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B757-200 flight crew reported having to execute an aggressive resolution to a RA.
| Attributes | |
| ACN | 1560511 |
| Time | |
| Date | 201807 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Route In Use | Other Controlled |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 35 Flight Crew Total 15000 |
| Person 2 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 50 Flight Crew Total 5000 Flight Crew Type 400 |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Published Material / Policy |
| Miss Distance | Horizontal 500 Vertical 500 |
Narrative:
Flight to ZZZ we received a TCAS RA (resolution advisory) on final approach. Captain was the pilot flying. This flight is extremely short. During day VFR there is large traffic density in the area. ATC communications is very busy. Additionally there are inbound flights to ZZZ1. Knowing how short and busy this flight would be we briefed the approach while still on the ground. We had additional distractors of an 'autopilot' advisory message that we briefly addressed via the checklist. TRACON wanted our airspeed kept high along with our altitude. Which deviated from our plan to fly a slower arrival. We were cleared by approach control to descend to 3;400 feet; intercept the localizer and cleared for the ILS. We were then handed off to tower control who cleared us to land. Despite the distractors; all normal. The runway was in sight the entire time. We were fully configured; descending on the ILS. When we were around 2;400 feet MSL; tower called traffic ahead at 2;400 feet. I verbalized he was at our altitude; but no range was given. Shortly after (estimating 2;200 feet MSL) we received 'traffic; traffic; climb; climb.' I immediately performed the TCAS RA maneuver; which was more aggressive then I have encountered in training. The green arc started at 1;000 feet vsi. We were in the maneuver for a good time before 'clear of conflict.' we never saw the other aircraft. The first officer (first officer) told the tower 'flight X TCAS RA' and clear [of] conflict; but tower never acknowledged either transmission. Later he said he had numerous aircraft calling without callsigns. After clear of conflict; there was a bit of a question as to the recovery phase. We were on an instrument approach; but did not initiate a missed approach from the normal spot. The climb on runway heading is to 2;700 feet then right turn to 6;000 feet. Would that keep us clear of all this VFR traffic around us? We were talking to tower in clear VMC conditions - would he just clear us to the visual pattern? Our last clearance was the ILS; so we initiated that missed approach procedure while tower handed us off to approach. We switched to approach and asked for a heading and altitude clearance. She said 'you're supposed to fly the missed approach.' she may not have known we were VMC and could see the terrain. At any rate we were already initiating that turn and I believe we were very close to the actual procedure course. We were vectored around for an uneventful ILS to a landing at ZZZ. The amount of VFR traffic in the area is very high. Flying airliners inbound traffic is not normal operations. I believe these flights will increase as [carriers] have begun building operations at [the airport]. I recommend it would be more efficient and safe to create standard routing from takeoff to touchdown between the two airports that all parties - approach; tower ATC; and pilots are familiar.recommendation to the training syllabus to add TCAS RA training during final approach phase on instrument approach. My experience is it has been administered during climb or cruise flight. Throw in some close terrain; confusing communication and numerous traffic for even better training.
Original NASA ASRS Text
Title: B757-200 flight crew reported having to execute an aggressive resolution to a RA.
Narrative: Flight to ZZZ we received a TCAS RA (Resolution Advisory) on final approach. Captain was the pilot flying. This flight is extremely short. During day VFR there is large traffic density in the area. ATC communications is very busy. Additionally there are inbound flights to ZZZ1. Knowing how short and busy this flight would be we briefed the approach while still on the ground. We had additional distractors of an 'Autopilot' Advisory message that we briefly addressed via the checklist. TRACON wanted our airspeed kept high along with our altitude. Which deviated from our plan to fly a slower arrival. We were cleared by Approach Control to descend to 3;400 feet; intercept the localizer and cleared for the ILS. We were then handed off to Tower Control who cleared us to land. Despite the distractors; all normal. The runway was in sight the entire time. We were fully configured; descending on the ILS. When we were around 2;400 feet MSL; Tower called traffic ahead at 2;400 feet. I verbalized he was at our altitude; but no range was given. Shortly after (estimating 2;200 feet MSL) we received 'Traffic; Traffic; Climb; Climb.' I immediately performed the TCAS RA maneuver; which was more aggressive then I have encountered in training. The green arc started at 1;000 feet VSI. We were in the maneuver for a good time before 'clear of conflict.' We never saw the other aircraft. The FO (First Officer) told the Tower 'Flight X TCAS RA' and clear [of] conflict; but Tower never acknowledged either transmission. Later he said he had numerous aircraft calling without callsigns. After clear of conflict; there was a bit of a question as to the recovery phase. We were on an instrument approach; but did not initiate a missed approach from the normal spot. The climb on runway heading is to 2;700 feet then right turn to 6;000 feet. Would that keep us clear of all this VFR traffic around us? We were talking to Tower in clear VMC conditions - would he just clear us to the visual pattern? Our last clearance was the ILS; so we initiated that missed approach procedure while Tower handed us off to Approach. We switched to Approach and asked for a heading and altitude clearance. She said 'you're supposed to fly the missed approach.' She may not have known we were VMC and could see the terrain. At any rate we were already initiating that turn and I believe we were very close to the actual procedure course. We were vectored around for an uneventful ILS to a landing at ZZZ. The amount of VFR traffic in the area is very high. Flying airliners inbound traffic is not normal operations. I believe these flights will increase as [carriers] have begun building operations at [the airport]. I recommend it would be more efficient and safe to create standard routing from takeoff to touchdown between the two airports that all parties - Approach; Tower ATC; and pilots are familiar.Recommendation to the training syllabus to add TCAS RA training during final approach phase on instrument approach. My experience is it has been administered during climb or cruise flight. Throw in some close terrain; confusing communication and numerous traffic for even better training.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.