(Some thread drift here but it's always relevant to discuss timely and effective avoidance of other aircraft).
Silvaire, that sort of manoeuvre was/is taught as the "emergency break" by the military, during basic instrument training (some 35 years ago for me). Not really applicable to the aircraft I fly these days though (corporate/vip rotary wing). I aim to make a far less violent manoeuvre in good time, to avoid terrifying my pax, especially when IMC!
Peter337, Thanks for the advice. However, after well over a decade of flying using TCAS1 on a daily basis, I had already gleaned
some idea about how best to use it.
Perhaps you aren't aware, but these days a majority of civilian IFR equipped helicopters do have some form of TCAS1 as standard fit. Therefore I wouldn't agree with your 99% of other aircraft not having it fitted.
In particular, beneath the lower part of the London TMA, where many of our customers want to go, is a very busy area for "GA" rotary wing flights. Thankfully radar service coverage is fairly good in that area, especially now that Farnborough have extended their area, but there are a limited number of routes in and out of London, which causes choke points, with aircraft necessarily operating at very similar altitudes. Obviously, with MSA at 2300 or 2400 feet and Class A above us at only 2500 feet we do need to be very careful in that part of UK. It would be good if it became mandatory for Mode C equipped aircraft to
use it, rather than Mode A only, in that area. Seems that many pilots deliberately use Mode A only, possibly to alleviate their fear of an "altitude bust" by advertising that they have climbed too high and entered the Class A. I try to transit controlled airspace when and where possible, especially at weekends, to help gain lateral separation from these "Mode A bimblers".
Paradoxically, when flying just outside of the lowest part of controlled airspace, i.e. when pilots might want to climb out from below, or descend to go underneath, depending on which way they are going, is when two TCAS1 equipped aircraft might get close! At this stage of flight, both aircraft might not be on the same frequency.
TCAS1 is a
great piece of equipment but it does have known limitations which need to be understood and acted upon in good time.