TCAs
Thread Starter
Join Date: Aug 2004
Location: malaysia
Posts: 404
Likes: 0
Received 0 Likes
on
0 Posts
TCAs
Hi Guardians of the skies...a thought just flashed in my ATC mind.
What if there were no TCAs around these days...
what could have happened to all those near misses and near near misses.
What if there were no TCAs around these days...
what could have happened to all those near misses and near near misses.
I really really hate when the TCAS is deferred. TCAS along with GPWS/E-GPWS are the best thing since sliced bread. Imagine your lot doesn't much like them however, but from the pilot side it's an extra insurance policy.
The major problem with TCAS is that it only works with aircraft with transponders. When I was still a radar controller in class G airspace, I had many instances of TCAS RAs where the pilot action could have resulted in a climb or descent confliction with non transponding traffic. In my opinion it's not safe to place total reliance on TCAS in class G airspace, and any pilot who does is negligently risking the safety of his own aircraft and other aircraft which (in the UK) are not required to carry a transponder.
Originally Posted by West Coast
...Imagine your lot doesn't much like them however, but from the pilot side it's an extra insurance policy.
Join Date: Nov 2006
Location: .
Posts: 284
Likes: 0
Received 0 Likes
on
0 Posts
TCAS is fantastic. One of the best safety nets there is.
Only slightly annoying thing with it, and I'm sure my colleagues will agree, are those pilots who like to think that it's a highly accurate radar and try to second guess or question what we're trying to do. It happens.
Only slightly annoying thing with it, and I'm sure my colleagues will agree, are those pilots who like to think that it's a highly accurate radar and try to second guess or question what we're trying to do. It happens.
TARQ
Glad to hear, perhaps opinions are changing. I know a few controllers who really took a dislike to TCAS when it came out, kinda edging in on their territory they felt.
It's a wonderful tool simply beyond avoiding traffic.
Glad to hear, perhaps opinions are changing. I know a few controllers who really took a dislike to TCAS when it came out, kinda edging in on their territory they felt.
It's a wonderful tool simply beyond avoiding traffic.
The way the early versions were (rather hurriedly, I thought) introduced, combined with the limitations inherent in those versions tended to result in multiple avoiding actions which made some controllers' jobs a bit of a nightmare, at times.
We were shown a video of some of the situations that had occurred, complete with the controllers explanations on what the results were, as part of the training for its introduction. This didn't give us much optimism.
The later versions - which didn't take too long to be introduced - are obv far superior.
As mentioned above, they are not a good tool for pilots to attempt their own traffic management prior to an alert occurring. The azimuth display can be far from accurate.
We were shown a video of some of the situations that had occurred, complete with the controllers explanations on what the results were, as part of the training for its introduction. This didn't give us much optimism.
The later versions - which didn't take too long to be introduced - are obv far superior.
As mentioned above, they are not a good tool for pilots to attempt their own traffic management prior to an alert occurring. The azimuth display can be far from accurate.
Agreed. The TCAS has other applications as well. I use it in thunderstorm flying. I look for passages that otherwise may not appear useable given my altitude, gains, tilt and range along with backdrop. One route may appear out of the question, but seeing strings of aircraft using it makes me take a second look.
I also use it to gauge if I'm closing on the aircraft ahead of me in the visual approach. One aspect of US ATC I'm not fond of is not finding out I'm behind a heavy till I check in on tower frequency. If I see excessive sep between me at super busy airports, its a good chance I'm following a heavy. I also judge if the preceding aircraft is high by watching its altitude as it crosses charted fix's, not perfect but it's one more aid.
I also use it to gauge if I'm closing on the aircraft ahead of me in the visual approach. One aspect of US ATC I'm not fond of is not finding out I'm behind a heavy till I check in on tower frequency. If I see excessive sep between me at super busy airports, its a good chance I'm following a heavy. I also judge if the preceding aircraft is high by watching its altitude as it crosses charted fix's, not perfect but it's one more aid.
Join Date: May 2001
Location: UAE
Age: 62
Posts: 516
Likes: 0
Received 0 Likes
on
0 Posts
ACAS/TCAS
ACAS/TCAS...best thing since sliced bread and canned beer.
All the little niggles that may occur are nothing compared to the benefits.
Thoughts of an ATCO of some years experience.
All the little niggles that may occur are nothing compared to the benefits.
Thoughts of an ATCO of some years experience.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
In my opinion it's not safe to place total reliance on TCAS in class G airspace, and any pilot who does is negligently risking the safety of his own aircraft and other aircraft which (in the UK) are not required to carry a transponder.
I assume you mean "Fly in VMC whilst heads in and not bothering to look out"?
I doubt very much that anyone does that.
On the other hand, if you mean being obliged to fly IMC in Class G with no ATC radar service - unfortunately there is increasingly no choice in UK's Class G airspace. Progress has been backwards in that respect; thirty years ago one had a choice of radar units - these days one often struggles to obtain a Traffic Service for the entire journey.
