TCAS fail over Europe
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TCAS fail over Europe
As regulations specify that you have to have an operational TCAS while flying through European airspace, what happens if your TCAS fails while in flight? Are you required to land ASAP?
Ben
Ben
Once happened to me and it wasn´t big deal, we just informed ATC and they said OK. Not much fuss even about getting permit to ferry acft to base with TCAS inop.
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Is it an issue at all if TCAS fails at all - as long as the transponder itself is still working. I remember having a TCAS fail, ATC could still see us with mode C - so it was just the TA/RA function that was inop.
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Generally, the bits you have to have working are in the MEL and at some defined point (start of take-off roll, first engine start, pushback etc.) this no longer applies. Over most civilised countries, the failure of various components will not be a problem and you will be allowed to continue but even the most lenient may take offence if you knowingly depart with unserviceable items and no permission/derrogation. However, there are always exceptions...
PM
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A Ten Day Carryover Deferment of a U/S TCAS????
You can fly for upto 10 days without TCAS as long as ATC is informed. Don't know the reference but its in the TCAS bit in the AIP
.
Anybody got an actual reference?
.
Does ICAO agree that this is acceptable? If so, where?
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10 days is the limit (must say I'm surprised at that, but then again, it wasn't that long ago that no-one had TCAS!).
UK AIP ENR 1-1-3-5 Para 4.4
UK AIP ENR 1-1-3-5 Para 4.4
4.4 Operation of Aircraft When ACAS II is Unserviceable
4.4.1 The current TCAS II Minimum Equipment List permits TCAS II equipped aircraft to operate for up to 10 days with the
equipment out of service. This position will be kept under review.
4.4.2 Due to the safety benefits arising from TCAS operations and the collaborative way in which it arrives at collision avoidance
solutions any aeroplane with an unserviceable transponder as well as an unserviceable TCAS will not be permitted in UK airspace for
which mandatory carriage of a transponder is required.
4.4.1 The current TCAS II Minimum Equipment List permits TCAS II equipped aircraft to operate for up to 10 days with the
equipment out of service. This position will be kept under review.
4.4.2 Due to the safety benefits arising from TCAS operations and the collaborative way in which it arrives at collision avoidance
solutions any aeroplane with an unserviceable transponder as well as an unserviceable TCAS will not be permitted in UK airspace for
which mandatory carriage of a transponder is required.
Transparency International
French AIP says TCAS is no-go item. I have been told that TCAS is a 3-day item in germany.
Last edited by dusk2dawn; 6th Mar 2007 at 11:47. Reason: Pellings
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Apart from the 10 days different MEL items for different types apply.
We had one inop (X-pndr ok) and the company MEL (Boeing) allowed 72hrs.
Remember that TCAS is mandatory for RVSM operation within RVSM airspace.
If it happens in flight one should inform ATC (unable RVSM).
The same thing happend on an Airbus and our company MEL stated it as a no-go (nbr installed 1 - required for service 1).
We had one inop (X-pndr ok) and the company MEL (Boeing) allowed 72hrs.
Remember that TCAS is mandatory for RVSM operation within RVSM airspace.
If it happens in flight one should inform ATC (unable RVSM).
The same thing happend on an Airbus and our company MEL stated it as a no-go (nbr installed 1 - required for service 1).
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TCAS is not mandatory within RVSM airspace. Read JAA TGL 6.
Neither will the MEL intervals be type specific. They might be operator, authority or equipment specific, but not type specific.
Neither will the MEL intervals be type specific. They might be operator, authority or equipment specific, but not type specific.
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From a Eurocontrol briefing note:
JAR-OPS 1 TCAS II MEL Policy Document seems to be the document to have a read of.
Operations in accordance with the ACAS II MEL
4. The JAR-OPS 1 TCAS II MEL policy document, recently announced through TGL 26, has promulgated the ACAS II MEL Provisions. A copy of TGL 26, Section 2, ‘MEL Alleviation to Subpart K’, Page 16, which deals with the ACAS II MEL provisions, is attached, for information; it can be seen that a Class C, 10-day, ACAS II MEL is applied within the ECAC States except in Germany and Switzerland, where a 3-day MEL is applied.
5. The actual period applicable to an aircraft is, however, set by the National Authority of the aircraft operator. Operators need to respect their own National Authority MEL unless a State has set different criteria applicable to foreign operators flying in their airspace. Operating to a more stringent ACAS II MEL than Class C, 10-days, is of course completely acceptable.
6. If flying with an unserviceable ACAS II, then the altitude reporting transponder should be serviceable.
7. Operation under the terms of the JAR-OPS 1 TCAS II MEL has been agreed and accepted by the ECAC Member States.
8. The US Federal Aviation Administration (FAA) has moved to a 3-day MEL. This is applicable to US operators. However, if an aircraft operator operates an aircraft into the USA under FAR Part 129, and it is an "N" registered aircraft, the more restrictive 3-day MEL applies. If it is not an “N” registered aircraft, the operating rules of the appropriate operator’s national authority apply.
4. The JAR-OPS 1 TCAS II MEL policy document, recently announced through TGL 26, has promulgated the ACAS II MEL Provisions. A copy of TGL 26, Section 2, ‘MEL Alleviation to Subpart K’, Page 16, which deals with the ACAS II MEL provisions, is attached, for information; it can be seen that a Class C, 10-day, ACAS II MEL is applied within the ECAC States except in Germany and Switzerland, where a 3-day MEL is applied.
5. The actual period applicable to an aircraft is, however, set by the National Authority of the aircraft operator. Operators need to respect their own National Authority MEL unless a State has set different criteria applicable to foreign operators flying in their airspace. Operating to a more stringent ACAS II MEL than Class C, 10-days, is of course completely acceptable.
6. If flying with an unserviceable ACAS II, then the altitude reporting transponder should be serviceable.
7. Operation under the terms of the JAR-OPS 1 TCAS II MEL has been agreed and accepted by the ECAC Member States.
8. The US Federal Aviation Administration (FAA) has moved to a 3-day MEL. This is applicable to US operators. However, if an aircraft operator operates an aircraft into the USA under FAR Part 129, and it is an "N" registered aircraft, the more restrictive 3-day MEL applies. If it is not an “N” registered aircraft, the operating rules of the appropriate operator’s national authority apply.
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Thje rules and extension limits re TCAS vary between jurisdictions but it isn't mandatory for RVSM operations. What is mandatory though is that if you are using TCAS then it must be TCAS II (version 7.0 or better) due to the closer separations generally and the software changes required to avoid unnecessary RAs.
