Near Mid Air Collisions
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Near Mid Air Collisions
Ok I will start of with an incident that scared me. I was flying in a glider in a thermal at about 2000ft (cloudbase 2500ft). When I straightened up to leave the thermal a single engined retractable passed about 20ft over my canopy going is the opposite direction. Although I thought I was keeping a good lookout I didnt see him until it was far too late to take avoiding action.
A glider circling alternately presents a plan form then a head on view to someone approaching at the same height. Thus easy to see and nearly impossible. The powered aircraft gave no indication of ever seeing me.
Lookout in a glider is easier because of the large canopy and the seating position in front of the wings. In a typical powered aircraft you are restricted by a high instrument panel and an engine out front so the view in the cruise at the same level or slightly lower is very restricted. However none of this helps if no one is looking out. With the plethora of gadgets in modern aircraft this basic skill is being lost.
A glider circling alternately presents a plan form then a head on view to someone approaching at the same height. Thus easy to see and nearly impossible. The powered aircraft gave no indication of ever seeing me.
Lookout in a glider is easier because of the large canopy and the seating position in front of the wings. In a typical powered aircraft you are restricted by a high instrument panel and an engine out front so the view in the cruise at the same level or slightly lower is very restricted. However none of this helps if no one is looking out. With the plethora of gadgets in modern aircraft this basic skill is being lost.
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Enroute altitudes? lookout still can save your life....
Flying a Warrior, with my son beside me in the US of A, enroute from Texas to New Jersey, and somewhere south of Atlanta, flying the recommended altitude which I seem to remember was Odd numbers if flying East, and Even numbers if flying west (can somebody advise which is correct?) I just looked at Andy to answer his question when something flashed up from behind the doorpost.
All I had time for was to shove the nose down, Andy was shocked into profanity. I had an excellent view of the underside of another aircraft which clearly never saw us at all at all.
We had been under the advice of an enroute controller, but were flying VFR rules...before I had acquired the IR. I complained to the controller, but he said if we were flying VFR it was our problem. Thanks a lot!
Now that I no longer fly solo or have any responsibility, perhaps someone else can remind us of the rules for enroute altitudes in the US and in the UK? Both the other aircraft and I were correctly flying the numbers for Eastbound VFR, but all the same we were converging.
All I had time for was to shove the nose down, Andy was shocked into profanity. I had an excellent view of the underside of another aircraft which clearly never saw us at all at all.
We had been under the advice of an enroute controller, but were flying VFR rules...before I had acquired the IR. I complained to the controller, but he said if we were flying VFR it was our problem. Thanks a lot!
Now that I no longer fly solo or have any responsibility, perhaps someone else can remind us of the rules for enroute altitudes in the US and in the UK? Both the other aircraft and I were correctly flying the numbers for Eastbound VFR, but all the same we were converging.
Closest I have come to a mid air was at an uncontrolled airport.when I was a relatively new PPL. I was about to turn from base to final and was looking toward the runway when I caught movement in my peripheral vision. As I turned my head an aircraft crossed right in front of me perhaps 20 feet ahead.
He had flown a straight in approach announcing his intentions on the old aerodrome frequency ( it had been changed over 2 years before
)
When in the circuit there is a natural tendency to get focused on looking towards the runway. It is vital that you keep an all around lookout. I failed to do that, that day and very nearly paid the ultimate price.....
He had flown a straight in approach announcing his intentions on the old aerodrome frequency ( it had been changed over 2 years before
)When in the circuit there is a natural tendency to get focused on looking towards the runway. It is vital that you keep an all around lookout. I failed to do that, that day and very nearly paid the ultimate price.....
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Midair is quite often impossible to prevent.
I have been lucky at least three times, while training in busy practice area.
Later I started avoiding practice area because of that reason.
One of my friends, who had the best eyesight and was the best in spotting traffic, died of midair collision. Eyes are not very good equipment. Traffic advisory type of equipment is getting cheaper. May be it is wise to invest around 800 usd to enhance your chances to see other aircraft.
I have been lucky at least three times, while training in busy practice area.
Later I started avoiding practice area because of that reason.
One of my friends, who had the best eyesight and was the best in spotting traffic, died of midair collision. Eyes are not very good equipment. Traffic advisory type of equipment is getting cheaper. May be it is wise to invest around 800 usd to enhance your chances to see other aircraft.
Cleverly disguised as a responsible adult
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At a fly-in at a local airfield some years ago, a reasonable day so quite busy, because of restricted space and some safety concerns aircraft were being parked on a disused runway (ex WW2 site) with a mini bus providing transport to the main hangar/ operating area.
Appears one home built, known to the duty A/G operator (actually an off duty ATCO from a nearby airport)
Approaches, lands and proceeds down runway to normal parking area with operator trying to contact him to advise of the changes.
No answer
When the aircraft finally parks obstructing a taxi way (well the only one) that accesses the fuel he was asked why
"Oh the noise of the radio irritates me so I always turn it off!" and for the parking "Oh I'm disabled so will park here"
He was asked, by the airfield manager, to keep the radio on in the vicinity on that day because of the large amount of traffic. And told of the alternate arrangements that were designed to cope with disabled persons.
Later in the day he decides to leave, starts up, enters and backtracks the runway with no care for a number of other aircraft manoeuvring to depart - not a word said despite attempts to contact him as he backtracked.
Took off and entered a left hand circuit at about 500ft and crosses the runway threshold a few seconds before a Jet Provost overflew the runway at the same height.
This is why the homebuilt was trying to be contacted to advise him of the incoming JP
(The JP knew of the aircraft, had seen him and had altered his route to avoid)
Sometimes I do wonder about the view of safety some have
Appears one home built, known to the duty A/G operator (actually an off duty ATCO from a nearby airport)
Approaches, lands and proceeds down runway to normal parking area with operator trying to contact him to advise of the changes.
No answer
When the aircraft finally parks obstructing a taxi way (well the only one) that accesses the fuel he was asked why
"Oh the noise of the radio irritates me so I always turn it off!" and for the parking "Oh I'm disabled so will park here"
He was asked, by the airfield manager, to keep the radio on in the vicinity on that day because of the large amount of traffic. And told of the alternate arrangements that were designed to cope with disabled persons.
Later in the day he decides to leave, starts up, enters and backtracks the runway with no care for a number of other aircraft manoeuvring to depart - not a word said despite attempts to contact him as he backtracked.
Took off and entered a left hand circuit at about 500ft and crosses the runway threshold a few seconds before a Jet Provost overflew the runway at the same height.
This is why the homebuilt was trying to be contacted to advise him of the incoming JP
(The JP knew of the aircraft, had seen him and had altered his route to avoid)
Sometimes I do wonder about the view of safety some have
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question for mary
had you requested "RADAR TRAFFIC ADVISORY" and been given a discreet transponder code?
was the other traffic either IFR or under radar contact?
IF you were 3000' agl or ABOVE you should use odd altitudes for the east bound stuff PLUS 500' eg: 3500' 5500' 7500' etc
if you were below 3000' agl it doesn't matter.
all below FL180 which is PCA.
did the other plane seem to be in your general direction of flight or some how opposite direction to you.
if you are technical I think it is from 360 degrees to 179 degrees for odd
and it is course, not heading
had you requested "RADAR TRAFFIC ADVISORY" and been given a discreet transponder code?
was the other traffic either IFR or under radar contact?
IF you were 3000' agl or ABOVE you should use odd altitudes for the east bound stuff PLUS 500' eg: 3500' 5500' 7500' etc
if you were below 3000' agl it doesn't matter.
all below FL180 which is PCA.
did the other plane seem to be in your general direction of flight or some how opposite direction to you.
if you are technical I think it is from 360 degrees to 179 degrees for odd
and it is course, not heading
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okay will throw this into the mix as it was reported and discussed in pprune a few years ago as well as being reported as a near collision.
i was flying a Seneca Five twin IFR at 10K and left the controller for a descent into my home airfield.
Descending well clear of a marked gliding site I entered cloud IMC. Coming down through 5000 feet in solid IMC a glider flashed past close enough to see clearly in cloud.
I was shocked to see the glider in IMC and was still talking to the radar controller albeit now below radar cover.
the Big sky theory
i was flying a Seneca Five twin IFR at 10K and left the controller for a descent into my home airfield.
Descending well clear of a marked gliding site I entered cloud IMC. Coming down through 5000 feet in solid IMC a glider flashed past close enough to see clearly in cloud.
I was shocked to see the glider in IMC and was still talking to the radar controller albeit now below radar cover.
the Big sky theory
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had you requested "RADAR TRAFFIC ADVISORY" and been given a discreet transponder code?
On another occasion, eastbound north of Detroit at 5500', the controller told me to watch for two F4 Phantoms on long final (okay, two of them, maybe that is "finals") landing into Selfridge AFB. I could see the long black trail of smoke, and allowed my eye to follow them along a bit. Mistake. Two more whooshed by me alarmingly close. I trust they knew I was there...
I've had a number of mid air alarms. I would think about a traffic advisory system, though many aircraft here (including one of mine) are not transponder equipped, so you're only solving a part of the problem...
I looked down to just check engine instruments - and hadn't seen the paraglider low on the horizon. 2 minutes 30 seconds onwards in this video.
My fault and I filed an airprox.
https://www.youtube.com/watch?v=7h9k2hCSL80
My fault and I filed an airprox.
https://www.youtube.com/watch?v=7h9k2hCSL80
Last edited by Maoraigh1; 20th May 2015 at 07:12. Reason: Embed problem
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Maoraigh1
Scared myself just watching your video, funny thing I did not see the paraglider till the very last second and I was looking for it, showed the girlfriend the vid and did not tell her what to expect and she picked up on it miles out, younger eyes I guess.
Scared myself just watching your video, funny thing I did not see the paraglider till the very last second and I was looking for it, showed the girlfriend the vid and did not tell her what to expect and she picked up on it miles out, younger eyes I guess.
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skyhigh, we were both heading technically eastbound, me probably tracking about 010, the other guy tracking about 170! and both of us at the correct altitude for the heading, probably 7,500'. So as near as dammit a head on collision! Atlanta couldn't be bothered to follow it up. I was all shook up! and landed soon after and tried to report it by phone.
It was an incentive to get the Instrument Rating, fat lot of good that did, because almost the same thing happened approaching Orlando, filed a flight plan, doing just what the man told me to do, and had to take avoiding action for a light aircraft noodling around. I asked the controller why he hadn't told me about it and he said he didn't have to if conditions were VFR.
Really, one has to have eyes on stalks unless you are flying genuine IFR and under control, then they are more helpful.
It was an incentive to get the Instrument Rating, fat lot of good that did, because almost the same thing happened approaching Orlando, filed a flight plan, doing just what the man told me to do, and had to take avoiding action for a light aircraft noodling around. I asked the controller why he hadn't told me about it and he said he didn't have to if conditions were VFR.
Really, one has to have eyes on stalks unless you are flying genuine IFR and under control, then they are more helpful.
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I asked the controller why he hadn't told me about it and he said he didn't have to if conditions were VFR.
I know what you are saying
but conditions cannot be VFR only flight rules VFR or IFR. You can fly IFR in perfect VMC and VFR in less than perfect VMC. So please don't shoot me for that tiny correction 
IFR out of CAS and they can still miss things. In CAS the ball game changes
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Piperboy
I did not say that I said the ball game changes and how will a controller know what conditions you are in ? Only you know that whether you are at FL100 or FL380. You are in USA? IFR in CAS in Africa and its a different ball game Again to flying in CAS in Europe or USA 
In RVSM airspace with 1000 ft separation its left to the pilots discretion to see and avoid ?
I did not say that
I said the ball game changes and how will a controller know what conditions you are in ? Only you know that whether you are at FL100 or FL380. You are in USA? IFR in CAS in Africa and its a different ball game Again to flying in CAS in Europe or USA In RVSM airspace with 1000 ft separation its left to the pilots discretion to see and avoid ?
Last edited by Pace; 20th May 2015 at 22:32.
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Hi Mary, In Oz, flight altitudes over 5000 ft are, if flying West, even + 500', and if flying East, odd +500', giving 1000' vertical separation.Most pilots I know fly the same rule under 5000' if possible. I think rules are the same all over. Stand to be corrected. On another point, using GPS as nav aid, because of it's accuracy in a direct line, I tend to fly a little left or right of it just in case someone is coming in the opposite direction at same alt. Just paranoid/cautious I suppose.
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well lets get something straight
IF You are in VMC you are obligated to LOOK for other traffic
IF YOU ARE IMC on an IFR clearance YOU ARE STILL OBLIGATED TO LOOK FOR OTHER TRAFFIC.
Now there are people who don't know this. One case was a guy solo in a KING AIR wearing a HOOD while on an IFR clearance. YES it really happened.
He thought he was protected by being IFR. IF a vfr plane without a transponder was flying along and the planes collided, a case could be made against the King Air Hood guy.
I encourage you all to fly and be vigilant for other traffic, airplanes, gliders, and rotorcraft and even child's toy balloons. ( I saw a balloon, toy, with mickey mouse head at FL350!)
I encourage you all to fly with your landing light on for increased visibility.
Even rock your wings once in awhile!
IF You are in VMC you are obligated to LOOK for other traffic
IF YOU ARE IMC on an IFR clearance YOU ARE STILL OBLIGATED TO LOOK FOR OTHER TRAFFIC.
Now there are people who don't know this. One case was a guy solo in a KING AIR wearing a HOOD while on an IFR clearance. YES it really happened.
He thought he was protected by being IFR. IF a vfr plane without a transponder was flying along and the planes collided, a case could be made against the King Air Hood guy.
I encourage you all to fly and be vigilant for other traffic, airplanes, gliders, and rotorcraft and even child's toy balloons. ( I saw a balloon, toy, with mickey mouse head at FL350!)
I encourage you all to fly with your landing light on for increased visibility.
Even rock your wings once in awhile!
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SHFG
There is a vast difference from visually maintaining your own separation VFR in VMC or even IFR in VMC or IMC OCAS at the bottom of radar cover and flying IFR in CAS where you do not maintain your own separation VMC or IMC unless a major mistake had been made and you were taking avoiding action.
It is good airmanship and practice to alway look out for other traffic as nothing is ever infallible
There is a vast difference from visually maintaining your own separation VFR in VMC or even IFR in VMC or IMC OCAS at the bottom of radar cover and flying IFR in CAS where you do not maintain your own separation VMC or IMC unless a major mistake had been made and you were taking avoiding action.
It is good airmanship and practice to alway look out for other traffic as nothing is ever infallible