Page 293 - UK Air Operations Regulations 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

(iv) A record should be made, after the pilot has demonstrated competence, of the
scenarios that were practised.
(5) TAWS recurrent training:
(i) TAWS recurrent training ensures that pilots maintain the appropriate TAWS
knowledge and skills. In particular, it reminds pilots of the need to act promptly
in response to cautions and warnings, and of the unusual attitude associated
with flying the escape manoeuvre.
(ii) An essential item of recurrent training is the discussion of any significant
issues and operational concerns that have been identified by the operator.
Recurrent training should also address changes to TAWS logic, parameters or
procedures and to any unique TAWS characteristics of which pilots should be
aware.
(6) Reporting procedures:
(i) Verbal reports. Verbal reports should be made promptly to the appropriate air
traffic control unit:
(A) whenever any manoeuvre has caused the aircraft to deviate from an air
traffic clearance;
(B) when, following a manoeuvre which has caused the aircraft to deviate
from an air traffic clearance, the aircraft has returned to a flight path
which complies with the clearance; and/or
(C) when an air traffic control unit issues instructions which, if followed,
would cause the pilot to manoeuvre the aircraft towards terrain or
obstacle or it would appear from the display that a potential CFIT
occurrence is likely to result.
(ii) Written reports. Written reports should be submitted in accordance with the
operator's occurrence reporting scheme and they also should be recorded in
the aircraft technical log:
(A) whenever the aircraft flight path has been modified in response to a
TAWS alert (false, nuisance or genuine);
(B) whenever a TAWS alert has been issued and is believed to have been
false; and/or
(C) if it is believed that a TAWS alert should have been issued, but was not.
(iii) Within this GM and with regard to reports:
(A) the term 'false' means that the TAWS issued an alert which could not
possibly be justified by the position of the aircraft in respect to terrain
and it is probable that a fault or failure in the system (equipment and/or
input data) was the cause;
(B) the term 'nuisance' means that the TAWS issued an alert which was
appropriate, but was not needed because the flight crew could
determine by independent means that the flight path was, at that time,
safe;
(C) the term 'genuine' means that the TAWS issued an alert which was both
appropriate and necessary; and
(D) the report terms described in (c)(6)(iii) are only meant to be assessed
after the occurrence is over, to facilitate subsequent analysis, the
adequacy of the equipment and the programmes it contains. The
intention is not for the flight crew to attempt to classify an alert into any
of these three categories when visual and/or aural cautions or warnings
are annunciated.
CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS)
The operator shall establish operational procedures and training programmes when ACAS is installed
and serviceable so that the flight crew is appropriately trained in the avoidance of collisions and
competent in the use of ACAS II equipment.
CAT.OP.MPA.295 GM1 Use of airborne collision avoidance system (ACAS)
GENERAL
(a) The ACAS operational procedures and training programmes established by the operator
should take into account this GM. It incorporates advice contained in:
(1) ICAO Doc 8168 (PANS-OPS), Volume III [1] Aircraft Operating Procedures, Chapter
3 and Attachment A (ACAS training guidelines for pilots) and Attachment B (ACAS
high vertical rate (HVR) encounters) to Section 4, Chapter 3; and
(2) ICAO PANS-ATM [2] Chapters 12 and 15 phraseology requirements;
(3) ICAO Annex 10, Volume IV;
(4) ICAO PANS-ATM.
(b) Additional guidance material on ACAS may be referred to, including information available
from such sources as EUROCONTROL.
ACAS FLIGHT CREW TRAINING PROGRAMMES
(c) During the implementation of ACAS, several operational issues were identified which had
been attributed to deficiencies in flight crew training programmes. As a result, the issue of
flight crew training has been discussed within the ICAO, which has developed guidelines
for operators to use when designing training programmes.
(d) This GM contains performance-based training objectives for ACAS II flight crew training.
Information contained in this paper related to traffic advisories (TAs) is also applicable to
ACAS I and ACAS II users. The training objectives cover five areas: theory of operation;
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