Publication: Magyar Közlöny
Issue: MK-2009-104 (Year: 2009, Number: 104)
Era: 2004-2010
Section: 
Paragraph Index: 2514

c) altitude rate indication for an altitude reporting intruder (climbing or descending). 3.7.1.2.2 The TA display may use shapes and colours to indicate the threat level of each displayed intruder, i.e. RAs, TAs, and proximate traffic. The essential differences between the tests for TA generation and the tests for threat detection are the uses of larger values for warning time. 3.7.1.2.3 The continuous display of proximate traffic is not a required component of ACAS. However, pilots need guidance concerning proximate traffic as well as potential threats to ensure that they identify the correct aircraft as the potential threat. The word “display” is not intended to imply that a visual display is the only acceptable means of indicating the position of intruders. 3.7.1.2.4 Ideally, an RA would always be preceded by a TA, but this is not always possible; e.g. the RA criteria might be already satisfied when a track is first established, or a sudden and sharp manoeuvre by the intruder could cause the TA lead time to be less than a cycle. 3.7.1.3 RESOLUTION ADVISORIES The RA display presents the flight crew with an indication of vertical speed to be attained or avoided. The RA display may be incorporated into the instantaneous vertical speed indicator (IVSI) or into the primary flight display (PFD). The RA display may provide a means to differentiate between preventive and corrective RAs. 3.7.2 AURAL AND VOICE ALERTS Aural alerts are used to alert the flight crew that a TA or RA has been issued. When the vocabulary used to announce RAs is selected, care must be taken to select phrases that minimize the probability of a misunderstood command. An aural annunciation is also provided to the flight crew to indicate that the ACAS aircraft is clear of conflict with all threatening aircraft. 3.8 Crew control functions As a minimum, it is expected that a means be provided manually through flight crew action for either selecting an “AUTOMATIC” mode in which sensitivity levels are based on other inputs, selecting a mode in which only TAs are able to be issued, or selecting specific sensitivity levels including at least sensitivity level 1. When sensitivity level 1 is selected, the ACAS equipment is essentially in a “stand-by” condition. The term STAND-BY may be used to designate this selection. The current ACAS sensitivity level may be different from that selected by the flight crew. Provisions are to be made for indicating to the flight crew when ACAS is in STAND-BY or when only TAs will be issued. The control for ACAS may be integrated with the controls for the Mode S transponder, or the two systems may have separate controls. If the ACAS and Mode S controls are integrated, a means must be provided to allow the flight crew to select a transponder-only mode of operation. Attachment Annex 10 — Aeronautical Communications ATT-37 22/11/07 3.9 Performance monitoring ACAS equipment is expected to include an automatic performance monitoring function for determining on a continuing basis the technical status of all critical ACAS functions without interfering with or otherwise interrupting the normal operation of the equipment. Provisions are to be made for indicating to the flight crew the existence of abnormal conditions as determined by this monitoring function.

Source: https://magyarkozlony.hu/hivatalos-lapok/1f7c6b0e16b4b71a92e5ad24416008bbe2e26aab/dokumentumok/710811d1f7f958a2990684d0cbf918e84f5497e5/letoltes