = 02,0), and relative or absolute altitude of
the traffic displayed in hundreds of feet as a two digit value with leading zeros.
The annunciator shows in amber for TA traffic and in red for RA traffic. Range
shows as a two-number readout in nautical miles with a resolution of one-
tenth of a nautical mile. The altitude data has two numbers and, in the relative
mode, a preceding (+) or (–) sign. The number on the left shows thousands of
feet of altitude and the number on the right shows hundreds of feet of altitude

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(i.e., +22 = 2200 ft above the aircraft and –02 = 200 feet below the aircraft, see
Figure 3-5).

Figure 3-5 PFD TCAS II Intruders symbols

TCAS NBA Intruder Vertical Trend Vector using Vertical Sense information as
received from the TCAS with following logic:

— Vertical Sense = "Level Flight": blank (no Vertical Trend Vector displayed)

— Vertical Sense = "Climbing": display up arrow

— Vertical Sense = "Descending": display down arrow

— Vertical Sense = "No data" blank (no Vertical Trend Arrow displayed).
The RA and TA targets which are off scale are indicated by placing one half of
the symbol at the edge of the active display area, while the Proximate and
Other Intruders which are outside of the current display area shall not be dis-
played.
The Proximate and No threat intruders are not displayed when the relative
intruder altitude falls outside the selected TCAS display volume. The volume
is defined by the TCAS Altitude selection:

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— Normal

— Below

— Above

— Above/Below (unrestricted).
On the PFDs the TCAS Status annunciation is displayed in two reserved fields
on the left side of the compass rose (see Figure 3-6). In the first field the fol-
lowing TCAS Status annunciation can be displayed:

— “TCAS STBY” (green coloured)

— “TCAS FAIL” (amber coloured)

— “TCAS TEST” (amber coloured)

— “TA-ONLY” (green coloured)

— “TA/RA” (green coloured).

In the second field, the following TCAS green annunciations can be exclu-
sively displayed:

— “NORMAL”

— “ABOVE”

— “BELOW”

— “ABV/BLW”.
The Altitude select annunciation is completed with "ABS" annunciation when
the absolute altitude is selected.

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Figure 3-6 PFD TCAS II STATUS Annunciations

ADI TCAS “TRAFFIC” ADVISORIES

On the PFDs, the TCAS Advisory information is visualized on the upper left
corner of the attitude indication. As a dangerous intruder is detected a Traffic
Advisory (TA) is generated on the PFD as follow:

— the TCAS Traffic Advisory Message “TRAFFIC” is displayed to the left of

the attitude indication shall be displayed as long as at least one TA
intruder is received from the TCAS computer. The TCAS Traffic Advisory
Message flashes for the first five seconds (500 ms amber text on black
background, 500 ms black text on amber background then steady back
text on yellow background).

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In case of RA:

— “TRAFFIC” annunciation (see Figure 3-7): it is displayed to the left of the

attitude indication as long as at least one RA intruder is received from the
TCAS computer. The annunciation flashes flash for the first five seconds
(500 ms red on black, 500 ms white on red then steady white text on red
background).

Figure 3-7 PFD ADI TCAS Advisory Message

PFD TCAS II RESOLUTION ADVISORIES ON VS TAPE

When TCAS II generates a resolution advisory, the pilot has the ability to view
RA guidance on the vertical speed tape. From a pilot’s standpoint there are
two types of resolution advisories:

— Preventive - A preventive RA instructs the pilot to avoid certain deviations

from the current vertical speed

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— Corrective - A corrective RA instructs the pilot to deviate from the current

vertical speed to avoid the intruder.

Another way to categorize an RA is into down advisories and up advisories.

Down advisories are associated with an up avoidance zone, and up advisories
are associated with down avoidance zones. When an RA occurs, the TCAS
vertical speed guidance is presented on the vertical speed tape:

— a preventive down advisory displays a red up avoidance zone from the

top of the vertical speed tape down to the vertical speed corrective guid-
ance given from the TCAS

— a corrective down advisory displays a green fly-to band at the down advi-
sory’s recommended descent rate, and a red up avoidance zone extends
from the top of the fly-to band to the top of the vertical speed tape

— a preventive up advisory displays a red down avoidance zone from the

bottom of the vertical speed tape up to the vertical speed corrective guid-
ance given from the TCAS

— a corrective up advisory displays a green fly-to band at the up advisory’s

recommended climb rate, and a red down avoidance zone extends from
the bottom of the fly-to band to the bottom of the vertical speed tape.

It is possible to have a preventive down advisory and a preventive up advisory

at the same time. For simultaneous up and down preventive advisories, there
is both a red up avoidance zone and a red down avoidance zone with a green
space between the two zones which looks like a fly-to band. See the Para-
graph TCAS II AURAL WARNINGS for the TCAS II RA Audio Messages.

TCAS II ON MFD
To enable the TCAS on MFD, at power-up TCAS OVERLAY is set to
“selected”, so the TCAS data are displayed on the MFD Map format’s flight
plan when the pilot selects the appropriate overlay for the display (see Figure
3-8).

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Figure 3-8 MFD Menu Bar

As long as TA or RA is detected, and if Overlay format is not displayed, of

FPLN Menu label is replaced by TCAS Pop-up Label as black "TCAS" text
over amber background annunciation. In this situation the TCAS bezel key is
armed and when it is pressed, the alarm is to considered acknowledged.
When the TA alert is no more active, the TCAS alert annunciation is removed
from FPLN Menu Bar. The TCAS Intruders are represented on MFD consis-
tently with the representation given on PFD (see Figure 3-5 and Figure 3-6).

TCAS II TEST FUNCTION

The TCAS self test is manually enabled by mean of the EDCU or MFD. When
the IBIT is running all the TCAS II functionalities are inhibited. The avionics
system displays on the EDCU the TCAS TEST RESULT:

— TEST PASS if the system has completed its functional tests and has not
detected a failure

— TEST FAIL if any of the test criteria are not satisfied.

During the TCAS II test in progress, the following indications are displayed:

— an amber "TCAS TEST" annunciation is displayed on all the four displays

in the first TCAS annunciator line

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— the following traffic symbols are displayed on the CDS (see Figure 3-5):
– a solid red square RA symbol at 2 nmi, at 200 feet relative altitude,
above (+02), with no VS arrow, at a relative bearing of +90°
– a solid yellow circle TA symbol at 2 nmi, at 200 feet relative altitude,
below (–02), with ascending arrow, at a relative bearing of –90°
– a solid cyan diamond symbol at 3.625 nmi, at 1000 feet relative alti-
tude, below (–10), with descending arrow, at a relative bearing of
+33.75°
– an open cyan diamond OT symbol at 3.625 nmi, at 1000 feet relative
altitude, above (+10), with no arrow, at a relative bearing of -33.75°.

— the following TCAS corrective RA is displayed on the Vertical Speed tape:

– 0 ft/min advisory rate to maintain (red band and green band threshold
to 0 ft/min)
– UP advisory Corrective (green band for positive rate)
– don’t descend (red band for negative rate)
– don’t climb > 2,000fpm (green band until 2,000FPM).

— the message “TRAFFIC” (it flashes for the first five seconds, 500 ms red
on black, 500 ms white on red then steady white text on red background)
is displayed during the test in progress, on both the PFDs, to the left of the
attitude indication.
After the test is completed:

— “TCAS SYSTEM TEST OK” is annunciated in the audio system on both

pilot and copilot headsets (See Paragraph TCAS II AURAL WARNINGS)

— the RA on the VS tape, the “TRAFFIC” message and the traffic symbols
are removed

— the TCAS II system comes back to the previous state in terms of controls.

Note
If the test recognizes problem with the TCAS system the aural
message “TCAS SYSTEM TEST FAIL” (See Paragraph TCAS
II AURAL WARNINGS) is reproduced throughout the pilot and
copilot headsets and the annunciation “TCAS FAIL” is displayed
as TCAS status.

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TCAS II AURAL WARNINGS

The TCAS II System is capable to generate aural annunciations throughout
the crew headsets interfacing the ICS system.
The following Aural Messages are played at the end of the TCAS II functional
test:

— TCAS SYSTEM TEST OK: repeated one cycle

— TCAS SYSTEM TEST FAIL: repeated one cycle.

The following Aural Message is played when a Traffic Advisory (TA) is gener-
ated:

— TRAFFIC TRAFFIC: repeated one cycle (Threat aircraft is approaching

and the pilot should try to acquire visually and prepare for possible
manoeuvre).
The following Aural Message is played when a Resolution Advisory (RA) is
generated:

— CLIMB CLIMB: repeated one cycle (Climb at the rate depicted by the
green (fly to) arc on VSI nominally between 1500 and 2000 fpm)

— DESCEND DESCEND: repeated one cycle (Descend at the rate depicted

by the green (fly to) arc on the VSI nominally between 1500 and 2000
fpm)

— CLIMB CROSSING CLIMB - CLIMB CROSSING CLIMB: repeated one

cycle (Climb at the rate depicted by the green (fly to) arc on VSI nominally
between 1500 and 2000 fpm. Safe separation will be best achieved by
climbing through the threats flight path)

— DESCEND CROSSING DESCEND - DESCEND CROSSING DESCEND:

repeated one cycle (Descend at the rate depicted by the green (fly to) arc
on the VSI nominally between 1500 and 2000 fpm. Safe separation will be
best achieved by descending through the threats flight path)

— LEVEL OFF LEVEL OFF: repeated one cycle (Reduce rate of climb or
descent to achieve level flight)

— CLIMB CLIMB NOW - CLIMB CLIMB NOW: repeated one cycle (Climb at
the rate depicted by the green (fly to) arc on VSI nominally between 1500
and 2000 fpm. Received after ‘DESCEND’ resolution advisory and indi-
cates a reversal in direction is required to achieve safe vertical separation
from a manoeuvring threat aircraft)

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— DESCEND DESCEND NOW - DESCEND DESCEND NOW: repeated

one cycle (Descend at the rate depicted by the green (fly to) arc on the
VSI nominally between 1500 and 2000 fpm. Received after a ‘CLIMB’ res-
olution advisory and indicates a reversal in direction is required to achieve
safe vertical separation from a manoeuvring threat aircraft)

— INCREASE DESCENT - INCREASE DESCENT: repeated one cycle

(descend at the rate depicted by the green (fly to) arc on the VSI, nomi-
nally between 2500 and 3000 fpm. Received after ‘DESCEND’ resolution
advisory and indicates additional descent rate is required to achieve safe
separation from manoeuvring aircraft)

— MAINTAIN VERTICAL SPEED MAINTAIN: repeated one cycle (Continue

the existing climb or descent rate, or other vertical speed, as depicted by
the green (fly to) arc on VSI)

— MAINTAIN VERTICAL SPEED CROSSING MAINTAIN: repeated one

cycle (Continue the existing climb or descent rate, or other vertical speed,
as depicted by the green (fly to) arc on VSI. Safe separation will be best
achieved by not altering the existing vertical speed and climbing or
descending through the threats flight path)

— MONITOR VERTICAL SPEED: repeated one cycle (Ensure that vertical

speed is out of the red arc on VSI, until RA is completed).
The following Aural Messages is always played when the Resolution Advisory
(RA) threat ends:

— CLEAR OF CONFLICT: repeated one cycle (Range is increasing, and

separation is adequate. Return to the applicable ATC clearance, unless
otherwise directed by ATC).

TCAS II SYSTEM INHIBITS

The following TCAS II inhibits are active on AW169 (see Table 3-2).

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Table 3-2 TCAS II Active Inhibits

INHIBIT PARAMETERS

Increase Inhibited below 1650 ft AGL while climbing and

Descent RA inhibited below 1450 ft AGL while descending
Inhibited below 1200 ft AGL while climbing and
Descend RA
inhibited below 1000 ft AGL while descending
TA Voice Inhibited below 400 ft AGL while descending and
Messages inhibited below 600 ft AGL while climbing
Inhibited below 1100 ft AGL while climbing and
RAs inhibited below 900 ft AGL while descending (TCAS II
automatically reverts to TA only)
Automatically reverts to TA only when higher priority
Advisory Priority messages (such as HTAWS and CAS WARNINGS) are
present
Climb RA Inhibited above 14000 ft
Increase Climb Always inhibited

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SECTION IV
LIMITATIONS, NORMAL AND EMERGENCY
PROCEDURES

GENERAL
Limitations, Normal and Emergency Procedures are provided within AW169
TCAS II RFM Supplement 14.

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