Date: 201207
Local time of day: 1201-1800
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: Cessna Stationair/Turbo Stationair 6
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: A C206 was orbiting at 4;500; VFR; NE of FROSE Intersection. A CRJ2 was heading 110 at 5;000 FT; IFR. I turned the CRJ2 southeast bound for the downwind to Runway 35. I called the Cessna traffic and the CRJ2 responded by saying they were responding to an RA and climbing. I called the overhead traffic and the CRJ2 responded by saying they had the B767 in sight maintaining visual separation. I replied saying 'caution wake turbulence.' The CRJ2 was now clear of the C206 and I issued a descent to 4;000 FT. Calibration of the TCAS system needs to be the same as FAA ATC separation minima. Five hundred feet is standard separation between an IFR and VFR aircraft in Class B; and then the TCAS equipment needs to be exactly the same. TCAS created something out of nothing. There is no reason for this to happen and it could be a lot worse than what happened today. Rumor has it that TCAS resolution is set at 650 feet which is 150 higher than our minimum separation for IFR/VFR aircraft.


Second narrative: Inside PHL TRACON we were parallel to a B767 that was 1;000 FT above us same direction. The First Officer and I were both aware this aircraft. Upon leveling off at assigned altitude of 5;000 FT; with the B767 still above us now at 6;000 FT; I noticed another TCAS target at 4;500 FT that was showing a TA (traffic alert) it appeared our targets on the TCAS would merge. I assumed this aircraft to be VFR and I advised the First Officer who was flying we may have an impending RA. It was no sooner that I said this we did get the RA as the approaching target was climbing towards us now we did not have visual contact. The autopilot was disconnected and the RA resolution was 'climb; climb' we initiated a climb to the commanded of approximately 3;000 FPM. I then realized that we had another problem of the B767 still directly above us at 6;000 FT I instructed the First Officer to insure the B767 was insight and continue following the RA which was now not recommending any VS solution due to what I can only assume was an additional RA with the B767. Visually we could see the B767 which was off our right wing and less than 200 FT above us we had climbed approximately 800 FT from our assigned altitude of 5;000 FT. The B767 was also responding to an RA initiated by our climb. I advised ATC we were responding to an RA. ATC advised the traffic that had originally started the problem was behind us and when able to descend to 4;000 FT. I have no idea how close or what type of aircraft was climbing into our altitude from below. I know that the TCAS showed them within 300 FT as the RA commanded climb and they continued to climb towards us as we climbed. I also know that we got within 200 FT of the B767 who we had visually. Once on the ground via land line I called ATC to find out what had happened I was told it was a VFR aircraft they were working through the PHL Class Bravo. They asked if I received traffic advisories I advised them I did not recall any. Identification; TCAS RA. Cause [was] apparently either pilot error or controller error lack of communication from ATC. Response; TCAS RA complied with.


Synopsis: PHL Controller described a TCAS RA event between an IFR Air Carrier and VFR traffic that resulted in an additional conflict with other IFR traffic. The Controller recommended re-calibration of TCA to coincide with ATC separation.