Andrew Gideon wrote in message agonline.com...
Snowbird wrote:
Kudos to you for not getting into it on frequency, but IMO I would
strongly consider filing an ASRS on this, not because YOU did anything
wrong, but because the controller needs to understand that *if he is
going to vector IFR traffic 800 ft above a non-towered airport, the
IFR traffic *is* going to get TCAS alerts and need to deviate. Around
here, at least, it's pretty standard to overfly the airport 500 ft
above TPA then descend to TPA.

How would filing an ASRS help the controller understand?

Well, it seems to me that there are two general principles here,
one of which the controllers at that facility (most non-pilot
controllers?) may not be aware of at all, and the other of which
he may only be aware of peripherally (as in, it was mentioned
at some point, but may not be part of their world view).

The two principles I see a
1) Within 5 miles of a non-towered airport and 1500 AGL, the safest
thing for GA pilots is to monitor CTAF and focus on see-and-avoid.
They should not be expected to initiate contact with ATC at
this point.
2) All aircraft, IFR and VFR, are expected to practice see-and-avoid
in VMC

A correllary of point 2) is that if it's a problem for the controller
to have the planes he's sequencing respond to TCAS alerts, don't
take them within 1000 ft of the TPA for a non-towered airport.

I see these as potentially systemic problems, caused by lack of
understanding, on one side of the mic, of all the factors which
affect safety on the other side of the mic.

My understanding is, it's exactly these sorts of problems that the
ASRS system was designed to look into and communicate about. Some
people I respect in the FAA tell me it works, though I imagine like
everything else there is variation depending on the individuals
involved.

Sounds to me as though some controllers need to be educated, and I
hear that the ASRS forms really do get reviewed.

At that level of detail? The controller in Brad's example would receive a
phone call?

I'm not sure what you mean by "at that level of detail" -- as explained
above, I see the situation as a potentially systemic problem where there
may be more than one controller who thinks a GA pilot who has filed IFR
ought to be on his freq. ASAP after takeoff, and they need to understand
that the GA pilot is going to have other necessary safety concerns whilst
in the vicinity of the traffic pattern at a non-towered airport, and plan
accordingly.

I don't think the specific controller needs a phone call, though
the facility would probably get one from me, in which as politely
as possible I explain what my safety concerns are immediately after
takeoff from a non-towered airport. If it were local I would offer
a ride to anyone interested to sort of see the issues from the "other
side of the mic".