Page 597 - UK Air Operations Regulations 201121

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~ Regulation NCC - ANNEX VI - Non-Commercial Complex Operations Centrik

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.
NCC.OP.220 Airborne collision avoidance system (ACAS)
The operator shall establish operational procedures and training programs 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.
NCC.OP.220 GM1 Airborne collision avoidance system (ACAS)
GENERAL
(a) The ACAS operational procedures and training programmes established by the operator
should take into account this Guidance Material. It incorporates advice contained in:
(1) ICAO Annex 10, Volume IV;
(2) ICAO Doc 8168 (PANS-OPS), Volume III; and
(3) 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
(c) During the implementation of ACAS, several operational issues were identified that 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 Guidance Material contains performance-based training objectives for ACAS II flight
crew training. Information contained here related to traffic advisories (TAs) is also
applicable to ACAS I and ACAS II users. The training objectives cover five areas: theory of
operation; pre-flight operations; general in-flight operations; response to TAs; and
response to resolution advisories (RAs).
(e) The information provided is valid for version 7 and 7.1 (ACAS II). Where differences arise,
these are identified.
(f) The performance-based training objectives are further divided into the areas of: academic
training; manoeuvre training; initial evaluation and recurrent qualification. Under each of
these four areas, the training material has been separated into those items which are
considered essential training items and those which are considered desirable. In each
area, objectives and acceptable performance criteria are defined.
(g) ACAS academic training
(1) This training is typically conducted in a classroom environment. The knowledge
demonstrations specified in this section may be completed through the successful
completion of written tests or through providing correct responses to non-real-time
computer-based training (CBT) questions.
(2) Essential items
(i) Theory of operation. The flight crew member should demonstrate an
understanding of ACAS II operation and the criteria used for issuing TAs and
RAs. This training should address the following topics:
(A) System operation
Objective: to demonstrate knowledge of how ACAS functions.
Criteria: the flight crew member should demonstrate an understanding
of the following functions:
a) Surveillance
1) ACAS interrogates other transponder-equipped aircraft
within a nominal range of 14 NM.
2) ACAS surveillance range can be reduced in geographic
areas with a large number of ground interrogators and/or
ACAS II- equipped aircraft.
3) If the operator's ACAS implementation provides for the use
of the Mode S extended squitter, the normal surveillance
range may be increased beyond the nominal 14 NM.
However, this information is not used for collision
avoidance purposes.
b) Collision avoidance
1) TAs can be issued against any transponder-equipped
aircraft that responds to the ICAO Mode C interrogations,
even if the aircraft does not have altitude reporting
capability.
2) RAs can be issued only against aircraft that are reporting
altitude and in the vertical plane only.
3) RAs issued against an ACAS-equipped intruder are co-
ordinated to ensure complementary RAs are issued.
4) Failure to respond to an RA deprives own aircraft of the
collision protection provided by own ACAS.
5) Additionally, in ACAS-ACAS encounters, failure to respond
to an RA also restricts the choices available to the other
aircraft's ACAS and thus renders the other aircraft's ACAS
less effective than if own aircraft were not ACAS equipped.
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