From the Asahi Shimbun
Pilots & Controllers to share Data
Air traffic controllers will soon be able to instantly access instructions relayed to pilots by their in-flight collision avoidance systems, an advance the transport ministry hopes will prevent crashes through information sharing.
The traffic alert and collision avoidance systems (TCASs) in airplane cockpits issue resolution advisories (RAs) to pilots to help them navigate and avoid accidents.
Under the new system, due to start in the high-traffic Kanto region Nov. 20 and the Kinki region in February, pilots and air traffic controllers will be able to share such advisories.
Officials hope the system will prevent incidents such as the near miss between two Japan Airlines Co. planes in 2001 over Shizuoka Prefecture.
An air traffic controller mistakenly ordered one of the planes to lower its altitude, though the TCAS had advised flying higher to avoid a crash.
When the pilot followed the controller's orders, the planes barely missed colliding.
After the incident, the Aircraft and Railway Accidents Investigation Commission
urged that controllers be able to access RAs given to pilots.
At present, pilots update controllers in writing or by radio only after they have taken steps to avoid a collision.
If a crash is about to occur, meanwhile, controllers are sent warning signals triggered when anticipated flight paths stray too close. This warning system, however, is slow to adapt to changes in a plane's course.
Under the new system, all RAs will be beamed to a centralized air traffic control center, where controllers will be provided with the flight number, altitude and speed of the aircraft.
(IHT/Asahi: November 3,2003) (11/03)
from this link
a. Is this prospective development (above) to be just a Japanese "thing"? (starting 20 Nov 03??)
b. Does it accord with Honeywell thinking? Does it accord with the TCAS II designer's intent? Is it sympatico with the equipment (or is it just a Japanese add-on?). Will it just further confuse the issue? Is it an attempt by Japanese ATC to have the last word (or is it an exercise in ATC face-saving after the very near mid-air collision in Japan mentioned above?)
c. Does the JAA, ICAO, US FAA and NTSB agree with it and endorse it as a giant leap forward (or backwards)? Has the FAA and JAA harmonized on this?
d. What about foreign aircraft operating into that airspace? Will they be so equipped? (optionally/mandatorily?). What does ALPA, APA, CAPA think?
To me it sounds as though TCAS is about to become a bunfight. (Spy versus Spy). The last thing that you need to further distract your urgent reaction (overlaid upon an excitated language problem) is an ATC controller getting an RA and deciding to agree/disagree with it (or its "automated" resolution). The whole idea was that TCAS would take over only once ATC had failed the mission for one reason or another. It will be very interesting to see how this all "pans" (or maydays) out. Will it become version 8 (pilot versus pilot versus ATC versus "late appearing on scene" ATC supervisor)
TCAS II - VERSION 7 UPDATE
Since TCAS II was first certified in the late 1980's, a number of needed improvements to the system have been identified. Soon, a software update, referred to as "Version 7," will be incorporated in all new TCAS II systems. This update will also be made available by the various manufacturers as a retrofit for all existing TCAS II systems.
Many of the TCAS manufacturers will provide the update free of charge on recently purchased TCAS systems. Older systems can be upgraded for a fee. A service bulletin on the Version 7 update from each respective manufacturer is expected later this fall.
Version 7 will contain solutions to 19 known problems and incorporate new requirements deemed necessary by the FAA as well as industry experts. Some of the improvements are related to performance features and others are a result of experience with the system as we continue to learn more about aircraft encounters around the world.
At this point, Version 7 only applies to TCAS II systems and is only required for FAR Part 121 operators. There will be a two-year timeline for mandatory updating released later this fall. For more information on Version 7, operators can contact a TCAS-authorized service center.