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  • A320 / A139 vicinity Zurich Switzerland, 2012 (Synopsis: On 29 May 2012, a British Airways Airbus A320 departing Zürich and in accordance with its SID in a climbing turn received and promptly and correctly actioned a TCAS RA 'CLIMB'. The conflict which caused this was with an AW 139 also departing Zürich IFR in accordance with a SID but, as this aircraft was only equipped with a TAS to TCAS 1 standard, the crew independently determined from their TA that they should descend and did so. The conflict, in Class 'C' airspace, was attributed to inappropriate clearance issue by the TWR controller and their inappropriate separation monitoring thereafter.)
  • MD82 / A319, vicinity Helsinki Finland, 2007 (Synopsis: On 5 September 2007 in day VMC, an MD82 being operated by SAS was obliged to carry out an own-initiative avoiding action orbit in day VMC against an Airbus A319 being operated by Finnair on a scheduled passenger after conflict when about to join final approach. Both aircraft were following ATC instructions which, in the case of the MD 82, had not included maintaining own separation so that the applicable separation minima were significantly breached.)
  • BN2P / B763, vicinity Kagoshima Japan, 2015 (Synopsis: On 10 October 2015, a Britten-Norman BN2 instructed to join final behind a Boeing 767 instead joined in front of it which obliged the 767 crew to make a go around. The Investigation was unable to establish why the BN2 pilot failed to follow their conditional clearance but noted that the 'follow' clearance given onto final approach had not been accompanied by a sequence number, and when giving the aircraft type to be followed so that its sighting could be reported, the controller had not challenged the incomplete readback or repeated the aircraft type when subsequently issuing the clearance.)
  • A319 / B738 / B738, en-route, near Lausanne Switzerland, 2013 (Synopsis: On 26 May 2013, an A319 in Swiss Class 'C' airspace received a TCAS 'Level Off' RA against a 737 above after being inadvertently given an incorrect climb clearance by ATC. The opposing higher-altitude 737 began a coordinated RA climb from level flight and this triggered a second conflict with another 737 also in the cruise 1000 feet above which resulted in coordinated TCAS RAs for both these aircraft. Correct response to all RAs resulted in resolution of both conflicts after prescribed minimum separations had been breached to as low as 1.5nm when 675 feet apart vertically.)
  • A320 / B738, en-route, near Córdoba Spain, 2014 (Synopsis: On 30 October 2014, a descending Airbus A320 came close to a Boeing 737-800 at around FL 220 after the A320 crew significantly exceeded a previously-instructed 2,000 fpm maximum rate of descent assuming it no longer applied when not reiterated during re-clearance to a lower altitude. Their response to a TCAS RA requiring descent at not above 1,000 fpm was to further increase it from 3,200 fpm. Lack of notification delayed the start of an independent Investigation but it eventually found that although the A320 TCAS equipment had been serviceable, its crew denied failing to correctly follow their initial RA.)