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practices. Do not alter the aircraft’s flight path based solely on a TA without
visual confirmation of the need to do so. Maneuvering based solely on a TA, in
an effort to pre-empt an RA, is not authorized.
Pilot Response To A Resolution Advisory (RA)
The TCAS software design is such that the triggering of an RA indicates a real
threat of collision. Therefore, an immediate and correct response to an RA is
mandatory unless overriding safety concerns exist. Correct response to an RA
is indicated even if the crew believes they have the traffic in sight, due to the
possibility of misidentification of the target traffic.
Preventative RA
Respond to a preventative RA by monitoring aircraft vertical speed to ensure
that it does not enter the red area. Normally, compliance with preventative
RA’s can be accomplished without deviation from the assigned clearance;
however, if deviation is required, it is authorized. All crewmembers should
attempt to acquire the traffic visually.
Corrective RA
Respond immediately to corrective RA’s by altering the aircraft’s flight path as
indicated. Use positive control inputs similar to those expected in response to
an ATC clearance incorporating the term “immediately.” Do not maneuver in a
direction not specified by the RA display. TCAS is aware of other aircraft in the
vicinity and in many instances, TCAS to TCAS coordination may have
occurred. The Pilot Flying should dedicate his direct attention to accurately
flying the aircraft in accordance with the RA commands. Respond immediately
and decisively to increase, decrease, and reversal commands. Initial response
delayed over 5 seconds, or response to subsequent modified (increase or
reversal) guidance delayed over 2½ seconds will compromise separation. The
other crewmember(s) as well as any flight deck observers, should attempt to
obtain visual contact with the traffic if possible.
Caution: Turns are not authorized to avoid traffic unless the traffic has been
visually acquired and positively identified.
737
Flight Manual Continental
Sec. 3 Page 295
Rev. 11/15/02 #41
Respond to an RA as specified by the warning. TCAS does not track just one
target, but monitors the airspace around the aircraft. When it issues an RA, it
has taken all surrounding Mode S or Mode C traffic into account. Excessive
maneuvering is not appropriate or advisable and only tends to increase the
possibility of interference with other traffic, needlessly exaggerates any ATC
clearance deviation, and nullifies TCAS to TCAS maneuver coordination. From
level flight, proper response to an RA typically results in an overall altitude
deviation of 600 feet or less. A Climb or Descend RA requires that a vertical
speed of 1500 fpm be established and maintained. The use of vertical rates in
excess of 1500 fpm is neither required nor desirable due to the possibility of
large altitude deviations. There is no situation that requires a climb or descent
to the next higher or lower cruising altitude or flight level. Be alert for a
“downgrade” of the RA indication, and begin to reduce deviations as soon as
possible. Attempt to comply with as much of the current clearance as possible
during the RA. For example, continue to fly the ground path specified in the
current clearance, if possible, while altering the vertical path in response to the
RA. Promptly and smoothly return to the current ATC clearance when the
TCAS message, “CLEAR OF CONFLICT,” is heard.
If a TCAS RA maneuver is contrary to other critical flight deck warnings such
as stall, windshear, or ground proximity, then such warnings are to be respected.
In the case of simultaneous audio alarms from TCAS and other systems, GPWS
and windshear warnings are given higher priority; the TCAS system goes to TA
ONLY and the IVSI flags indicate RA OFF.
ATC Considerations
WARNING: Do not accept a controller instruction to disregard a TCAS RA.
In responding to a TCAS RA that directs a deviation in assigned altitude,
communication with the controlling ATC facility is required as soon as
practicable after responding to the RA. Turns to avoid traffic are never TCAS
initiated. Therefore, if a turn is made, it must be done based on conventional
“see and avoid” practices, after the traffic is acquired visually. The turn should
be reported to the controller as being a result of the pilot’s visual evaluation of
the situation.
Controllers have a much more complete view of the air traffic situation than
TCAS allows. Try to refrain from “second guessing” ATC or asking for special
handling based on the potentially incomplete traffic information available on the
　
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