On dear :(
This thread demonstrates the biggest problem that we have with TCAS at the moment.
Pilots and Controllers are not receiving adequate training!
We have examples of:
- Not understanding how TCAS works in reqards to the transponder fit in the intruder.
- Not understanding the rationale behind established SOPs.
- Incorrect TCAS R/T phraseology.
Plus a healthy dose of 'one size fits all'. Yes, many a TCAS RA will be relatively low workload for the non handling pilot; but in some types, in some situations, the workload may be very high.
Folks:
- it is important that the TCAS RA call is made, and that it's made ASAP that the RA is generated.
-It is far more important than routine communication because it potentially influences the flight path of the the other aircraft and therefore must be high on your priority list.
- This is especially true if the other aircraft is non TCAS, (or its inhibited for some reason).
When avoiding action is given by ATC around the same time that an initial RA is generated there is a substantial risk that one aircraft will already be manouevering in the opposite sense to the RA that is generated. No Problem: RA reversal logic kicks in, situation should be safe again.
But if ATC don't get a TCAS RA call, they have to assume they are still responsible for seperation. All it takes now is one more pitch change in the wrong sense and it's game over because TCAS can only reverse once per encounter, and that already happened right at the start.
Essentially, the effect of YOU calling "TCAS RA" should be to make the OTHER aircraft maintain its flight path rather than potentially manoeuvering back towards you.
Hence:
Specified R/T procedure = A good thing.
Maintaining Radio Silence = A bad thing.
pb