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ACAS Response and Level Bust Hazard
From SKYbrary Wiki
- not accurately following the guidance of an RA.
- not initiating an RA response in a timely manner.
- not ceasing an RA response in a timely manner (overshoot risk).
- Level Bust
- ACAS Regulation and Procedures
- Level Bust Products
- EUROCONTROL Safety Alert Wrong reaction to “Adjust Vertical Speed” RA
Accidents & Incidents
Level Bust events on the SKYbrary Database which involved a TCAS RA response:
- GLF5 / A319, south-eastern France, 2004 (LB LOS HF) (On 16 September 2004, a loss of separation occurred over Geneva between Air France A319 and a Gulfstream 5 which commenced descent without clearance by ATC and with coordinated TCAS RAs not followed by either aircraft.)
- A319/B733, En route, near Moutiers France, 2010 (LOS LB HF) (On 8 July 2010 an Easyjet Airbus A319 on which line training was being conducted mis-set a descent level despite correctly reading it back and, after subsequently failing to notice an ATC re-iteration of the same cleared level, continued descent to 1000 feet below it in day VMC and into conflict with crossing traffic at that level, a Boeing 737. The 737 received and actioned a TCAS RA ‘CLIMB’ and the A319, which received on a TCAS TA, was given an emergency turn by ATC. The recorded CPA was 2.2 nm and 125 feet.)
- C525 / B773, vicinity London City UK, 2009 (LB LOS AGC HF) (On 27 July 2009, a Cessna 525 departing from London City failed to comply with the initial 3000 ft QNH SID Stop altitude and at 4000 ft QNH in day VMC came into close proximity on an almost reciprocal heading with a Boeing 777-300. Actual minimum separation was approximately 0.5nm laterally and estimated at between 100 ft and 200 ft vertically.)
- DH8A/DH8C, en route, northern Canada, 2011 (LB LOS HF) (On 7 February 2011 two Air Inuit DHC8s came into head-to-head conflict en route over the eastern shoreline of Hudson Bay in non radar Class ‘A airspace when one of them deviated from its cleared level towards the other which had been assigned the level 1000 feet below. The subsequent investigation found that an inappropriate FD mode had been used to maintain the assigned level of the deviating aircraft and noted deficiencies at the Operator in both TCAS pilot training and aircraft defect reporting as well as a variation in altitude alerting systems fitted to aircraft in the DHC8 fleet.)