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TRAFFIC COLLISION AVOIDANCE SYSTEM(TCAS).pptx
1.
2. LESSON OBJECTIVE
AT THE END THE OF THE LESSON,THE STUDENT
SHOULD BE ABLE TO CORRECTLY EXPLAIN;-
1.THE PRINCIPLES OF OPERATION OF TRAFFIC
COLLISION AVOIDANCE SYSTEM.
2.DEFFERENT TYPES OF TRAFFIC COLLISION
AVOIDANCE SYSTEMS.
6. EMERGENCY
INTRODUCTION.
• DEFINITION.
•The ever increasing volume of air traffic has caused a
corresponding increase in concern over collision
avoidance. Ground-based radar, traffic control, and
visual vigilance are no longer adequate in today’s
increasingly crowded skies. Onboard collision
avoidance equipment, long a staple in larger aircraft,
is now common in general aviation aircraft. New
applications of electronic technology combined with
lower costs make this possible.
7. ATCAS CONT------
• Traffic collision avoidance systems (TCAS) are transponder
based air-to-air traffic monitoring and alerting systems. The
transponder of an aircraft with TCAS is able to interrogate
the transponders of other aircraft nearby using SSR
technology (Mode C and Mode S). This is done with a 1030
MHz signal. Interrogated aircraft transponders reply with
an encoded 1090 MHz signal that allows the TCAS
computer to display the position and altitude of each
aircraft.
9. TCAS I AND II
Both systems provide warnings known as ‘advisories’ to alert the crew
of the potential collision.TCAS I assists the crew in visually locating and
identifying an intruder aircraft by issuing a traffic advisory (TA)
warning.TCAS II is a collision avoidance system ,and in addition to
traffic advisories,provides vertical flight manvouver guidance to the
crew.This is a form of resolution advisory(RA) for thread traffic.A
resolution advisory will either increase or maintain the existing vertical
separation from the intruder aircraft.If the two aircrafts in close
proximity are equipped with TCAS II,the flight manvourver is
coordinated between both aircraft.
10. TCAS I
• TCAS I was developed to accommodate the general
aviation community and regional airlines. This system
identifies traffic in a 35–40 mile range of the aircraft
and issues Traffic Advisories (TA) to assist pilots in
visual acquisition of intruder aircraft. TCAS I is
mandated on aircraft with 10 to 30 seats.
11. TCAS II
• TCAS II is a more sophisticated system. It is required
internationally in aircraft with more than 30 seats or
weighing more than 15,000 kg. TCAS II provides the
information of TCAS I, but also analyzes the projected
flightpath of approaching aircraft. If a collision or near miss
is imminent, the TCAS II computer issues a Resolution
Advisory (RA). This is an aural command to the pilot to take
a specific evasive action (i.e., DESCEND). The computer is
programmed such that the pilot in the encroaching aircraft
receives an RA for evasive action in the opposite direction
(if it is TCAS II equipped). [Figure 1]
13. TCAS SIGNAL PROCESSING
• Should the aircraft come within the horizontal or vertical distances
shown in Figure 1, an audible TA is announced. The pilot must decide
whether to take action and what action to take. TCAS II equipped
aircraft use continuous reply information to analyze the speed and
trajectory of target aircraft in close proximity. If a collision is
calculated to be imminent, an RA is issued.
15. TCAS CONT-----------------
•TCAS target aircraft are displayed on a screen on
the flight deck. Different colors and shapes are
used to depict approaching aircraft depending
on the imminent threat level. Since RAs are
currently limited to vertical evasive maneuvers,
some stand-alone TCAS displays are electronic
vertical speed indicators.
16. TCAS CONT------
• Most aircraft use some version of an electronic horizontal situation
indicator (HIS) on a navigational screen or page to display TCAS
information. [Figure 11-132] A multifunction display may depict TCAS
and weather radar information on the same screen. [Figure 11-133] A
TCAS control panel [Figure 11-134] and computer are required to
work with a compatible transponder and its antenna(s). Interface
with EFIS or other previously installed or selected display(s) is also
required. TCAS may be referred to as airborne collision avoidance
system (ACAS), which is the international name for the same system.
19. TCAS MAJOR COMPONENTS
The major system components are:
•Receiver –transmitter computer unit
•Two display units
•One or two mode s transponders
•System control panel
•Required antennas
20. TYPES OF ELTs
•Automatic ejectable or automatic deployable (A
or AD)
• Fixed non ejectable or automatic fixed ( F or AF )
•Automatic portable(AP)
•Personnel activated (P)
•Water activated or survival (W or S)
21. A or AD ELT
This type of ELT automatically ejects fro the
aircraft and is set in operation by the inertia
sensors when the aircraft is subjected to a
crash deceleration force acting through
aircraft’s flighty axis. This type is expensive
and is seldom used in general aviation.
22. F or AF ELT
This type of ELT is fixed to the aircraft and is
automatically set in operation by an inertia
switch when the aircraft is subjected to crash
deceleration forces acting in the aircraft’s
flight axis. The transmitter can be manually
activated or deactivated and some cases may
be remotely controlled from the cockpit.This
is the mostly used type on aircrafts.
23. AUTOMATIC PORTABLE(AP)
This type of ELT is similar to type
F or AF except that the antenna
is integral to the unit for portable
operation.
24. PERSONNEL OPERATED
This type of ELT has no fixed
mounting and does not transmit
automatically. Instead ,a switch must
manually operated in order to
activate or deactivate the ELT’s
transmitter.
25. WATER ACTIVATED OR SURVIVAL
This type of ELT transmits automatically
when immersed in water. It is waterproof ,
floats and operates on the surface of the
water. It has no fixed mounting and should
be tethered to survivors or rafts by means of
supplied cord
26. ELT COMPONENTS
ELT components include:
a cockpit mounted panel
the ELT
a permanent mount antenna
a portable antenna.
27. ELT MAINTENANCE
ELTs must be inspected regularly with the
manufacturers recommendations, atleast
within 12 months of previous inspection for
proper installation, battery corrosion,
operation of the controls and crash sensor,
and the presence of a sufficient signal at the
antenna.
28. ELT TESTING
Built-in test equipment facilitates testing without
transmission of an emergency signal. The
remainder of the inspection is visual. Technicians
are cautioned to not activate the ELT and transmit
an emergency distress signal. Inspection must be
recorded in maintenance records including the
new expiration date of the battery. This must also
be recorded on the outside of the ELT.
29. ELT INSTALLATION
ELTs are typically installed as far aft in the fuselage of an aircraft as is
practicable just forward of the empennage. The built-in G-force sensor
is aligned with the longitudinal axis of the aircraft. Helicopter ELTs may
be located elsewhere on the airframe. They are equipped with
multidirectional activation devices. Follow ELT and airframe
manufacturer’s instructions for proper installation, inspection, and
maintenance of all ELTs.
31. ELT MOUNTING REQUIREMENTS
The following requirements apply:
1. When installed in a fixed wing aircraft,ELT should be mounted with
its sensitive axis pointing in the direction of flight.
2. When installed in rotorcraft ELT should be mounted with its
sensitive axis pointing approximately 45 degreesdownwards from
the normal forward direction of flight.
3. ELT should be installed to withstand ultimate inertia forces of 10 g
upward,22.5 g downwards,45 g forward and 7.5 g sideways.
32. ELT MOUNTING REQUIREMENTS------
4. The location chosen for the ELT should be sufficiently free from
vibration to prevent involuntary activation of the transmitter.
5. ELT should be located and be mounted so as to minimize the
probability of damage to the transmitter and antenna by fire or
crashing as a result of crash impact.
6. Elt should be accessible for manual activation and deactivation.
34. Surveillance….
• INDEPENDENT SURVEILLANCE (NON-COOPERATIVE SYSTEMS)
• Independent surveillance (Non-cooperative systems.): Under this
form of surveillance, systems on the ground (such as Primary
surveillance radar( PSR) are able to locate the aircraft and measure its
position from the ground by transmitting pulses of radio waves which
reflect off the aircraft's hull. Current surveillance system is either
based on radar (primary surveillance radar) or secondary surveillance
radar (ssr) which measures range and azimuth of aircraft from the
ground station.
35. PRIMARY SURVEILLANCE RADAR.
• PRIMARY SURVEILLANCE RADAR (PSR)
• Primary surveillance radar is a conventional radar sensor that
illuminates a large portion space with an electromagnetic wave and
receives back the reflected waves from targets within that space. The
term radar thus refers to a system used to detect and localize
potentially non cooperative targets.
• Primary radar operation is based on the principle of echo location.
Electromagnetic pulses of high power emitted by the radar antenna
are converted into narrow wave front which propagates at the speed
of light (300,000,000 m/s ).This is reflected back by the aircraft and
then picked up again by the rotating antenna on its own axis.
36. PRIMARY SURVEILLANCE RADAR.….
• A primary radar detects all aircrafts without selection, regardless of
whether or not they pocess a transponder. The operator hears the echoes
from any reflection. Therefore it performs transmission /listening
continuously which covers the space 3600.The primary radar functions
therefore result in in detection and measurements of positions if there is
presence of a target by the recognition of the useful signal.
• The ground based radar provides information on the bearing and distance
of the aircraft.PSR does not require carriage of any equipment by the
aircraft and is capable of detecting almost any moving target. With
increasing usage of more advanced surveillance systems the use of PSR for
international air traffic management will diminish.PSR will however use of
PARS for civil application is rapidly decreasing.
37. SECONDARY SURVEILLANCE RADAR (SSR)
• The secondary surveillance radar (ssr) interrogates the transponder
equipment installed in the aircraft. In mode “A” the aircraft
transponder provides identification information, aircraft bearing and
distance and in mode “C” it provides pressure, attitude information.
The current ssr is in wide use in many parts of the world where
terrestrial line of sight surveillance systems are appropriate.
• The accuracy resolution and overall performance of the range and
azimuth information is significantly improved by the application of
the monopulse (including large vertical aperture antennas) and other
advanced processing technologies.
38. NEXT GEN -ADVANCED SURVEILLANCE SYSTEMS
FOR AIRCRAFTS
The FAA is implementing a broadcast services ground network that will
deliver to the flight deck real-time access to weather, traffic and advisory
aeronautical information. The broadcast service will utilize aeronautical
digital communications, or data link, that provides high-speed exchange of
information between aircraft and ground-based systems or between aircraft.
Avionics displays will be used to present this information to the flight crew.
The term “broadcast services” encompasses three forms of broadcast
information:
• Automatic Dependent Surveillance – Broadcast (ADS-B)
• Traffic Information Services – Broadcast (TIS-B)
• Flight Information Services – Broadcast (FIS-B).
39. AUTOMATIC DEPENDENT SURVEILLANCE
BROADCAST (ADS-B).
ADS-B is a function on an aircraft or vehicle that periodically broadcasts
its state vector (horizontal and vertical position, horizontal and vertical
velocity) and other information. ADS-B is expected to play an increasing
role in the NAS as its capabilities evolve, and is expected to be a key
element in improving use of airspace, reducing ceiling and visibility
restrictions, improving airport surface surveillance, and enhancing
safety features like Airborne Conflict Management (ACM). The ADS-B
architecture may utilize a combination of enabling data links to achieve
the appropriate intended function. These links include the 1090 MHz
Extended Squitter (ES) and the UAT). ADS –B is automatic because no
external stimulus is required(eg interrogation) is required to elicit a
transmission ,it relies on onboard aircraft position sources (eg GPS) and
on board link system to provide the surveillance information to other
users.
40. How ADS-B Works
Automatic dependent surveillance-broadcast is a GPS-based system
meant to replace the traditional radar-based technology ATC has relied
on for decades to detect and manage aircraft traffic.
The GPS-based system determines highly accurate position and
groundspeed information, and relays it to ATC and other ADS-B-
equipped aircraft.
42. ADS-B….
• ADS-B is a system in which electronic equipment onboard an
aircraft automatically broadcasts the precise location of the
aircraft via a digital data link.
• The data can be used by other aircraft and air traffic control to
show the aircraft’s position and altitude on display screens
without the need for radar.
• The system involves an aircraft with ADS-B determining its
position using GPS. A suitable transmitter then broadcasts that
position at rapid intervals, along with identity, altitude, velocity
and other data. Dedicated ADS-B grounds stations receive the
broadcasts and relay the information to air traffic control for
precise tracking of the aircraft.
43. TRAFFIC INFORMATION SURVEILLANCE(TIS-B)
•TIS-B is a traffic reporting system that uses
ADS-B ground stations and radar data to
transmit aircraft position data to aircraft
cockpit displays.
•In essence, TIS-B will allow pilots in the
cockpit to see what the air traffic controller
sees - other aircraft, along with those
aircraft's altitudes, direction, and speed
vectors on their aircraft's
44. HOW TIS –B WORKS
• TIS-B data is transmitted from a ground station to all ADS-B
equipped aircraft, whether the aircraft uses a 1090 MHz ES link
or a 978 MHz UAT data link. The traffic information is taken
from radar sensors on ground stations and broadcast through
ADS-B data links to aircraft.
• The aircraft's ADS-B receiver will interpret the data and display
it onto a screen in the cockpit. The actual interface on which
TIS-B will be displayed will vary with the various different types
of avionics on the market today, but it will most likely be
incorporated into a flight management system or an electronic
flight bag (EFB) to some standard degree. Typically, traffic is
displayed as a small triangle with a line showing the aircraft's
direction and speed, and the altitude readout somewhere next
to the aircraft's triangle icon.
45. FLIGHT INFORMATION SYSTEM-BROADCAST (FIS-B)
FIS-B is short for Flight Information System-Broadcast - a data
broadcasting service that works along with ADS-B to allow
aircraft operators to receive aeronautical information such as
weather and airspace restrictions through a data link to the
cockpit. Along with its partner system TIS-B, FIS-B is available
at no cost to ADS-B users as part of the FAA's Next Generation
Air Transportation System (NextGen).
• The system gathers information through the use of ADS-B
ground stations and radar and delivers that data to an
aircraft's onboard cockpit display in the form of weather
alerts, airport information and various other reports. FIS-B
was created for use by general aviation pilots.
46. HOW FIS –B WORKS
• Information for FIS-B is transmitted from ground stations to participating
ADS-B In aircraft on a 978 MHz UAT data link. Aircraft that use a 1090
MHx Extended Squittertransponder will not be eligible to receive the FIS-B
product.
• There are currently over 500 operation ground stations that are part of the
ADS-B network, and the FAA is working to add approximately 200
additional stations.
• The aircraft's ADS-B receiver (known as ADS-B In) interprets the data and
displays it onto a screen in the cockpit. The actual interface on which FIS-B
will be displayed will vary, but it will typically be incorporated into a flight
management system or an electronic flight bag (EFB).
47. FIS- B……
• FIS-B is strictly an advisory service and is not meant to
take the place of standard weather briefings and
preflight planning. It is not a substitute for official
weather sources such as air traffic control, flight service
stations, NOAA or DUATS.
• FIS-B data link services operate in line-of-sight only.
Aircraft receivers must be within the service volume of
the ground station to receive FIS-B.
49. LESSON OBJECTIVE
AT THE END THE OF THE LESSON,THE
STUDENT SHOULD BE ABLE TO CORRECTLY;-
1. EXPLAIN WHAT IS ADS-B
2. WHAT IS FIS-B.
3. WHAT IS TIS-B
