Years ago, Mr. Cox said he was having descended from the Boeing 737 plane at Orlando International Airport when the regime and its participating theaters warned him of nearby traffic. The pilots looked around another plane, but they saw nothing. Then, TCAS presented an urgent instruction: “Climbing”. Mr. Cox said they did so and later saw a smaller plane under it. He said that the collision would be disastrous.
After a series of collisions, which peak in the crash of a passenger plane in 1986 and a smaller plane near Cerritos, California, which killed 82 people, the Congress issued instructions to the Federal Aviation Administration to TCAS request on all large commercial aircraft. It is optional for military aircraft, and it is not clear whether the army helicopter participating in the accident on Wednesday is equipped with it.
Mr. Cox and other safety experts said this collapse occurred at a relatively low altitude, as instructions to avoid the most important collision in TCAS were limited by design. As aircraft approaches the airport, they are likely to be closer to each other than the higher heights. As a result, the system limits the alerts it issues to avoid causing confusion and disabilities.
Automatic broadcast on broadcasting
In recent years, FAA has requested all airlines for passengers and many other aircraft to use another system, called automatic surveillance. Technology broadcasts site, height, speed and other data of aircraft that are installed every second. These broadcasts can be captured by planes or other equipment on the ground.
Air traffic monitors and many passenger plane pilots rely on the information from the ADS-B systems using devices that can provide detailed maps of aircraft in an area. This information is useful in imagining what is happening in the air, but the system usually does not issue the type of alerts by TCAS. However, ADS-B is useful for pilots, especially when they fly in bad weather conditions or sometimes when the vision is low.
