Scribd Logo
Upload

Welcome to Scribd!

  • 19 views

    Caap 29

    Uploaded by

    wangxiaomin1977
    This document provides guidance on Airborne Collision Avoidance System (ACAS) equipment, operational use and training requirements for pilots. It outlines regulatory requirements for ACAS equipage and procedures. It also provides detailed guidelines for ACAS academic training, manoeuvre training, initial evaluation and recurrent qualification to ensure pilots maintain appropriate knowledge and skills.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Caap 29

    Uploaded by

    wangxiaomin1977
    19 views6 pages
    This document provides guidance on Airborne Collision Avoidance System (ACAS) equipment, operational use and training requirements for pilots. It outlines regulatory requirements for ACAS equipage and procedures. It also provides detailed guidelines for ACAS academic training, manoeuvre training, initial evaluation and recurrent qualification to ensure pilots maintain appropriate knowledge and skills.

    Original Description:

    CAAP-29

    Original Title

    CAAP-29

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF, TXT or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    This document provides guidance on Airborne Collision Avoidance System (ACAS) equipment, operational use and training requirements for pilots. It outlines regulatory requirements for ACAS equipage and procedures. It also provides detailed guidelines for ACAS academic training, manoeuvre training, initial evaluation and recurrent qualification to ensure pilots maintain appropriate knowledge and skills.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    19 views6 pages

    Caap 29

    Uploaded by

    wangxiaomin1977
    This document provides guidance on Airborne Collision Avoidance System (ACAS) equipment, operational use and training requirements for pilots. It outlines regulatory requirements for ACAS equipage and procedures. It also provides detailed guidelines for ACAS academic training, manoeuvre training, initial evaluation and recurrent qualification to ensure pilots maintain appropriate knowledge and skills.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 6

    CIVIL AVIATION ADVISORY PUBLICATION

    CAAP 29

    AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)

    EQUIPMENT

    INFORMATION AND POLICY REGARDING ACAS

    Issue: 02 Page 1 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016
    1. PURPOSE
    The purpose of this CAAP is to provide additional requirements to the existing CAR OPS 1
    concerning ACAS. It addresses requirements related to ACAS operational use and training of flight
    crew.

    2. STATUS
    This is the Second edition of CAAP 29 and is dated 04th January, 2016. It will remain current until
    withdrawn or superseded.

    3. APPLICABILITY
    This guidance and policy material applies to all UAE operators and Approved Training
    Organisations used by UAE GCAA Pilot’s license holder.

    4. GENERAL
    Airborne Collision Avoidance System (ACAS) indications shall be used by pilots in the avoidance of
    potential collision, the enhancement of situational awareness, and the active search for, and
    visual acquisition of conflicting traffic. Nothing in the procedures on "Use of ACAS indicators" in
    paragraph 6 below shall prevent commanders from exercising their best judgement and full
    authority in the choice of the best course of action to resolve a traffic conflict or avert a potential
    collision.

    The ability of ACAS to fulfil its role of assisting pilots in the avoidance of potential collisions is
    dependent on the correct and timely response by pilots to ACAS indications. Operational
    experience has shown that the correct response by pilots is dependent on the effectiveness of
    the initial and recurrent training in ACAS procedures.

    5. REGULATORY REQUIREMENTS

    5.1 Equipage Regulatory Requirements


    The equipage regulatory requirements on ACAS are contained in CAR OPS 1.668 or CAR-OPS 3.398.

    5.2 Operational Procedures and Training


    An operator shall establish procedures to ensure that;

    (a) When ACAS is installed and serviceable, it shall be used in flight in a mode that enables Resolution
    Advisories (RA) to be produced unless to do so would not be appropriate for conditions existing at the
    time

    (b) When undue proximity to another aircraft (RA) is detected by ACAS, the commander or pilot to
    whom conduct of the flight has been delegated shall ensure that corrective action is initiated
    immediately to establish safe separation unless the intruder has been visually identified and has been
    determined not to be a threat.

    (c) Pilots operating ACAS equipped aircraft shall be given ACAS academic and recurrent training before

    Issue: 02 Page 2 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016
    operational duties and at periodic interval

    6. USE OF ACAS INDICATORS


    The indications generated by ACAS shall be used by pilots in conformity with the following safety
    considerations:

    (a) Pilots shall not manoeuvre their aircraft in response to traffic advisories (TAs) only;

    (b) On receipt of a TA, pilots shall use all available information to prepare for appropriate action if an RA
    occurs; and

    (c) In the event of an RA, pilots shall:

    i. Respond immediately by following the RA as indicated, unless doing so would jeopardize the
    safety of the aeroplane;
    ii. Follow the RA even if there is a conflict between the RA and an air traffic control (ATC)
    instruction to manoeuvre;
    iii. Not manoeuvre in the opposite sense to an RA; As soon as possible, as permitted by flight crew
    workload, notify the appropriate ATC unit of the RA, including the direction of any deviation
    from the current ATC instruction or clearance;
    iv. Promptly comply with any modified RAs;
    v. Limit the alterations of the flight path to the minimum extent necessary to comply with the RAs;
    vi. Promptly return to the terms of the ATC instruction or clearance when the conflict is resolved;
    and
    vii. Notify ATC when returning to the current clearance.

    7. ACAS TRAINING GUIDELINES FOR PILOTS

    7.1 ACAS Training Development


    During the implementation of ACAS and the operational evaluations conducted, several operational
    issues were identified that were attributed to deficiencies in pilot training programmes. Operators are
    therefore required to develop ACAS pilot training based on ICAO Doc 8168, ICAO Annex 10 Volume 4,
    ICAO Doc 4444 PANS RAC Part X paragraph 3.1.2 and ICAO guidance material ‘ACAS Performance-Based
    Training Objective’( published under Attachment E to state letter AN 7/1.3.7.2-97/77) where the
    summary of training objectives are as follows:

    a) Theory of operation;
    b) Pre-flight operations;
    c) General in-flight operations;
    d) Response to traffic advisories (TAs); and
    e) Response to resolution advisories (RAs).

    7.2 Training objectives


    The Training Objectives are further divided into the areas of:

    Issue: 02 Page 3 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016
    (a) ACAS academic training;
    (b) ACAS manoeuvre training;
    (c) ACAS initial evaluation; and
    (d) ACAS recurrent qualification.

    7.2.1 ACAS academic training


    This training is typically conducted in a classroom environment. The knowledge demonstrations
    specified in this section may be achieved through the successful completion of written tests or providing
    correct responses to non-real time computer-based training (CBT) questions.

    The essential items of the academic training are


    (a) Theory of operation -The pilot must demonstrate an understanding of ACAS operation and the
    criteria used for issuing TAs and RAs.
    (b) Operating procedures -The pilot must demonstrate the knowledge required to operate ACAS and
    interpret the information presented by ACAS.

    7.2.2 ACAS manoeuvre training


    The training is intended to teach pilots to properly respond to ACAS-displayed information. The
    training also requires a flight simulator approved for this purpose to be used. The CRM aspects
    of responding to TAs and RAs should also be incorporated in this training.

    Operators that do not have access to an ACAS-equipped simulator shall conduct initial ACAS
    evaluation on pilots by means of an interactive CBT. The CBT must be equipped with a suitably
    ACAS display and controls similar in appearance and operation to those in the aircraft.

    The scenarios in the manoeuvre training should include initial RAs that require a change in vertical
    speed; initial RAs not requiring a change in vertical speed; maintain rate RAs; altitude crossing RAs;
    increase rate RAs; RA reversals; weakening RAs; RAs issued while the aircraft is at a maximum altitude,
    and multi-aircraft encounters.

    7.2.3 ACAS initial evaluation


    The pilot's understanding of the academic training items should be assessed by means of a written test
    or interactive CBT that records correct and incorrect responses to questions. The pilot's understanding
    of the manoeuvre training items should be assessed in a flight simulator equipped with an ACAS display
    and controls to those in the aircraft. This assessment shall be made by TRE/SFE/TRI/SFI/FI or the GCAA
    inspectors.

    7.2.4 ACAS recurrent training


    ACAS recurrent training is to ensure that pilots maintain the appropriate ACAS knowledge and skills.
    ACAS recurrent training should be integrated into and/or conducted in conjunction with other
    established recurrent training programmes. An essential item of recurrent training is the discussion of
    any significant issues and operational concerns that have been identified by the operator.

    Issue: 02 Page 4 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016
    ACAS monitoring programmes periodically publish findings from their analyses of ACAS events. The
    results of these analyses typically discuss technical and operational issues related to the use and
    operation of ACAS. This information is available from ICAO or directly from the monitoring programmes.
    ACAS recurrent training programmes should address the results of monitoring programmes in both the
    academic and simulator portions of recurrent training.

    Note. - ACAS monitoring programmes are carried out by some States and international organizations
    including the United States' Federal Aviation Administration (FAA) and the European
    Organisation for the Safety of Air Navigation (EUROCONTROL).

    Recurrent training should include both academic and manoeuvre training and address any significant
    issues identified by line operating experience, system changes, procedural changes, or unique
    characteristics such as the introduction of new aircraft display systems or operations in airspace where
    high numbers of TAs and RAs have been reported.

    Pilots should fly all scenarios once every four years. If CBT is used, pilots should complete all scenarios
    once every two years.

    7.2.4.1 Training Requirements


    In addition to the differences, formal training should be documented, the manoeuvre training should be
    performed at least every 12 months period using Level C or D simulator, operators equipped with
    Change 7.1.

    7.2.4.2 Alleviation
    The training on simulator that is not equipped with ACAS II Change 7.1 shall equipped their simulator
    with Change 7.1, by 31 January 2015, beyond this period, the operator or ATO (Aviation Training
    Organisation) shall provide equivalent means of safety justification and upgrade planning.

    8. ACAS II Change 7.1

    8.1 Safety issues with ACAS II Change 7.0

    Safety issues with Change 7.0 were identified as follows:

    - Unintentional opposite pilot response to an "adjust vertical speed, adjust (AVSA)" RA


    where the pilot increased the rate of change rather than reducing it;

    - Level busts following AVSA RAs whereby the increased rate of level change contributed
    to a level bust which may otherwise not have occurred; and

    - Flaws in the reversal logic,

    8.2 Safety issues addressed in ACAS II Change 7.1


    ACAS II Change 7.1 addresses these safety issues by:

    Issue: 02 Page 5 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016
    a) Replacing confusing “Adjust Vertical Speed” with “Level Off “(Change 7.1)

    2000ft/min
    1000ft/min “Adjust Vertical Speed”
    Can be any of these VSI
    500ft/min
    0ft/min
    “Level Off”
    Only when VSI=0 ft/min

    b) Improving the reversal logic

    Change 7.1’s improved reversal logic recognizes situations when two converging aircraft is
    remain within 100 feet OR One aircraft is not responding to the RA or is not equipped

    “Climb,
    Climb Now”

    “Climb
    “Descend Pilot did not
    Climb”RA
    descend” (Ch7.0) comply with RA

    Reversionary
    Logic (Ch7.1)

    8.3 Organisation Responsibility


    Organisations certified under CAR-OPS 1, CAR-OPS 3 or CAR-ORA should ensure :
    a. that personnel such as flight crews, instructors or examiners are trained on ACAS II
    Change 7.1 and the differences with ACAS II Change 7.0;
    b. Compliance with Change 7.1 for its fleet of aircraft and FSTD; and
    c. Required documentations and training are in place.

    8.4. Reporting to GCAA when not compliant with Change 7.1


    Non-compliance with ACAS II Change 7.1 shall be notified to the GCAA at [email protected]. As per
    CAR PART III Chapter 9 Section GEN.015 the GCAA may grant waiver when the applicant
    provides the GCAA with safety case and proposed implementation plan.

    Issue: 02 Page 6 of 6 Issue Date: January 2016


    Rev. 01 Revision Date: January 2016

    You might also like