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adequate separation from a threat. A
304 Canadian Professional Pilot Studies
corrective advisory calls for a change in
vertical speed and a preventive
advisory restricts it. A response
should be initiated immediately, not
in the opposite direction, and crew
members not involved should check
for other traffic. Once adequate
separation has been achieved, or
there is no longer a conflict, you
should return to your intended flight
path, and inform ATC, because you
have just deviated from a clearance
(you are immune from enforcement
action in this case). An RA may be
disregarded only when you visually
identify the conflicting traffic and
decide that no deviation is necessary.
If an RA and ATC conflict, the RA
wins. Use TCAS as a keyword when
telling ATC what you are up to, as in
TCAS Climb, or TCAS Descent. The
full phraseology is in RAC 12.
Nuisance or false advisories should
be treated as genuine unless the
intruder has been positively
identified and shown visually to be
no longer a threat.
The USA is the only country that
requires the uses of ACAS/TCAS,
but it may be used elsewhere, with
suitable approval from the relevant
authority. If you fly in the US, you
need at least TCAS I with between
10-30 passengers and TCAS II with
over 30.
GPWS
Ground Proximity Warning Systems
should be switched on and used
throughout the flight, unless it is
unserviceable, and the MEL allows it
to be so.
A GPWS gets information from a
radio altimeter, ILS localiser receiver,
and some sort of pressure
altimeter/VSI. It monitors flap and
landing gear positions to provide a
warning just before you go into
Terrain Impact Mode, in certain
configurations:
·  Mode 1 - excessive rate of
descent
·  Mode 2 – excessive closure rate
·  Mode 3 - negative climb rate
after takeoff or a go-around
·  Mode 4 - approaching too close
to the ground with the gear up
·  Mode 5 - going too far below the
glideslope on the ILS
The reason there is a difference
between Modes 1 and 2 is that a rate
of descent that is OK at 2000 feet
may not be so at 200 - you may get a
Mode 2 warning in level flight
towards rising ground (alerts and
warnings in Modes 1 and 2 are only
given when you are less than 2,500 ft
above local terrain).
However, the system is not infallible
- for example, it won't help if you are
heading directly towards a mountain
(because it uses the radio altimeter),
but an immediate response must be
made to all alerts and warnings, even
if you've had spurious ones, leaving
investigations till later (they could
arise from windshear).
An Alert is a caution, whilst a Warning
is a command, which may be genuine, a
nuisance (when actually in a safe
procedure), or false (when outside the
validity area of a glideslope signal),
Other unwanted warnings can
happen if the flaps are set wrongly.
When you get a warning, pull up
smoothly and apply thrust until it
ceases. React immediately, because
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trying to verify the warnings takes so
long you may as well not have the
device in the first place.
Warnings for Modes 1-4 use a steady
red light and an audio warning
"Whoop-Whoop, Pull Up". Mode 5
warnings have a steady amber light
with a "Glideslope" audio warning,
repeated more frequently as danger
increases. 1-4 warnings have priority
over Mode 5 (you can't mute them),
but you can have both visual
warnings at once.
Basic GPWS
This gives warnings, rather than
alerts, in all modes except 5 (Descent
Below Glideslope) – as mentioned
above, activation causes the audio
warning ‘Glideslope’ to be repeated;
take immediate action to regain the
glideslope as quickly as possible,
until it shuts up. 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.
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 sector MSA.
　
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