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auto-flight aircraft, are often implicated in
erroneous TCAS II activation. Controllers
should be alert to the possibility of a TCAS II
RA for an aircraft while it is in its final 1,000
feet of climb or descent and in proximity of
traffic.
■ Providing traffic advisories in a timely manner
to TCAS-equipped aircraft in climb and descent
in the terminal area, even though separation
has been previously established, may help
reduce the number or severity of TCAS events.
■ Controllers must remember that both FAA and
company TCAS II instructions stress pilot
compliance with RA commands. Venting anger
or annoyance at pilots can heighten tensions
and promote distraction.
Pilots
■ As with any technology, TCAS II is not foolproof. Be alert for
anomalous operation of the unit, particularly in proximity to
terrain.
■ TCAS incidents are most likely to occur in the climb and descent
phases of flight. It is recommended that flight crews, where
possible, reduce vertical rates when closing on target altitudes to
those recommended in the Airman’s Information Manual (AIM).
Auto-flight aircraft with programmed high rates of vertical speed
may be particularly prone to erroneous TCAS “triggering.”
■ Alerting ATC prior to or concurrent with executing your RA
response, whenever cockpit workload and frequency congestion
permit, could help controllers reduce the impact of the avoidance
maneuver on other traffic in the area.
■ TCAS II works well at providing separation in conflict situations.
In a number of instances where pilot response to TCAS RAs has
been delayed or tentative, close air-misses have resulted. This
suggests that, once the flight crew has decided to respond to a
TCAS II alert, their response should be immediate and complete.
■ Excessive responses to TCAS II alerts have also caused many
problems. It is suggested that pilots limit their response to RAs to
that commanded by their TCAS II equipment. Exceeding TCAS
II vertical commands into the next cardinal altitude could
provoke an unintended near miss or loss of separation with other
traffic.
Summary
TCAS II, in the opinion of much of the pilot community, has been
instrumental in reducing risks associated with airborne conflicts.
Many in the ATC community, however, feel that TCAS II has
increased workload and derogated the primary responsibility of the
air traffic controller — that of providing traffic separation. These
sharp divisions between the pilot and controller constituencies, with
resulting friction, may, if not adequately managed, result in an
overall negative impact on flight safety. For some controllers, it is
inconceivable that ATC should not be “in-the-loop” prior to or during
TCAS activation. As industry and government grapple with TCAS
problems and issues, it is important for pilots and controllers to
jointly understand and manage the TCAS environment — so that
the genie remains under control.
12 Issue Number 4
For this upcoming flight I will once again be acting
as PIC on a non-stop (hopefully), coast-to-coast
wide-body aircraft. PIC, in my case, means either
Passenger in Coach, or Prisoner in Coach, depending
upon my attitude of the day. I take the responsibilities
of PIC very seriously and always start
flight planning several weeks, or sometimes
months, in advance. Part of the preflight planning
includes the selection of a “Primary Worry of the
Day,” along with several secondary or alternate
problems to worry about. For this trip I have
chosen the subject of “expect” clearances as the
primary.
Most pilots and controllers are familiar with the
term expect clearance, but it seems to me that the
term is a real misnomer, because what is referred
to as expect clearance is not an Air Traffic Control
(ATC) clearance at all, and should never be
thought of as an authorization to do something —
except in some rare cases of loss of radio communication.
For the remainder of this article I will try very
hard to refrain from putting the words expect and
clearance together in that order; expect should not
be used as an adjective to describe a type of
clearance. Okay, I expect you get the idea.
When used in the proper circumstances, expressed
correctly by the controller and understood by the
pilots, the ATC technique of telling the pilots what
to expect is a very good method for making the
ATC system work better and for easing both
cockpit and controller workload. The word expect is
one of the planning tools which controllers can use
　
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