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Cheerio. This is my first contribution to the SKYbrary wiki, so forgive me, if I get something wrong - and let me know.
The TCAS Awareness Kit is not bad, although there are some inaccuracies, like a level bust shown (on the aircraft and radar displays) instead of a high vertical rate nuisance alert in video 8 (the biz jet is shown some 500 ft above its cleared altitude at the time of the RA). Video 8 also seems to stop prematurely. Video 6 shows the Pitch Cue on the EADI wrong compared to the two other displays!
One of the big omissions in almost every TCAS training is the ignorance of potential problems, such as the TCAS MEL requirements. Currently, the Minimum Equipment List for almost every aircraft allows a 10-day rectification period. During this time, the aircraft will not be protected by its own TCAS and will not be able to provide coordinated TCAS RAs with other aircraft. This other aircraft's pilots will not be aware of the reduced protection; their TCAS shows the traffic and computes its own RAs only depending on the altitude reported by the intruder's transponder.
How can pilots recognise wrong altitudes reported by their own (or another aircraft's) transponder and how should they react?
Another interesting question where many flight crews struggle to find the right answer (because the issue is never raised in training) is "How would you react to a CLIMB RA during an Emergency Descent after a cabin pressurisation failure?"
Heinz.Frühwirth 21:26, 29 November 2009 (UTC)