Mid Air at Leicester Aerodrome
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One unresolved problem with TCAS1 in Class G is when encountering another similarly equipped aircraft and you both take the same avoiding action by going to the same altitude
It is 99% likely the other chap does not have TCAS and will never know about you. And if you have changed your heading a bit to avoid him, if/when he does spot you he will not need to take any action.
TCAS is not a perfect solution but it is a helluva big help in a lookout, and even then most targets displayed are never spotted
I would never think of using TCAS as a "mad panic" avoidance device in the last few (or few tens of) seconds, which is perhaps the way that big-jet RAs work. In the GA/OCAS context, it is best used from a long way back - in the same way that flying VMC on top enables you to avoid convective buildups from a long way away. The traffic display on the MFD is just another piece of your general awareness of what is around you.
Avoid imitations
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(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.
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.
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ST - I don't know what you fly but it clearly isn't "GA". It is some sort of AOC helicopter charter operation, so it will be a big machine, possibly multi pilot, and certainly well equipped. I would expect you to have TCAS, and use it according to your OPS manual It also won't be the common light GA installation.
It also won't be the common light GA installation.
Avoid imitations
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peter337, no that's incorrect on all counts.
It's a privately owned, non AOC, single pilot IFR machine. I am not required to have an ops manual. I don't have one because there is only me to write it and then only me to read it. Definitely GA!
The word "customers" in the previous post was misleading, sorry about that.
It's a privately owned, non AOC, single pilot IFR machine. I am not required to have an ops manual. I don't have one because there is only me to write it and then only me to read it. Definitely GA!
The word "customers" in the previous post was misleading, sorry about that.
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AAIB Report published
Very sad. My condolences to the family of the pilot who died.
At least by following the joining instructions published for an airfield everyone has a better idea of where aircraft might be.
http://www.aaib.gov.uk/cms_resources...CI%2011-12.pdf
At least by following the joining instructions published for an airfield everyone has a better idea of where aircraft might be.
http://www.aaib.gov.uk/cms_resources...CI%2011-12.pdf
