TRAFFIC COLLISION AVOIDANCE

SYSTEM - TCAS / ACAS 7.1

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 3

INTRODUCTION 3

Acas / Tcas Definitions and Terms 3

Brief history of acas / tcas 4

Controlling documents 5

ACAS / TCAS CONCEPTS, THRESHOLDS, LIMITATIONS, SYMBOLS - CONCEPTS 6

Thresholds 6

Acas / Tcas limitations 7

Display symbology 7

Acas / Tcas modes 8

ACAS / TCAS TRAFFIC ADVISORIES 9

ACAS / TCAS RESOLUTION ADVISORIES 9

COURSE END 11

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current national, international
and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

INTRODUCTION
2-INTRODUCTION This course is designed to provide you with knowledge of the principles, terms, history and operation of ACAS/TCAS
systems on your aircraft and acquaint you with the changes involved in the Version 7.1. This course meets the training requirements of
your State of Registry. Training in Version 7.1 is required as part of the upgrade to this version by your operator. This course is not
intended to replace procedures or regulations in your State or individual operators operating manual or Aircraft Flight Manual.

3-The agenda for this class consists of the following: * This class will cover some of the basic definitions and terms used in operation of the
ACAS/TCAS system. * Next, we will cover a brief history of the development and deployment of ACAS/TCAS systems, to include the
current worldwide requirement status. * We will discuss all the changes, requirements and effective dates of Version 7.1 for your operation.
* Then, a brief discussion of the controlling documents that state the requirements for the ACAS/TCAS systems. * Next, the basic concepts,
limitations, display symbols and modes of ACAS/TCAS * The next portion of the class will cover the Traffic Advisory (TA), to include a
discussion of the limitations, which require a TA; how a TA is indicated and what action is required of the crew. * Finally, we will cover the
Resolution Advisory (RA), to again cover the limitations, which generate a RA, how it is indicated and what action is required of the crew.

Acas / Tcas Definitions and Terms

4-ACAS / TCAS DEFINITIONS & TERMS ACAS: the ICAO generic term for an Airborne Collision Avoidance System, That uses
interrogations of, and replies from, airborne radar beacon transponders, which operate Independently of ground based equipment.

5-ACAS I: an Airborne Collision Avoidance System, which issues Traffic Advisories (TAs) only, no Resolution Advisories (RAs) are
available. The crews and ATC must determine the best course of action to avoid possible conflict.

6-ACAS II: an Airborne Collision Avoidance System which complying with ICAO Standards and Recommended Practices (SARPs) for
ACAS II. The system has the capability to give both TAs and RAs. Virtually the same thing as TCAS II with Version 7.0. Some of the
changes to Version 7.1 of the current TCAS II aural warning from "Adjust Vertical Speed, Adjust" to "Level Off, Level Off." Additionally it
also corrects missed and late TCAS reversals. The TCAS reversal was introduced in TCAS version 7.0 to correct a changing situations
where the original maneuver had clearly become the wrong thing to do, especially in the situation when one of the pilots decides not to
follow the Resolution Advisory (RA), or ATC instructs the pilot to perform a particular maneuver. The solution in Change 7.1 introduces
improvements to the current reversal logic

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to address late issuance of reversal RAs and potential failures to initiate reversal RAs.

7-The TCAS version 7.1 has four other minor enhancements to the system. The Version 7.1 corrects an issue when descending through
1000 ft. AGL. The new version 7.1 also modifies the "Datalink Capability Report" (this is a status report sent by the TCAS processor to the
Mode S transponder) informing the systems that the TCAS processor is Hybrid Surveillance-capable. Version 7.1 also allows for the
reporting of the TCAS processor part number and software level, and corrects TCAS multi-aircraft logic issues which reduces the risk of
multiple aircraft in RVSM airspace.

8-Hybrid Surveillance: The new TCAS equipment which is capable of processing ADS-B messages may be used to enhance the
performance of TCAS. Some TCAS manufacturers will incorporate this capability as a part of their TCAS version 7.1 upgrade. Hybrid
surveillance uses reception of ADS-B messages from an aircraft to reduce the time for the TCAS equipment to interrogate that aircraft.
ADS-B is used only to identify aircraft that can safely be interrogated at a lower rate.

9-Mode S Transponder: In addition to normal altitude and position reporting capability of a standard transponder, the Mode S also has the
capability for datalink to other Mode S equipped aircraft. This datalink allows the both aircraft to determine the range, bearing, and altitude
of other aircraft within range of the system without the use of ground equipment. These transponders can determine the proper avoidance
procedures for each aircraft and coordinate this between aircraft without input from the pilots or ground equipment.

10-RAs: Resolution Advisories, which are avoidance manoeuvres recommended to the pilot. When the intruder aircraft is also fitted with an
ACAS system, both ACAS co-ordinate their RAs through the Mode S data link, in order to select complementary resolution senses.

11-RVSM: Reduced Vertical Separation Minima

12-TCAS: the US-developed Traffic Alert & Collision Avoidance System (TCAS) equipment. Three levels of TCAS are defined, namely
TCAS I, TCAS II and TCAS IV. (TCAS III development was not pursued and TCAS IV is still in development and testing) These levels
correspond to the ICAO ACAS levels I, II and III. TCAS II Change 7 is an implementation of TCAS II is compliant with ICAO ACAS II.

13-TAs: Traffic Advisories, which aim at helping the pilot in the visual search for the intruder aircraft, and by alerting him to be ready for a
potential resolution advisory.

Brief history of acas / tcas

14-BRIEF HISTORY OF ACAS / TCAS The main feature of ACAS/TCAS was first proposed by Dr John S. Morell in 1955. In 1956, the
collision between two airliners, over the Grand Canyon, spurred both the airlines and the aviation authorities to continue the system
development studies. In 1978, the collision between a light aircraft and an airliner over San Diego led the FAA (Federal Aviation
Administration) to initiate the development of TCAS (Traffic Alert and Collision Avoidance

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System). TCAS II development, within the framework of the FAA programme, started in 1981. Throughout the eighties, the performance
evaluations, carried out by airlines, contributed to the gradual enhancement of the TCAS II equipment, until version 6.0 was reached. In
1986, the collision between a DC-9 and a private aircraft, in Cerritos, California, caused Congressional mandated aviation legislation, which
required some categories of American and foreign aircraft to be equipped with TCAS for flight operations in US airspace. In 1989, the FAA
made the change mandatory. The system improvements suggested, as a result of TCAS II evaluations, led to the development and release
of Version 6.04a in 1993.

15-ACAS was officially recognised by ICAO on 11 November 1993. Its descriptive definition appears in Annex 2; its use is regulated in

PANS-OPS and PANS-RAC. In November 1995, the Standards And Recommended Practices (SARPs) for ACAS II were approved, and

they appear in Annex 10. After the development of Version 7.0, it was approved in December 1997 and became available at the beginning

of 1999. Version 7.0 has further improved TCAS compatibility with the air traffic control system. The most significant enhancement were the

introduction of a horizontal miss distance filter and 25-foot vertical tracking compatibility with RVSM . On the 1st January 2000, all civil

fixed-wing turbine-engine aircraft having a maximum take-off mass exceeding 15,000 kg, or a maximum approved passenger seating

configuration of more than 30 is required to be equipped with ACAS II. 16 After the 1st January 2016, all civil fixed-wing turbine-engine

aircraft having a maximum take-off mass exceeding 5,700 kg, or a maximum approved passenger seating configuration of more than 19 is

required to be equipped with ACAS II with Version 7.1. Operators, with aircraft takeoff weights below the regulated limits, do not have to

have TCAS or may use TCAS I. If the operator has TCAS II, they must use Version 7.1 or later. US aircraft flying in EASA airspace have

to comply with the rules governing that airspace.

16-After the 1st January 2016, all civil fixed-wing turbine-engine aircraft having a maximum take-off mass exceeding 5,700 kg, or a
maximum approved passenger seating configuration of more than 19 is required to be equipped with ACAS II with Version 7.1. Operators,
with aircraft takeoff weights below the regulated limits, do not have to have TCAS or may use TCAS I. If the operator has TCAS II, they
must use Version 7.1 or later. US aircraft flying in EASA airspace have to comply with the rules governing that airspace.

Controlling documents
17-CONTROLLING DOCUMENTS ICAO/EASA PANS-RAC - Doc. 4444 defines the conduct and responsibilities of controllers providing a
service to ACAS-equipped aircraft. The provision of air traffic services (i.e., establishing and maintaining separations and preventing
collisions) shall be identical whether the aircraft is ACAS-equipped or not. This means that the controller remains responsible for
establishing and maintaining the relevant ATC separation as long as no RA is being followed by the aircrew. When a pilot reports a
manoeuvre, due to an RA, the controller shall not attempt to modify the aircraft trajectory, but shall provide relevant traffic information (if
possible).

18-The use of ACAS equipment by aircrew is described in PANS-OPS - Doc. 8168 (Operational use of aircraft): the pilot stays in control of
the aircraft operation: ‘nothing [...] shall prevent the Pilot-in-command from exercising their best judgment and full authority in the choice of
the best course of action to resolve a conflict.

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19-Some differences exist in the regulations for ACAS, depending upon the ICAO Global Region. These differences are described in detail
in the ICAO Doc. 7030 ‘Complementary Regional Procedures’, which includes some additional regulations e.g. mandatory dates, etc.

20-EUROCONTROL has published a specimen Aeronautical Information Circular (AIC) in January 1996, for publication by the aviation
administrations of the ECAC States, the content of which is similar to Doc. 7030. The European Commission published Implementing Rule
1332/2011 mandating the carriage of ACAS II version 7.1 within European Union airspace from 1 December 2015 by all aircraft currently
equipped with version 7.0 and from 1 March 2012 by all new aircraft above 5,700 kg maximum take-off mass or a maximum passenger
seating capacity of more than 19. The ICAO has mandated TCAS version 7.1 by January 1, 2014 for forward fit aircraft, and January 1,
2017 for retrofit aircraft. EASA has stepped their time-table up by comparison with forward fit aircraft due by March 1, 2012, and retrofit
aircraft by December 1, 2015.

21-FAA FAA Advisory Circular (AC) 120-55B mandates the use of TCAS II for operators under Parts 121, 125 and foreign operators under
Part 129. FAA AC 20-131 states the Airworthiness and Operational Approval process for TCAS II. The FAA is a "strong supporter" of TCAS
version 7.1, and has issued the statement "The latest version of software for TCAS II is version 7.1. The FAA encourages the installation of
this software as soon as practical." Although no date has been set for implementation, avionics manufacturing community think that version
7.1 may be mandated in the US.

ACAS / TCAS CONCEPTS, THRESHOLDS, LIMITATIONS, SYMBOLS - CONCEPTS

22-ACAS / TCAS CONCEPTS, THRESHOLDS, LIMITATIONS, SYMBOLS CONCEPTS ACAS/TCAS II is based on two main concepts: the
estimated time-to-go to the Closest Point of Approach (CPA) and is modified according to altitude bands or levels of sensitivity. The
ACAS/TCAS system has two antennas that make a 360-degree sweep every second. This determines the bearing, range and altitude of
aircraft within range.

23-ACAS/TCAS II processor computes the time-to-go to the CPA based on the closure rate and the distance between aircraft. Once this
time-to-go is lower than the set threshold, the range test is satisfied and an alert is activated. If the distance between aircraft is lower than
the set protection distance, the range test is satisfied. If the relative altitude between aircraft is lower than the set threshold, the altitude test
is satisfied and again an alert is activated.

Thresholds
24-THRESHOLDS The ACAS/TCAS II thresholds are as follows: For Traffic Advisories (TA): * From FL 200-FL 300 a TA will be displayed
if an aircraft gets within a closure time of 20-48 seconds of a CPA or 850 ft. vertically or within 1.3 NM horizontally of your aircraft. * From
FL 300-FL 420 a TA will be displayed if an aircraft gets within a closure time of 20-48 seconds of a CPA or 850 ft. vertically or within 1.1 NM
horizontally of your aircraft. * Above FL 420 a TA will be displayed if an aircraft gets within a closure time of 20-48 seconds of a CPA or
within 1200 ft. vertically or 1.1 NM horizontally of your aircraft.

25-For Resolution Advisories (RA): Preventative/Corrective RA * From FL 200-FL 420 a RA will be alerted when an aircraft

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gets within 15-35 seconds of a CPA or within 600 ft. vertically or within 1.1 NM horizontally of your aircraft. * Above FL 420 an RA will be
alerted when an aircraft gets within 15-35 seconds of a CPA or within 700 ft vertically or within 1.1 NM horizontally of your aircraft.

26-Once these thresholds are exceeded the appropriate ACAS/TCAS advisory is made to the aircrew and appropriate corrective action
must be taken within 2.5-5 seconds.

Acas / Tcas limitations

27-ACAS / TCAS LIMITATIONS ACAS/TCAS systems cannot detect another aircraft, if the intruder has no transponder or the system is
turned off. A ‘see and avoid’ policy remains paramount to operational safety. If an intruder has a transponder, but does not have the Mode
C altitude reporting capability, the ACAS/TCAS system cannot issue an RA but will issued a TA to alert you of the aircraft presence. Non-
altitude reporting aircraft are inhibited above 14,500 on the ACAS/TCAS Display.

28-Both GPWS and Windshear have priority over ACAS/TCAS advisories. ACAS/TCAS advisories are inhibited on most aircraft during
either a GPWS or Windshear alert.

29-Climb and Increase Climb RAs are inhibited if they call for a climb, which is beyond the aircraft’s capability to perform. Aircraft
performance capability is programmed into the ACAS/TCAS processor. If the aircraft is at the ‘Certified Maximum Altitude’ and not the
maximum performance altitude, and a Climb or Increase Climb RA is issued and the pilots should follow the RA. Many times aircraft are not
certified above FL 370 but the aircraft is capable of performing up to FL 410 or above. This deviation is considered acceptable in a critical
situation like an RA.

30-The ACAS/TCAS programming does not account for emergency situations like single-engine flight. The Pilot-in-Command must make
adjustments as necessary for these conditions before responding to ACAS/TCAS manoeuvres.

31-While descending RAs are inhibited below 900 ft. AGL or below 1100 ft. AGL while climbing. No descent RAs are given below 1000 ft.
AGL while descending and no descent RAs are given below 1450 ft. AGL while climbing. The ACAS/TCAS audio is inhibited below 400 ft.
AGL on approach and below 600 ft. AGL on takeoff.

32-The system can acquire up to 30 aircraft within a 40-mile radius of your aircraft. The system can calculate Resolution Advisories for up
to 3 intruder aircraft at a time.

Display symbology
33-DISPLAY SYMBOLOGY ACAS/TCAS Displays can be found in different locations on each type of aircraft. Consult your Aircraft Flight
Manual to confirm the location and function of the unit on your specific aircraft. The Display can be part of the Vertical Speed Indicator
(VSI), Navigational Display (ND) or on a separate Traffic Display Unit. These displays have green and red arcs, which are used during RAs
as visual guidance for pilots to adjust vertical speed to avoid conflict with intruder aircraft. On some EFIS equipped aircraft, a trapezoid is
displayed on the Pilot Flight Display (PFD) at the horizontal reference to indicate the proper vertical response to an RA.

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34-Each symbol is displayed, on the screen, according to its relative position to your aircraft. The display accuracy depends on the selected
scale. When the 10 NM scale is in use the positional accuracy is approximately +/- 1 nautical mile in range and approximately +/-10
degrees in bearing. Additionally an arrow is shown when the target aircraft is climbing or descending at more than 500 fpm. Range
selection on the ACAS/TCAS Transponder unit are usually 5, 10 and 15 NM. If the display is cluttered with numerous targets, slecting a
lower range will help declutter the display. Any intruder threating your aircraft will be display no matter what the range setting. You can
adjust the display itself upto 40 NM on most units and can display upto 30 aircraft at one time.

35-Non-intruding Traffic are displayed as a hollow blue or white diamond display for traffic beyond 6 NM or 1200 ft. Proximity Traffic: Non-
intruding traffic, which are within 6 NM and less than 1200 ft. from your aircraft. They are differentiated from other traffic by a solid white or
blue diamond. In the event of an advisory, this symbol indicates that the aircraft is not the intruder generating the advisory. This is a
reminder that the closest traffic may not necessarily be the most threatening.

36-Traffic Advisories are displayed as a solid amber circle for intruders and are accompanied by the oral warning ‘Traffic, Traffic!’ Altitudes
above or below the yellow circle indicate if the intruder is above or below your aircraft and distance in hundreds of feet. If climbing or
descending at more than 500 fpm an arrow will also be displayed near the circle

37-Resolution Advisories are displayed as a solid red square for intruders and are usually associated with oral alerts like ‘Monitor Vertical
Speed’. The altitudes above or below the square indicate the intruder’s vertical position and distance in hundreds of feet. An arrow will be
displayed next the square if the intruder is climbing or descending at more than 500 fpm.

Acas / Tcas modes

38-ACAS / TCAS MODES The ACAS/TCAS system has several modes, which can be selected for ground testing and operational use.
TEST: The test of the ACAS/TCAS system should only be conducted on the ground as the system is inhibited during the test, which lasts
12 seconds. Some operators have adjusted their systems so that the ACAS/TCAS Test cannot be done while airborne.

39-Refer to your Aircraft Flight Manual and Operators Procedure Manual for the proper procedure for the unit on your aircraft. The basic
test procedure is accomplished by: setting the range to 5 NM and then rotating the ACAS/TCAS Mode Selector Knob on the transponder
unit counter-clockwise to the TEST position and hold for 1 second. The word TEST is shown on the ACAS/TCAS Display Unit, along with
the four types of symbols listed above. If the test is completed and the system is working correctly, a system-generated voice will state
‘TCAS System Test OK’. If there is a failure in one of the elements of the system, the voice will state ‘TCAS System Test Fail’ and the failed
system element will be indicated on the display. Follow the procedures in the Aircraft Flight Manual or Operators Procedure Manual for a
failed test.

40-Standby: Place the unit in standby on the ground until just prior to takeoff. TA: The Traffic Advisory Mode only is used only during
parallel approaches where approved. ‘TA Only’ will be indicated on the display in the bottom left corner.

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TA/RA: This is the normal mode for flight and should be selected just as the aircraft takes the active runway for takeoff. This modes
provides for both Traffic Advisories and Resolution Advisories during flight

41-During takeoff and climb the ACAS/TCAS system should be selected into the ‘Above’ mode. This clears a path from 2700 ft. beneath
the present altitude of your aircraft and clears up to 9000 ft. above. This gives the pilots a much better picture of possible traffic conflict as
they climb.

42-Once the aircraft reaches level flight, select the ‘Normal’ mode, which monitors from 2700 ft. above the aircraft to 2700 ft. below the
aircraft cruise altitude for intruders.

43-During descent, select the ‘Below’ mode, which clears a path from 2700 ft. above the aircraft to 9000 ft. below the aircraft. This gives a
much better information on intruders during the descent.

ACAS / TCAS TRAFFIC ADVISORIES

44-ACAS / TCAS TRAFFIC ADVISORIES Traffic Advisories are intended to get the pilots to look at the ACAS/TCAS display to help identify
the location of an intruder. As stated above a TA will be activated once an intruder exceeds one of the thresholds for: time to a CPA,
vertical spacing or horizontal spacing.

45-A TA is indicated as a solid yellow circle on the Traffic Display Unit with the relative altitude of the intruder above or below the circle and
an arrow to show relative vertical motion in excess of 500 fpm. The TA will also be accompanied by an aural alert ‘Traffic, Traffic’.

46-Both pilots should monitor the Traffic Display Unit for information on the intruder’s location, altitude and range. They should then visually
attempt to locate the intruder to determine if further action is necessary. NEVER manoeuvre the aircraft based solely a Traffic Advisory. Do
not make vertical or horizontal adjustments to your flight level or course based on a TA only. Pilots will have up to 15 seconds to respond if
the intruder continues to close on your aircraft on causes an RA.

ACAS / TCAS RESOLUTION ADVISORIES

47-ACAS / TCAS RESOLUTION ADVISORIES There are three different types of Resolution Advisories (RA) based on the computed threat
to your aircraft by an intruder aircraft: the Preventative RA, the Corrective RA and the Changing RA. The thresholds for these RAs are
stated earlier in this program. Once those thresholds have been exceeded, the ACAS/TCAS processor will determine the correct action to
take based on Mode S Transponder datalink information for the intruder aircraft.

48-A ‘Preventive RA’ is an alert of an intruder within the threshold for an indication of an RA, however a manoeuvre is not required at
present (you maintain your present vertical progress). The RA is indicated on the Traffic Display Unit as a solid red square with an altitude
above or below the square based on the vertical distance from your aircraft. If the aircraft is climbing or descending at more than 500 fpm
an arrow will also be indicated showing the relative movement of the

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intruder vertically. The display will also show a red and green arc to display the proper vertical deviation if needed. An aural alert will also
be made. During a Preventive RA this aural alert is generally ‘Maintain Vertical Speed’ or continue your present vertical profile. The display
will show your progress in the green arc. A red arc will also be displayed indicating the vertical direction of the intruder in relationship to
your aircraft and a manoeuvre in that vertical direction is to be avoided.

49-A ‘Corrective RA’ is an alert that requires a manoeuvre vertically to avoid a possible collision and must be followed unless in the
judgment of the Pilot-in-Command a safer action is advised. The pilots should not manoeuvre contrary to the advised manoeuvre provided
by the ACAS/TCAS system even if told to by ATC. The Mode S transponders have already computed the proper corrective action via
datalink for both your aircraft and the intruder and each system is mandating the safest corrective action for each aircraft. Each aircraft has
5 seconds to respond to the corrective RA and mandates a climb or descent using 0.25 Gs to meet the optimum corrective action. Failure
to respond in a timely manner can reduce or eliminate the safety cushion provided by the system. The system allows for a safe corrective
response without the use of excessive G forces or maneuvering that could harm passengers or crew.

50-The ‘Corrective RA’ is indicated in the same manner as the Preventative RA. The RA is indicated on the Traffic Display Unit as a solid
red square with an altitude above or below the square based on the vertical distance from your aircraft. If the aircraft is climbing or
descending at more than 500 fpm an arrow will also be indicated showing the relative movement of the intruder vertically. The display will
also show a red and green arc to display the proper vertical deviation needed. An aural alert will also be made, usually ‘Climb, Climb’ or
‘Descend, Descend’.

51-The Pilot Flying should initiate a climb or descend as directed, until the Vertical Speed Indicator shows that the aircraft climb or descent
rate is in the green arc or appropriate indication on the PFD. This indicates that your aircraft is at the proper climb/descent rate to avoid
collision with the intruder aircraft. The Pilot Not Flying should confirm that the aircraft is safely maintaining airspeed and vertical speed to
meet the mandate of the ACAS/TCAS system. If time and conditions permit, the Pilot Not Flying should advise ATC.

52-The ‘Changing RA’ is an update to the Corrective RA. They usually indicate a rapidly deteriorating situation. The ACAS/TCAS system
continues to process the progress of the maneuver to assure the conflict with the intruder will be eliminated. If the ACAS/TCAS system
determines that the corrective action is not going to provide the proper clearance between your aircraft and the intruder, the system will
issue a Changing RA calling for a more aggressive correction or a reversal of the initial Corrective RA. In these situations the pilots have
only 2.5 seconds to respond and the response will call for an increase to 0.35 Gs in the corrective action.

53-In the example below, you can see demonstrated the Version 7.1 changes to the current TCAS II aural warning from "Adjust Vertical
Speed, Adjust" to "Level Off, Level Off." If the ACAS/TCAS system computes that the intruder aircraft has taken the wrong corrective
action, the intensity of the commands will dramatically increase, for example ‘Descend, Descend Now’. This may be a reversal of the initial
Corrective RA to ‘Climb, Climb’.

54-In the example below you can see a feature has been added to the TCAS II version 7.1 logic which monitors RA

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compliance in coordinated encounters (i.e. when both aircraft are TCAS II equipped). When it is detected that an aircraft is not responding
correctly to an RA, a reversal RA will be issued to the aircraft which manoeuvres in accordance with the RA. In single equipage encounters
(i.e. when only one aircraft is TCAS II equipped), version 7.1 will recognise the situation and will issue a reversal if the unequipped threat
aircraft moves in the same vertical direction as the TCAS II equipped aircraft. The reversal logic change is transparent to flight crews, it will,
nevertheless, bring significant safety improvements.

55-After a Corrective or Changing RA manoeuvre has eliminated conflict with the intruder, the system will notify the pilots with an aural call
of ‘Clear of Conflict’. Following this aural alert the crews should return to the originally assigned Flight Level.

COURSE END
56-End of the Course?

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