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Air carrier medium large transport crew extol the virtues and benefits of the TCASII system in evasive action climb techniques in crossing climbing traffic sits. Potential conflicts.
| Attributes | |
| ACN | 231964 |
| Time | |
| Date | 199301 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : mad |
| State Reference | CT |
| Altitude | msl bound lower : 10000 msl bound upper : 16000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zbw tracon : bdl tower : isp |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent other |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | other |
| Make Model Name | Experimental |
| Flight Phase | climbout : intermediate altitude |
| Route In Use | enroute : direct |
| Flight Plan | VFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 13000 flight time type : 3000 |
| ASRS Report | 231964 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 4500 flight time type : 985 |
| ASRS Report | 232340 |
| Events | |
| Anomaly | altitude deviation : undershoot altitude deviation : excursion from assigned altitude conflict : airborne less severe non adherence : clearance other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified |
| Resolutory Action | flight crew : took evasive action |
| Consequence | Other |
| Miss Distance | horizontal : 600 vertical : 400 |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation |
Narrative:
2 incidents are related here since they occurred within 10 mins of each other, but are still separate and distinct occurrences. We had descended from cruise altitude to 16000 ft for our arrival to bdl and were inbound to the mad VOR. (Normal crossing at mad is 11000 ft, 250 KTS.) just as I commented to the first officer, who was the PF, that we needed to get lower, ZBW cleared us to cross mad at 11000 at 250 KTS. We started down when the TCASII gave us a TA for 1 O'clock. The screen showed traffic at 1 O'clock climbing. I thought it would level out, then we got an RA commanding a climb at 1500 FPM. The first officer complied with the command. I alerted ZBW who replied that the traffic just popped up and gave us a right turn. In the turn, both the first officer and I were able to see a navy spc aircraft in our 4-5 O'clock position. Other aircraft inbound to mad also reported the spc as continuing to climb on that arrival path in the opposite direction. About 10 mins later, after center vectoring and handoff to bdl approach, we were northwest of mad at 11000 ft, bdl approach reported traffic at 9-10 O'clock which we acknowledged visually. Traffic appeared parallel to our course and about 1000-1500 below. We were cleared to 10000 and started descent when the RA went off again commanding a 1500 FPM climb. The first officer again pulled up. I noticed the traffic had changed course 90 degrees and now was crossing our flight path about 400 ft below. I notified bdl approach of our action. Vectors were received and we landed a short time later without further incident. Eternal vigilance is the keyword and thank god for TCASII. When it goes off -- obey it. Question it later if you will, but do it now!
Original NASA ASRS Text
Title: ACR MLG CREW EXTOL THE VIRTUES AND BENEFITS OF THE TCASII SYS IN EVASIVE ACTION CLB TECHNIQUES IN XING CLBING TFC SITS. POTENTIAL CONFLICTS.
Narrative: 2 INCIDENTS ARE RELATED HERE SINCE THEY OCCURRED WITHIN 10 MINS OF EACH OTHER, BUT ARE STILL SEPARATE AND DISTINCT OCCURRENCES. WE HAD DSNDED FROM CRUISE ALT TO 16000 FT FOR OUR ARR TO BDL AND WERE INBOUND TO THE MAD VOR. (NORMAL XING AT MAD IS 11000 FT, 250 KTS.) JUST AS I COMMENTED TO THE FO, WHO WAS THE PF, THAT WE NEEDED TO GET LOWER, ZBW CLRED US TO CROSS MAD AT 11000 AT 250 KTS. WE STARTED DOWN WHEN THE TCASII GAVE US A TA FOR 1 O'CLOCK. THE SCREEN SHOWED TFC AT 1 O'CLOCK CLBING. I THOUGHT IT WOULD LEVEL OUT, THEN WE GOT AN RA COMMANDING A CLB AT 1500 FPM. THE FO COMPLIED WITH THE COMMAND. I ALERTED ZBW WHO REPLIED THAT THE TFC JUST POPPED UP AND GAVE US A R TURN. IN THE TURN, BOTH THE FO AND I WERE ABLE TO SEE A NAVY SPC ACFT IN OUR 4-5 O'CLOCK POS. OTHER ACFT INBOUND TO MAD ALSO RPTED THE SPC AS CONTINUING TO CLB ON THAT ARR PATH IN THE OPPOSITE DIRECTION. ABOUT 10 MINS LATER, AFTER CTR VECTORING AND HDOF TO BDL APCH, WE WERE NW OF MAD AT 11000 FT, BDL APCH RPTED TFC AT 9-10 O'CLOCK WHICH WE ACKNOWLEDGED VISUALLY. TFC APPEARED PARALLEL TO OUR COURSE AND ABOUT 1000-1500 BELOW. WE WERE CLRED TO 10000 AND STARTED DSCNT WHEN THE RA WENT OFF AGAIN COMMANDING A 1500 FPM CLB. THE FO AGAIN PULLED UP. I NOTICED THE TFC HAD CHANGED COURSE 90 DEGS AND NOW WAS XING OUR FLT PATH ABOUT 400 FT BELOW. I NOTIFIED BDL APCH OF OUR ACTION. VECTORS WERE RECEIVED AND WE LANDED A SHORT TIME LATER WITHOUT FURTHER INCIDENT. ETERNAL VIGILANCE IS THE KEYWORD AND THANK GOD FOR TCASII. WHEN IT GOES OFF -- OBEY IT. QUESTION IT LATER IF YOU WILL, BUT DO IT NOW!
Data retrieved from NASA's ASRS site as of July 2007 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.