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caution, whilst a Warning is a command,
which may be genuine, a nuisance
(where you are actually in a safe
procedure), or false. When you get a
warning, pull up smoothly and apply
thrust until it ceases.
Basic GPWS
This gives warnings, rather than
alerts, in all modes except 5, Descent
Below Glideslope, where activation will
cause the audio warning ‘Glideslope’
to be repeated; you take immediate
action to regain the glideslope as
quickly as possible, until the alert
ceases. Whenever a warning is
received, the immediate response
must normally be to level the wings
and initiate a maximum gradient
climb to MSA for the sector being
flown, but see below.
104 Operational Flying
Advanced GPWS
This not only indicates the mode of
operation, but provides alerts as well
as warnings. Do not recover the
original flight path until the cause of
the alert has been positively
established and eliminated.
Whenever a warning is received, the
immediate response must be to level
the wings and initiate a max gradient
climb to MSA for the sector being
flown, except as below.
Warnings – Discretionary Action by
Commander
Responses to warnings may be
reduced to those for alerts only
during the day, when you are 1 nm
horizontally and 1000 feet vertically
from cloud, with at least 5 nm vis,
and it’s obvious there is no danger.
Limitations
There is no forward looking facility,
so you will get little or no warning of
anything in front of you. Alerts and
warnings in Modes 1 and 2 are only
given when you are less than 2,500 ft
above the local terrain. If no
corrective action is taken, a
maximum of some 20 seconds will
elapse between the initial alert or
warning and contact with the
ground, which will be lessened if the
rate of descent is excessive, or there
is rising ground beneath you.
Unwanted Warnings
Unwanted (that is, false or nuisance)
warnings may be received when, for
example, you are being vectored by
ATC and descending into hills. A
Mode 5 (glideslope) alert may be
triggered when you are outside the
validity area of the glideslope signal,
as you would when circling. You will
also get an alert/warning if the flaps
are set wrongly.
TCAS/ACAS
Airborne Collision and Avoidance Systems
(ACAS) provide you with an
independent back up to the Mark 1
Eyeball and ATC by alerting you to
collision hazards. TCAS II (Traffic
Alert and Collision Avoidance System
Type II) is the current equipment,
which provides advice in the vertical
plane, as a Traffic Advisory (TA),
telling you where nearby (Mode A)
transponding aircraft are, or
Resolution Advisory (RA) detecting
aircraft transponding Mode C, and
what to do about it. TCAS III can
issue horizontal suggestions. Not
required in UK, but may be used if
you have it. It uses four antennae, a
computer and Mode S transponder
to continually survey the airspace
around you and predict the flight
paths of likely intruders. Mode S
uses a 24-bit interrogation address,
which reduces mistakes and allows
the system more capacity and
efficiency. It can also provide twoway
data link communications on
1030 and 1090 MHz, used in this
case for manoeuvre messages, but
also as a back up for VHF voice.
The size of the Caution Area varies
with your speed.
A TA alerts you that an RA,
requiring a change in flight path, may
follow—it is displayed 35-48
seconds from the time the intruder
aircraft is predicted to enter the
collision area, displaying range,
bearing and altitude, but remember
that this system relies on
transponder-equipped aircraft
receiving information from others—
RAs will only be generated if both
Operational Procedures 105
use Mode C – if only Mode A is
available, you will only get Traffic
Advisory information. The
equipment cannot resolve with
complete accuracy the bearing,
heading or vertical rates of intruding
aircraft, so you should not rely solely
on TAs. Look where the conflicting
traffic is supposed to be, and get
ATC to help. Otherwise, manoeuvre
away from the collision risk. Once
clear, advise ATC.
The Warning Area extends 20-30
seconds from when an intruder
would enter the collision area, which
is when RAs are issued. They are
meant to advise you of vertical
manoeuvres required for adequate
separation from a threat. A corrective
　
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