ATC above and beyond - thanks
 

Flying a few days ago flying in very not-busy eastern Australia in a C182. Left class C controlled airspace to G on the North Coast about 5 minutes previously, heading directly for another town (GPS) at a low altitude.

Was monitoring area frequency and BN centre kindly gave us a warning of a conflict with an aircraft on an exactly opposite course. We descended immediately and I still couldn't spot the aircraft (white against clouds) until about a second before it passed, directly overhead, directly opposite our course. Given it appears we were both at the same level, tracking opposite directions at the same altitude on likely the same GPS track, I think the risk of a potential conflict was high and I'm not at all confident I would have seen it. The other aircraft went on to wander into controlled airspace so perhaps he wasn't watching too closely either.

Big thanks to ATC for giving us the advisory even in class G :ok:

Interesting that you descended. I'd have thought that if the other aircraft's mode charlie level wasn't verified, ATC might have suggested a turn.

It's our responsibility to give advisories in G, workload permitting.

Perfectly normal in the UK if you're identified, even if you're not then workload permitting ATC will give you a generic warning.

Good on you for monitoring the area freq. Quite often centre broadcasts to 1200 codes go unanswered. Good result for everyone

As for descending - I believe they told me that the levels were radar verified (I had just left class C) and we both had transponders with ALT.

I suppose I could have turned, and would be interested in what others would do. If I can see the conflict, I usually turn to the right (rather than descend), but when I can't see it, I'm not sure what the best method is. Also, it was a thin coastal stretch with mountains inland and cloud over the sea, so the clear area was straight ahead. Thoughts?

Like any pilot I've had experience of emerging conflicts previously, and occasionally had a traffic advisory from the area. Grateful to the ATC people because I think they don't have to give that advice in class G here.

But I've never had anything this close, I think we were cleverly GPS navigating with precision into each other. It's hard to describe, but we all know the 'pucker factor' feeling you get when something was a near miss, rather than just normal navigation. I guess you had to be there!

This is actually quite interesting... :eek:

Great result all round so that's all that really matters :ok: :ok: :ok: but I am curious of a few factors.

Were you flying using the appropriate altitude hemispherical.
I understand that you were low so under 5000 in class G has no requirement to even plan this standardisation but curious as to the circumstances.

I guess without further information and with the knowledge of direct head on, same altitude, I might have descended as well as I could not see them and at least this would in my mind give me guaranteed vertical separation.

How much did you descend anyway?

Vira,

Yes - although the track was essentially south (it being coastal), it was 185 degrees magnetic so the cruising altitude was correct for the hemisphere, though as you say there is no requirement below 5000 in G (and I must admit I don't always travel at the recommended steps below this level). My altitude was what ATC had previously assigned me as I had just left class C, on the same heading.

I descended 1000ft quickly, but wasn't there by the time they passed overhead. I think there was at least 500ft separation by then, probably more like 700ft.

Wow your are a lucky man and thank god for the good work of ATC.

Really I don't think there is a right answer here... standard procedures (turn right) only really works if you can see each other but with no visible sighting descending was the safest option (possible descending turn).

Count your lucky stars mate and send that controller a beer! (I know you cant so drink it in his honour)