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The First Officer leveled off at 7,000 feet and then began
a descent back down to 6,000 feet. ATC said there was no
traffic near us which should have provided an RA. I tested
the TCAS II (test OK) and asked the lead Flight Attendant
to do a PED walk. She reported no obvious PED use. As
Approach handed us off to Local Control, he told us there
was VFR traffic below us at 3,500 feet at the time of the RA....
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
July 2006 Report Intake
Air Carrier/Air Taxi Pilots 2089
General Aviation Pilots 810
Controllers 65
Cabin/Mechanics/Military/Other 115
TOTAL 3079
ASRS Alerts Issued in July 2006
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 8
Airport facility or procedure 1
ATC procedure or equipment 2
Maintenance procedure 1
TOTAL 12
Issues with TCAS
was no heads up from Tower...and no TCAS II...The FAA
officials who interviewed us upon arrival thanked me...for
being alert enough to see and avoid...Basically it was my
alertness and nothing else which avoided a midair disaster.
The ASRS Database Is
Now Searchable Online!
The ASRS database is available
through a browser-based,
cross-platform “Web Query”
link developed by ASRS. The
ASRS database is the world’s
largest repository of voluntary,
confidential safety information – provided by aviation’s
frontline personnel, including pilots, controllers, mechanics,
flight attendants, dispatchers, and others. The database
provides a foundation for specific aviation safety products
and subsequent research addressing a variety of issues.
ASRS’s database includes the narratives submitted by
reporters (after they have been sanitized for identifying
details). These narratives provide an exceptionally rich
source of information for policy development, human
factors research, education, training, and more. The
database also contains coded information by expert
analysts from the original report that is used for data
retrieval and analyses.
We would appreciate your feedback about the ASRS
Database Online service. There is a link for supplying user
feedback about the ASRS Database Online service. Users
can tell ASRS what they like, don’t like, and what they
would like to see in future versions. This feedback will
help ASRS develop and improve online search capabilities.
ASRS Database Online is accessable through the ASRS
Website at:
http://asrs.arc.nasa.gov
or, you are cleared present position direct at:
http://asrs.arc.nasa.gov/search.htm.
321
Meet the Staff
Richard (“Rick”) Ulrick
Rick Ulrick, a new member of the
ASRS analyst group, is one of the
only analysts to have previous ties to
Moffett Field, California, the home of
the ASRS program. Rick was trained
as a U.S. Navy pilot and flew P-3
Orions out of Moffett Field in the
early 1970’s. Following his stint with
the Navy, Rick became an air carrier
pilot and flew with Transamerica
Airlines, PSA, and US Airways until
his retirement in 2006.
As an Aviation Safety Analyst, Rick is being exposed to
the full spectrum of ASRS reporting. He performs final
analysis on reports from pilots (air carrier and GA), flight
attendants, helicopter pilots, and balloon pilots.
Away from ASRS, Rick enjoys snow skiing, backpacking,
and ocean- and fresh-water fishing.
For a Passenger Electronic Device (PED) to cause a
problem with the TCAS system, the experts at FAA’s Tech
Center advise that it must do one of two things:
• Generate a signal that is mistaken for a real
transponder. The reply from a transponder is very
specially constructed. It is a series of pulses on 1090
MHz, and this frequency must be accurate. Each pulse
has very tight specifications for position, width, and rise
and fall times. The transponder signal is complex and is
difficult to create accidentally.
• Generate interference sufficient to render the TCAS
unable to listen to incoming signals. This means the
PED has to transmit a signal at the correct frequency
with enough power to make it past the TCAS receiver
front end to the signal processor. The signal from the
PED would first have to make it through the passenger
compartment and either into the avionics bay, or
outside the aircraft to go through the antenna.
When pilots encounter a problem with a TCAS, it is
　
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