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is contrary to ATC instructions. In contrast, NATCA’s Krasner
ominously warns that TCAS II “...is an airborne system that works
improperly and actually erodes an already precarious margin of
safety in the skies.” NATCA favors a moratorium on further TCAS II
installations and calls for restricting alerts to TAs only. ALPA
recognizes that TCAS II is not without its technical faults, but
considers its enhanced safety value well worth the “growing pains.”
The issue appears to be settling down to two strongly different
viewpoints: 1) NATCA wants the decision to separate aircraft to
remain in the hands of the air traffic controller “...who has verified
information to provide required separation;” 2) The pilot community
wants an independent airborne collision avoidance system that
leaves the decision for last-minute collision separation action in the
cockpit.
The majority of TCAS II reports being received at
the ASRS are favorable to the technology. According
to on-the-scene reporters, TCAS II has prevented
numerous near-midair collision situations
and averted potential air disasters. However, there
is growing friction between flight crews in compliance
with TCAS II RAs and wary air traffic
controllers. TCAS II is a developing challenge for
both constituencies.
A sampling of excerpts from contrasting ASRS
reports underscores the frictional issues:
• “We were level at FL230...RA sounded with
command to descend...alert ended at 22,400
feet...Center later admonished us for descending...
traffic level at FL240...we listened to our
TCAS RA.” (ACN 205812)
• “ATC took offense to TCAS and its use in the air
traffic system…. ATC is not too fond of TCAS
because it takes away their authority.” (ACN
206966)
• “Pilots should question TCAS II traffic if they’re
concerned, rather than ‘doing their own thing.’ ”
(ACN 195990)
The optimal blending of TCAS II within the
National Airspace System is expressed in the
following ASRS excerpt:
• “Both the controller and [we] were pleased with
how well TCAS aided in the situation. No
passengers or crew were injured in the climb.”
(ACN 195211)
In the interest of serving the aviation public, it
behooves pilots and controllers to find an operational
accommodation that masters the safety
benefits of TCAS II.
8 Issue Number 4
TCAS II — Genie Out Of The Bottle?
TCAS II Incident Reporting
The information provided thus far in this
article has been qualitative in nature; we
will now provide a quantitative analysis
of the 1,997 TCAS II related incident
reports that have been received at the
ASRS. Approximately
7 percent of these reports are from
controllers, and the remaining 93 percent
from pilots. As the air carrier and business aircraft fleets moved to
comply with FAR 121.356, the reporting of TCAS II incidents
increased significantly between 1990 and 1992 — as can be seen in
Table 1.
Table 3 indicates the flight phase of ASRS database TCAS incidents.
(As with airspace categories, ASRS flight phase categories are not
necessarily mutually exclusive.) The flight phase most commonly
cited for the primary aircraft was Cruise. Note, however, that if the
climb and descent phases of flight are combined, they total 1,151
citations — 30 percent more than the cruise phase.
Table 2 provides the airspace involvement for all ASRS database
TCAS incident records — for the aircraft of the principal reporter of
an incident (primary aircraft). (Note that airspace categories are not
necessarily mutually exclusive.) The single airspace category in
which the majority of TCAS incidents occurred was in “Other”
Controlled Airspace, meaning within controlled airspace but outside
of TCAs, ARSAs, etc. The next most commonly involved airspace was
in Terminal Control Areas (TCAs), while the third most common
airspace category was in the Positive Control Area (above 18,000
feet).
Cruise
Descent
Climb
Approach
Maneuver
Go-Around
Takeoff
Missed Approach
Total Citations from 1,997 Records
876
624
527
482
66
51
40
17
2,683
Table 3 — Aircraft Flight Phase of
ASRS Database TCAS Incident Records
Other Controlled Airspace
Terminal Control Area (TCA)
Positive Control Area (PCA)
ARSA
ATA
Control Zone
TRSA
Special Use Airspace
Uncontrolled Airspace
　
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