Originally Posted by
ExperimentalAB
That's no joke. Came head-to-head with another 121 RJ the other day...we were the 1000 ft separation, but that sure scared the pants off me. No traffic call from Center either.
Even at the 1000 ft separation I thought we were goners - at that altitude, your eyes can deceive - and at 1000 kts closure I had 1 second after I saw them and they were right on top of us...
1000ft seperation is standard for rvsm operations. i usually see them on tcas before center even mentions them.
as far as ra's go, you ALWAYS FOLLOW THE RA!!! dont try and invent your own escape route when you are being told one. now of course if you see the other guy, and he is still coming at you, you have to do what you have to do. here is some guidance from the training material for tcas II version 7
Pilot Responsibilities
In general terms, the following procedures
and practices have been developed regarding
the pilots responsibilities and actions while
using TCAS. These procedures and practices
have been extracted from AC 20-155.
Respond to TAs by attempting to establish
visual contact with the intruder aircraft and
other aircraft that may be in the vicinity.
Coordinate to the degree possible with other
crewmembers to assist in searching for
traffic. Do not deviate from an assigned
clearance based only on TA information.
For any traffic that is acquired visually,
continue to maintain or attain safe separation
in accordance with current Federal Aviation
Regulations (FAR) and good operating
practices.
When an RA occurs, the pilot flying should
respond immediately by direct attention to
RA displays and maneuver as indicated
unless doing so would jeopardize the safe
operation of the flight or unless in the
approach environment the flight crew can
assure separation with the help of definitive
visual acquisition of the aircraft causing the
RA. By not responding to an RA, the
flightcrew effectively takes responsibility
for achieving safe separation.
Satisfy RAs by disconnecting the autopilot,
using prompt, positive control inputs in the
direction and with the magnitude TCAS
advises. To achieve the required vertical rate
(normally 1,500 fpm climb or descent), first
adjust the aircraft.s pitch.
Then refer to the vertical speed indicator and
make necessary pitch adjustments to place
the vertical speed indicator in the green arc
of the RA display. On aircraft with pitch
guidance TCAS RA displays, follow the RA
pitch command for initial, increase, and
weakening RAs.
Excursions from assigned altitude, when
responding to an RA, typically should be no
more than 300 to 500 feet to satisfy the
conflict. Vertical speed responses should be
made to avoid red arcs or outlined pitch
avoidance areas, and, if applicable, to
accurately fly to the green arc or outlined
pitch guidance area.
Respond immediately to any increase or
reversal RA maneuver advisories. Initial
vertical speed response to an increase or
reversal RA is expected by TCAS, using
1/3 g acceleration, within 2-1/2 seconds
after issuance of the advisory. Again, avoid
red arcs or outlined pitch avoidance areas
and fly to the green arc or outlined pitch
guidance area.
If an initial corrective RA is downgraded or
weakened (for example, a Climb RA
downgrades to a Do Not Descend RA),
pilots should respond to the weakening RA
and adjust the aircraft’s vertical speed
accordingly but still keep the needle or pitch
guidance symbol out of the red arc or
outlined pitch avoidance area. Pilots are
reminded that attention to the RA display
and prompt reaction to the weakened RA
will minimize altitude excursions and
potential disruptions to ATC.