Tcas_6.doc 9 August 2004

**[TCAS II OPERATION IN REDUCED]{.underline}**

**[VERTICAL SEPARATION MINIMUM (RVSM) AIRSPACE]{.underline}**

**[INTRODUCTION.]{.underline}** This material has been developed by the
Flight Technologies and Procedures Division (AFS-400) at FAA
Headquarters. An AFS-400 representative chaired the North Atlantic
System Planning Group (NATSPG) Ops/Air sub-group which developed
aircraft and operator RVSM approval guidance for the North Atlantic
(NAT). An AFS-400 representative now chairs the Ops/Air sub-group of the
ICAO Pacific RVSM Implementation Task Force.

[Traffic Alert and Collision Avoidance System (TCAS) Compatibility With
RVSM Operations]{.underline}:

Appendix G to 14 CFR Part 91 requires all TCAS II equipped aircraft
operating in RVSM airspace after March 31, 2002 to be equipped with TSO
C-119b (Version 7.0), or a later version unless otherwise authorized by
the Administrator.

[Training Considerations for Using TCAS in an RVSM
Airspace]{.underline}, was originally published on October 11, 1996. It
has been used since that time to train pilots on TCAS II (Version 6.04)
operations in airspace where RVSM is implemented. The attachment to this
cover letter (dated June 30, 1999) provides minor updates to the
original paragraph 1 (Introduction) and in paragraph 1d recommends that,
as soon as possible, TCAS II (Change 7) be installed on aircraft used in
RVSM operations.

**[REVISIONS.]{.underline}** This 9 August 2004 version updates the
contacts for pilot reporting of RA's to the TCAS Transition Program at
ARINC. See page 9.

**[BACKGROUND.]{.underline}**

[NORTH ATLANTIC RVSM.]{.underline} RVSM refers to a separation minimum
of 1,000 feet in the vertical dimension between flight levels 290 and
410. RVSM was implemented in North Atlantic (NAT) Minimum Navigation
Performance Specification (MNPS) airspace in stages. Stage 1 implemented
RVSM between flight level (FL) 330 and 370 (inclusive).on March 27,
1997. Stage 2 implemented RVSM between FL 310 and 390 (inclusive) on
October 8, 1998. Schedules for expansion of RVSM to other FL's in the
NAT will be established by the NAT Air Traffic Services Provider
authorities after consideration of user needs and readiness.

[PACIFIC RVSM.]{.underline} RVSM was implemented in Pacific oceanic
airspace between FL 290 and 390 (inclusive) on February 24, 2000. The
ground rules for RVSM implementation in specific Flight Information
Regions (FIR's) are published in State NOTAMS and Aeronautical
Information Publications.

[AIRCRAFT/OPERATOR APPROVAL.]{.underline} Handbook Bulletin for Air
Transpiration (HBAT) 97-02 (2/28/97) states that the [Interim Guidance
Material on the Approval of Operators/Aircraft For RVSM
Operations]{.underline} (3/14/94), **as amended**, provides an
acceptable means of operator and aircraft approval for RVSM. The interim
guidance contains information on operating practices and procedures
related to RVSM that must be incorporated into pilot training programs.
In Change 1 to IG 91-RVSM (6/30/99), Appendix 4, paragraph 7, lists TCAS
operation in an RVSM environment as a Special Emphasis Item for pilot
training.

**[ACTION.]{.underline}**

The attachment to this memo is a training package that addresses the
effect of RVSM on TCAS II operation. Responsible authorities must ensure
that, prior to flying in RVSM airspace, pilots are trained on this
subject. The TCAS Program Office at FAA Headquarters has developed and
coordinated the attached material. It provides an acceptable means of
conducting such training.

We have coordinated the following with the TCAS Program Office: in that
pilots will have already received training on and obtained operating
experience with TCAS, we have concluded that initial training on the
material addressing the effect of RVSM on TCAS operation may take the
form of a pilot bulletin. Operators may, however, show other methods of
training to be acceptable. As paragraph 4 of the attachment (Recurrent
Training) states, \"recurrent training programs should also be updated
to include information that ensures that pilots maintain an adequate
level of knowledge on the subject.\"

The attached material is published on the FAA RVSM website in the
[Documentation]{.underline} section. The FAA RVSM website can be
accessed by typing:

> www.faa.gov; then clicking on RVSM and Go in the Quick Jump Menu

If you have any questions on the material please contact:

Roy Grimes (CSSI,Inc.)

FAA RVSM Support

Phone 202-863-3582; fax 202-863-2398 or

Email: RGrimes@cssiinc.com

Robert Swain (Flight Technologies and Procedures Division, AFS-400)

RVSM Program Manager

Phone 202-385-4576; fax 202-385-3653 or

Email: robert.swain@faa.gov

> ATTACHMENT

August 9, 2004

**[TRAINING CONSIDERATIONS FOR USING TCAS II *VERSION 6.04 AND VERSION 7
*]{.underline}**

**[IN AN RVSM AIRSPACE]{.underline}**

# 1. INTRODUCTION

a\. UPDATES. This material was originally issued on October 11, 1996. It
has been used since that time to provide guidance on TCAS II (Version
6.04) operation in an RVSM environment. This update (3/19/02) makes
minor revisions throughout the document that reflect the use of TCAS II
(Version 7).

b\. Since the introduction of Reduced Vertical Separation Minimum (RVSM)
in the North Atlantic (NAT) in March 1997, TCAS II (Version 6.04) has
issued traffic advisories (TAs) during normal RVSM operations, i.e.,
when aircraft are maintaining required separation. There also remains a
potential for TCAS to issue unnecessary resolution advisories (RAs)
under certain RVSM operating conditions. These training guidelines
outline those areas of TCAS which a pilot is expected to have knowledge
of prior to operating in an RVSM airspace.

c\. **Very few RAs have occurred in oceanic airspace during normal RVSM
operations.** TA's, however, have occurred regularly when aircraft pass
within close proximity to one another at adjacent flight levels (FL).
(See page 4, (i) RVSM Airspace Operations). It is important, therefore,
that pilots understand the effect of RVSM on TCAS operation.

d\. [TCAS II (Version 7).]{.underline} TCAS II (Version 7) contains
modifications that enhance TCAS compatibility with RVSM operations. (See
page 8, (iii) Modifications to TCAS). The FAA recommends that operators
that are now or plan to conduct RVSM operations install TCAS II (Version
7) on aircraft to be used in such operations.

d\. It is expected that all pilots operating a TCAS‑equipped aircraft in
airspace where RVSM is implemented will have successfully completed an
approved TCAS training program and have had some line operating
experience with the system. Because of this, these training
considerations do not provide a complete TCAS Training Program; instead
they highlight those areas in which TCAS may behave differently due to
the introduction of RVSM.

# 2. SCOPE

a\. This paper presents a set of proposed training standards for pilots
operating TCAS II in an RVSM airspace above FL 290. These standards
cover four major topics: TCAS operating characteristics and parameters
applicable to RVSM airspace; the interaction between TCAS and the
reduced separation standards; operating recommendations; and the
requirements for reporting TCAS events in this environment, along with a
review of the available means of reporting.

*[TRAINING EMPHASIS:]{.underline}* (See page 8, (3) OPERATING
RECOMMENDATIONS. There are certain TCAS and aircraft operating
recommendations, that if followed, will minimize the disruptions caused
by the issuance of unnecessary TAs and RAs.) . In airspace where RVSM is
applied, limiting climb and descent rates to 1000 feet per minute (fpm)
when operating in close proximity to other aircraft will mitigate the
potential for RVSM to affect TCAS operations.

b\. FORM OF TRAINING. The training outlined in this paper can be
accomplished in any manner an operator can demonstrate to be effective.
In that pilots will have previously received TCAS training and obtained
operating experience, [initial]{.underline} training on the affect of
RVSM on TCAS operation may take the form of a pilot bulletin. As stated
on page 10, paragraph 4, information should also be incorporated into
recurrent training programs to ensure that pilots maintain an adequate
level of knowledge on the subject. It is recommended that the training
include a means for determining that pilots understand the concepts
contained in the training. (A sample TCAS/RVSM quiz is provided in
Attachment 1).

c\. In developing these training guidelines, objectives are established
that define the minimum knowledge a pilot operating TCAS in an RVSM
airspace is expected to possess and the performance expected from a
pilot who has completed this training. When appropriate, notes are
included within the performance standards which amplify or clarify the
material addressed by the training objective.

# 3. TRAINING OBJECTIVES

**a. Initial Training**

**(1) TCAS Operating Characteristics and Parameters.** The pilot must
demonstrate an understanding of basic TCAS operations and the criteria
used for issuing TAs and RAs above FL 290. This section of the training
should address the following topics.

####  (i) Basic TCAS Operation and Thresholds Above FL 290

[Objective:]{.underline} Demonstrate knowledge of how TCAS issues TAs
and RAs.

[Criteria:]{.underline} The pilot must demonstrate an understanding of
the methodology used by TCAS to issue TAs and RAs, and the general
criteria for the issuance of these advisories.

[Information:]{.underline}

a\. TCAS will issue a TA or an RA only when another aircraft is
\"close\" in both range and altitude. Figure 1 shows these criteria and
the RA threshold values used by TCAS above FL 290.

b\. TAs and RAs can be issued based on either the time to closest point
of approach (CPA) or a fixed distance. In most airspace, most TAs and
RAs will be issued based on time; however with RVSM, some advisories
will be caused by the fixed range and altitude thresholds.

1\. BOTH AIRCRAFT LEVEL: ALERT BASED ON TIME TO CPA AND VERTICAL
DISTANCE BETWEEN AIRCRAFT. TA may be issued when the two aircraft are
within 48 seconds of CPA horizontally and within ±1200 feet (Version
6.04) or ±850 feet (Version 7) vertically. An RA may be issued when the
two aircraft are within 35 seconds of CPA horizontally and within ±800
feet (Version 6.04) or ±700 feet (Version 7) vertically. If the vertical
separation between the two aircraft is less than 700 feet (Version 6.04)
or 600 feet (Version 7), a corrective RA requiring a change in altitude
will be issued. These thresholds are used when the two aircraft are
converging horizontally with closure rates above 100 knots and with both
aircraft level. **OR,**

2\. ONE OR BOTH AIRCRAFT WITH VERTICAL RATE: ALERT BASED ON TIME TO
VERTICAL AND HORIZONTAL CONFLICT. A TA may be issued when the two
aircraft are within 48 seconds of CPA horizontally and within 48 seconds
of being at the same altitude. An RA may be issued when the two aircraft
are within 35 seconds of CPA horizontally and within 35 seconds of being
at the same altitude. If the TCAS aircraft is level and another aircraft
is climbing or descending, the RA will be delayed until the two aircraft
are within 30 seconds of being at the same altitude to provide
additional time for TCAS to detect a level off by the other aircraft. If
the vertical separation between the two aircraft at CPA is *estimated*
to be less than 700 feet (Version 6.04) or 600 feet (Version 7), a
corrective RA requiring a change in vertical speed will be issued. If
the vertical separation between the two aircraft at CPA is *estimated*
to be between 700 and 800 feet (Version 6.04) or within 700 feet
(Version 7), a preventive RA will be issued. These thresholds are used
when the two aircraft are converging horizontally with closure rates
above 100 knots and when one or both aircraft have a vertical rate.
**OR,**

3\. BOTH AIRCRAFT LEVEL: ALERT BASED ON HORIZONTAL AND VERTICAL
DISTANCE. A TA may be issued when the two aircraft are within 1.3 NM of
each other horizontally and within ±1200 feet (Version 6.04) or ±850
feet (Version 7) vertically. An RA may be issued when the two aircraft
are within 1.1 miles of each other horizontally and within ±800 feet
(Version 6.04) or ± 700 feet (Version 7) vertically. If the vertical
separation between the two aircraft is less than 700 feet (Version 6.04)
or 600 feet (Version 7), a corrective RA requiring a change in altitude
will be issued. These thresholds are used when the two aircraft are
converging horizontally with slow closure rates (less than 100 knots)
and with both aircraft level. This is typical of an overtaking situation
in which an aircraft on the same track at an adjacent altitude passes
another aircraft. **OR,**

4\. ONE OR BOTH AIRCRAFT WITH VERTICAL RATE: ALERT BASED ON HORIZONTAL
DISTANCE AND TIME TO VERTICAL CONFLICT. A TA may be issued when the two
aircraft are within 1.3 NM of each other horizontally and within 48
seconds of being at the same altitude. An RA may be issued when the two
aircraft are within 1.1 NM of each other horizontally and within 35
seconds of being at the same altitude. If the vertical separation
between the two aircraft at CPA is *estimated* to be less than 700 feet
(Version 6.04) or 600 feet (Version 7), a corrective RA requiring a
change in vertical speed will be issued. If the vertical separation
between the two aircraft at CPA is *estimated* to be between 700 and 800
feet (Version 6.04) or within 700 feet (Version 7), a preventive RA will
be issued. These thresholds are used when the two aircraft are
converging horizontally with slow closure rates (less than 100 knots)
and when one or both aircraft have a vertical rate. This is typical of
an overtaking situation in which aircraft are on the same track and
maneuvering vertically towards each other to establish the reduced
separation.

5\. POTENTIAL FOR EXTENDED RA DISPLAY. With the current version of TCAS,
it is possible for an RA to remain displayed for an extended period of
time (two to five minutes) without being modified, if the RA is issued
after the two aircraft have started to diverge in a slow overtake
encounter. The original RA will remain displayed even though adequate
vertical separation has been obtained during the initial response to the
RA.

c\. In the transition areas, it is most likely that TAs and RAs will be
issued as aircraft are changing altitudes to obtain the 1000 feet of
vertical separation. In the NAT, a majority of advisories will be issued
when a faster aircraft on the same track passes another aircraft with
1000 feet of vertical separation (Version 6.04). **Very few RAs have
occurred in oceanic RVSM operations,** but a TA can be expected every
time an aircraft passes another at the next level.

**(2) Interaction Between TCAS and RVSM.** Because the TCAS thresholds
for issuing TAs and RAs were designed for an environment with 2,000 feet
of vertical separation above FL 290, after RVSM is implemented, TCAS may
issue TAs and RAs when aircraft are operating in accordance with
required separation standards. This section of the training will
highlight the types of TAs and RAs that can be expected in both an RVSM
airspace and in the Transition Areas at the entry and exit points of the
RVSM airspace.

####  (i) RVSM Airspace Operations

**(A) TAs**

[Objective:]{.underline} Demonstrate knowledge about the frequency of
TAs and the types of TAs that can be expected.

[Criteria:]{.underline} The pilot must be able to demonstrate a
knowledge of the types of maneuvers and encounter geometries that will
result in TAs being issued while operating in the RVSM airspace. These
include:

[Information:]{.underline}

a\. A TA will be issued whenever an aircraft operating 1,000 feet above
or below the own aircraft passes the aircraft, or is passed by the own
aircraft. The TA may be displayed for as long as five minutes, depending
on the closure rate. (In this situation, if a second intruder aircraft
passes own aircraft within TA parameters, a second TA with associated
aural alert will be issued). If the closure rate is less than a 100
knots, the TA will not be issued until the aircraft are approximately
1.3 NM apart. On most traffic displays, if the selected display range is
greater than 10 NM, the intruder\'s aircraft symbol will be touching the
own aircraft symbol when the TA is issued.

b\. When the closure rate between two aircraft is extremely slow (ground
speeds within 20 knots), multiple TAs may be issued against the same
intruder just prior to the TA being removed.

c\. It is also possible to have multiple TAs issued against the same
intruder during a crossing as the winds at the adjacent altitude change
and alter the ground speed of the two aircraft.

d\. If an aircraft changes altitude while in the RVSM airspace using a
vertical speed greater than approximately 1500 fpm while in close
horizontal proximity (less than two NM) to an aircraft that is level, it
is possible for TCAS to issue a TA.

**(B) RAs**

[Objective:]{.underline} Demonstrate knowledge about the types of RAs
that can be expected and the typical deviation required to resolve the
RA.

[Criteria:]{.underline} The pilot must be able to demonstrate a
knowledge of the types of maneuvers and encounter geometries that will
result in RAs being issued while operating in the RVSM airspace. These
include:

[Information:]{.underline}

a\. POTENTIAL FOR EXTENDED RA DISPLAY: AIRCRAFT WITHIN TWO NM
HORIZONTALLY, ONE AIRCRAFT WITH VERTICAL RATE OF APPROXIMATELY
\*1500 FPM [AND]{.underline} APPROACHING ADJACENT FLIGHT LEVEL. If an
aircraft changes altitude while in the RVSM airspace using a vertical
speed greater than approximately 1500 fpm while in close horizontal
proximity (within two NM) to another aircraft, it is possible for TCAS
to issue an RA as the climbing or descending aircraft approaches its
altitude. For the climbing or descending aircraft, the RA is likely to
be an RA commanding a reduction in the climb or descent rate. For the
level aircraft, the RA is likely to be a Climb or Descend RA. In a
typical encounter, the Climb or Descend RA will be displayed until the
level aircraft has climbed between 500 and 700 feet. If the climbing or
descending aircraft is also TCAS equipped, the required displacement of
the level aircraft will be less.

##### \*NOTE: (See page 8, **OPERATING RECOMMENDATIONS.** . In airspace where RVSM is applied (including Transition Areas), limiting climb and descent rates to 1000 fpm when operating in close proximity to other aircraft will mitigate the potential for RVSM to affect TCAS operation.

b\. In the situation described in paragraph a above, if the maneuvering
aircraft is diverging in range at a slow rate with the own aircraft, the
Climb or Descend RA may remain displayed for several minutes, even
though the maneuvering aircraft has leveled off. WHILE THIS IS EXPECTED
TO BE RARE, such an event can cause very large displacements from the
assigned altitude while complying with the RA. If a Climb or Descend RA
remains displayed for an extended period of time, it may be indicative
of a slow closure rate encounter and pilots should use all available
data (TCAS traffic display, visual cues, knowledge of other aircraft's
clearance, etc.) to determine if the vertical separation between the two
aircraft is still converging. It is likely that a long duration Climb or
Descend RA (displayed for more than 30 seconds) is in response to this
type of encounter which the current version of TCAS has difficulty
resolving. However, pilots must also be aware that a long duration RA
may also occur when an intruder aircraft "chases" the TCAS aircraft,
i.e., the intruder continues to climb after the TCAS aircraft responds
to a Climb RA. In a situation where a second intruder aircraft passes
own aircraft within RA parameters, a second RA with associated alerts
will be issued.

c\. EFFECT OF TURBULENCE WITH AIRCRAFT WITHIN 1.1 NM OF EACH OTHER.
Moderate and severe turbulence can induce aircraft motion which TCAS can
interpret as a climb or descent. These vertical speed changes can result
in TCAS projecting the vertical separation to be less than 800 feet
(Version 6.04) or 700 feet (Version 7) at CPA, which can result in an RA
being issued if the aircraft is in close proximity (1.1 NM) of another
aircraft at an adjacent altitude.

d\. EFFECT OF CERTAIN SOFT ALTITUDE HOLD SYSTEMS WITH AIRCRAFT WITHIN
1.1 NM OF EACH OTHER. FAA RVSM approval criteria requires that soft
altitude hold systems contain altitude variations within 130 feet. Prior
to the introduction of this requirement, aircraft equipped with CERTAIN
soft altitude hold systems have caused numerous RA reports from
operators. The soft altitude hold mode permits oscillation about the
selected altitude and can result in either the actual or projected
vertical separation between the TCAS aircraft and an intruder being
reduced to less than 800 feet (Version 6.04) or 700 feet (Version 7). If
the intruder aircraft is within approximately 1.1 NM horizontally when
the [actual]{.underline} or [projected]{.underline} altitude separation
falls below 800 feet (Version 6.04) or 700 feet (Version 7), an RA will
be issued.

e\. POTENTIAL FOR EXTENDED RA DISPLAY. The RAs issued in the types of
encounters described in d above, range from preventive Do Not
Climb/Descend to corrective Climb or Descend. If the closure rate
between the two aircraft is very slow (again less than 20 knots), it is
possible for the RA to remain displayed for several minutes. Because of
the TCAS design, in some conditions, the initial Climb or Descend RA
will not be changed during this time, which can result in large
displacements from the assigned altitude if the pilot continues to
comply with the RA. However, if a third aircraft is within 1.1 NM and at
the adjacent altitude not occupied by the oscillating aircraft, the
Climb or Descend RA will be modified.

f\. TYPICAL RA DISPLAY. When a Climb or Descend RA is issued in either
the NAT or the transition area, this RA will typically be removed or
weakened to permit the altitude displacement to be stopped after the
TCAS aircraft has deviated between 500 and 700 feet from an assigned
altitude.

**(ii) Transition Area Operations**

**(A) TAs**

[Objective:]{.underline} Demonstrate knowledge about the types of TAs
that can be expected.

[Criteria:]{.underline} The pilot must be able to demonstrate a
knowledge of the types of maneuvers and encounter geometries that will
result in TAs being issued while operating in the Transition Areas.
These include:

[Information:]{.underline}

a\. If an aircraft changes altitude while in the transition area using a
vertical speed greater than approximately 1500 fpm while in close
horizontal proximity to another aircraft that is level, it is possible
for TCAS to issue a TA.

b\. If two aircraft are maneuvering vertically to attain 1,000 feet of
vertical separation for entry into the RVSM airspace, and are in close
horizontal proximity to each other in either distance (1.3 NM) or time
(48 seconds), it is possible for TCAS to issue TAs to both aircraft if
the *combined* vertical speed of the two aircraft is greater than 1500
fpm.

c\. Once two aircraft attain 1,000 feet of vertical separation in the
transition area, the same types of TAs outlined on page 4 (RVSM Airspace
Operations: TAs) may occur.

d\. In the transition area at the RVSM airspace exit point, very few TAs
are expected because aircraft should be diverging from each other
vertically.

**(B) RAs**

[Objective:]{.underline} Demonstrate knowledge about the types of RAs
that can be expected.

[Criteria:]{.underline} The pilot must be able to demonstrate a
knowledge of the types of maneuvers and encounter geometries that will
result in RAs being issued while operating in the Transition Areas.
These include:

[Information:]{.underline}

a\. POTENTIAL FOR RA DISPLAY: AIRCRAFT WITHIN TWO NM HORIZONTALLY, ONE
AIRCRAFT WITH VERTICAL RATE OF APPROXIMATELY 1500 FPM AND APPROACHING
ADJACENT FLIGHT LEVEL. If an aircraft changes altitude while in the
Transition Area using a vertical speed greater than approximately 1500
fpm while in close horizontal proximity to another aircraft that is
level, it is possible for TCAS to issue an RA as the climbing or
descending aircraft approaches its altitude. For the climbing or
descending aircraft, the RA is likely to be an RA commanding a reduction
in the climb or descent rate. For the level aircraft, the RA is likely
to be a Climb or Descend RA. It is possible for the long duration RAs
described on page 5 (RAs) to also occur in the Transition Area.

b\. RA DISPLAY: COMBINED VERTICAL SPEED APPROXIMATELY 1500 FPM, AIRCRAFT
WITHIN 1.1 NM OR 35 SECONDS AND APPROACHING ADJACENT FLIGHT LEVELS. If
two aircraft are maneuvering vertically to attain 1,000 feet of vertical
separation for entry into the RVSM airspace, and are in close horizontal
proximity to each other in either distance (1.1 NM) or time (35
seconds), it is possible for TCAS to issue RAs to both aircraft if the
*combined* vertical speed of the two aircraft is greater than 1500 fpm.

c\. Once two aircraft attain 1,000 feet of vertical separation in the
transition area, the same types of RAs outlined on page 5 (RAs) may
occur.

d\. In the transition area at the RVSM airspace exit point, very few RAs
are expected because aircraft should be diverging from each other
vertically.

####  (iii) Modifications to TCAS

[Objective:]{.underline} Demonstrate knowledge that the types of TAs and
RAs described above exist with the existing implementation of TCAS. The
TCAS software modification, Version 7, contains changes to make TCAS
more compatible with reduced vertical separation above FL 290.

[Information:]{.underline}

a\. The TCAS design criteria (Version 6.04) is based on the 2,000 foot
vertical separation standard applied above FL 290. Some TAs and RAs will
occur after RVSM implementation due to TCAS design criteria (Version
6.04) not considering RVSM above FL 290. TCAS software modification,
Version 7 addresses known issues and incompatibilities for TCAS
operations in the RVSM airspace. The major areas for these modifications
are:

Reducing TA and RA thresholds.

Permitting Climb or Descend RAs to weaken in slow closure rate
encounters.

###  (**3) OPERATING RECOMMENDATIONS.** There are certain TCAS and aircraft operating recommendations, that if followed, will minimize the disruptions caused by the issuance of unnecessary TAs and RAs.

[Objective:]{.underline} Verify the pilot understands the recommended
operating configuration of TCAS in the RVSM airspace and Transition Area
and the aircraft operating practices which will minimize the issuance of
some unnecessary TAs and RAs.

***[RECOMMENDED OPERATING PRACTICES:]{.underline}***

a\. TCAS should be operated in the TA/RA mode during all operations in
the RVSM airspace and Transition Areas.

b\. Climb and descent rates in the RVSM airspace and Transition Areas
should be limited to 1000 fpm when operating within five (5) NM and
±2000 feet of other aircraft to minimize the generation of TAs and RAs.

**(4) Reporting Requirements/Vehicles.** After RVSM implementation, data
will be collected on the frequency and types of RAs issued in the RVSM
airspace and Transition Areas. A key part of these data will be inputs
from the pilots.

[Objective:]{.underline} Verify pilots are aware of the necessity for
reporting RAs and TAs experienced.

[Criteria:]{.underline} The pilot must demonstrate a knowledge of the
necessity to report the receipt of an RA received in the RVSM airspace
and Transition Areas, and how to make these reports.

[Information:]{.underline}

a\. A written report is needed for all RAs requiring a change in the
existing vertical speed while operating in the RVSM airspace and
Transition Areas.

b\. U.S. operators should forward these reports, in any format, to the
TCAS Transition Program (TTP). The use of the standard TTP Pilot
Questionnaire is preferred, but not required. Reports can be forwarded
to:

> Dan Tillotson
>
> M/S PHA
>
> ARINC
>
> 2551 Riva Road
>
> Annapolis, Md. 21401-74656
>
> Fax 215-493-0323 Phone: 215-493-8016
>
> Email: DTillots@arinc.com

c\. European operators should forward these reports, in any format, to
the Eurocontrol Experimental Centre. The use of the existing reporting
format is preferred, but not required.

d\. Reports on TAs are encouraged, but not required.

# 4. RECURRENT TRAINING

a\. Recurrent training programs should include information that ensures
pilots operating TCAS in an RVSM airspace maintain the appropriate level
of knowledge concerning the performance of TCAS in this environment.

b\. This recurrent training should be integrated into and/or conducted
in conjunction with other established recurrent training programs. This
training should include discussions of all significant issues identified
by the operator or the FAA related to the operation of TCAS in the RVSM
airspace and Transition Areas; changes being made to the TCAS logic,
parameters, or operating procedures; any unique TCAS characteristics of
which pilots should be made aware; and any changes or modifications to
aircraft operating procedures.

c\. Where recurrent training utilizes flight simulators equipped with
TCAS, typical encounters in the RVSM airspace and Transition Areas
should be introduced in the course of in-flight training.

**ATTACHMENT 1**

**[SAMPLE TCAS/RVSM QUIZ]{.underline}**

[PURPOSE:]{.underline} It is anticipated that operators will develop
material to emphasize specific areas of pilot knowledge. The following
quiz is provided for example purposes.

1\. TCAS should be operated in the TA Only mode in which of the
following areas?

a\. Transition area at the entry point of the NAT

b\. Transition area at the exit point of the NAT

c\. In the NAT

d\. All of the above

e\. None of the above

2\. If two aircraft are level, a TA will be issued when the two aircraft
are within \_\_\_\_\_\_ feet (Version 6.04) or \_\_\_\_\_\_ feet
(Version 7) of each other and one aircraft overtakes the other at an
adjacent flight level on the same track.

r

3\. An RA will be issued when the vertical separation between two level
aircraft is less than \_\_\_\_\_\_ feet (Version 6.04) or \_\_\_\_\_\_
feet (Version 7). An RA requiring a change in altitude will be issued
when the vertical separation between the two level aircraft is less than
\_\_\_\_\_\_ feet (Version 6.04) or \_\_\_\_\_\_ feet (Version 7).

4\. When a level aircraft on the same track overtakes an aircraft that
is also level at an adjacent flight level in the NAT, an RA will be
issued when the overtaking aircraft is \_\_\_\_\_ miles from the other
aircraft.

a\. 2 NM

b\. 1.3 NM

c\. 1 NM

d\. 1.1 NM

5\. Numerous TAs and RAs can be expected in the transition area exiting
the NAT.

a\. True

b\. False

6\. When climbing or descending in either RVSM airspace or the
Transition Area while within 5 NM and 2000 feet of other aircraft, the
vertical speed should be limited to:

a\. 500 fpm

b\. 1000 fpm

c\. 1500 fpm

d.  2000 fpm

7\. In a typical TCAS event occurring in RVSM airspace or Transition
Area, a Climb or Descend RA issued to a level aircraft will be displayed
until the aircraft has maneuvered between 500 and 700 feet from the
level altitude.

a\. True

b\. False

8\. It is possible for both TAs and RAs to remain displayed for several
minutes while operating in RVSM or Transition Area.

a\. True

b\. False

9\. While operating in RVSM and in close proximity to other aircraft, it
is possible to receive an RA because of the following conditions.
(Circle all that apply)

a\. Overtaking, or being overtaken by, another level aircraft.

b\. An aircraft climbing or descending to level within 1000 feet of a
TCAS-equipped aircraft.

c\. An aircraft climbing or descending away from a TCAS aircraft.

d\. Operating in moderate or severe turbulence.

10\. In a Transition Area, when two aircraft are in close horizontal
proximity to each other and are maneuvering to attain 1000 feet of
vertical separation, TCAS may issue an RA while approaching the
clearance altitude if the combined vertical speed of the two aircraft is
greater than:

a\. 500 fpm

b\. 1000 fpm

c\. 1500 fpm

d\. 2000 fpm

e\. 2500 fpm

11\. When an RA is received, the following actions should be taken:
(Circle all that apply)

a\. Follow the RA in accordance with approved procedures

b\. Broadcast the response to the RA on 131.800 as soon as practical

c\. Advise the controller of the RA on the appropriate frequency

d\. Provide a written report for those RAs requiring a change in
vertical speed.

12\. When your aircraft is level, and another aircraft is climbing or
descending to level off with 1000 feet of vertical separation, an RA
will be issued when the climbing or descending aircraft is \_\_\_\_
seconds away from your altitude.

**[CORRECT RESPONSES TO SAMPLE QUIZ]{.underline}**

1\. e

2\. 1200 feet (V. 6.04) or 850 feet (V. 7)

3\. 800 feet (V. 6.04) or 700 feet (V. 7) / 700 feet (V. 6.04) or 600
feet (V. 7)

4\. d

5\. b

6\. b

7\. a

8\. a

9\. a, b, and d

10\. c

11\. a, c, and d

12\. 35 seconds

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