Near miss 20 nm west of YHUG
 

I would just like to say a big hello to the pilot of the single engine Piper (I think that was the make - I only caught a very quick glimpse as it flashed past) that was headed west from YHUG around 0300-0330 UTC today at what appearred to be A094.

Did you give me a wave as you passed about 100' below my C210?

I don't know where you came from, where you were going, who you were or what you were doing travelling in the opposite direction to me at a very, very similar altitude.

Do you know how close you came to having your life cycle (and mine) ended today?

Dr :8

PS: For the record - no, I was not Prooning at the time - there were two sets of eyes looking out the front. Don't know how we missed spotting it earlier - but we did!

PPS: I told you VFR was dangerous.

Maybe he was climbing to or decending from a higher altitude? Just a possibility.

maybe he was prooning at the time.

good that it was a near miss though, and not a near hit.

And if you were IFR....... at 9000.......would have been the same result.

Scared sh!tless at 500 feet lower :eek:

J

Question....Is a 'near miss' actually a HIT???

i.e. I nearly missed that lamp-post, but instead I got it with my hood ornament!!

That does it!

TCAS to be ordered for the FTDK tonight!

Dr :8

Lucky you were in a C210! :ok: If you were in the Bo you wouldn't have seen him! hehe.

And a second alternator :E :E Get it fitted with the 100hrly!

J:ok:

See and avoid:ok: Way to go.:rolleyes:

Stay cool.
 

Mate, I'm often up around those levels, climbing or descending. I occasionally get an idea that there may be traffic around and generally try as I may, I never see it.
Many thousands of hours have taught me that see and avoid doesn't work, and even know, see and avoid mostly doesn't work. I work on the 'intelligent big sky theory'. Do what you can but don't be worried or upset by anything that happens. As the stats show, the main danger is near or in the circuit. At 094 you could proon all day long with more chance of being killed by a man eating mosquito than having a mid air. So stay cool and enjoy the flight.

BP

FTDK, you were spending too much time on the P in Aviate, Navigate, Communicate.
However, you didn't Photograph the right thing, obviously.

See and avoid/TCAS
 

I think I have had almost as many traffic conflicts/near misses/whatever you want to call them in TCAS equipped aircraft as I have in non-TCAS equipped aircraft.

Using the radio is rather fool-proof, though, especially when it's on the correct frequency.

By the way, if you happen to frequent Geraldton in WA, for christ's sake monitor and broadcast on 126.80 - new CTAF R frequency. I should be dead at the moment cause of a non-notam reading someone who decided that the right frequency to be on there was 126.70, when it wasn't.


520.

Ive had three somewhat near misses, all from see-and-avoid, and two of them in controlled airspace.:=

First time was in Class B airspace- a Baron or similar sized light twin, opposite direction, about a hundred feet below me, and just far enough to my left that I could see it out my window. :confused: I queried the controller, and they apologised for not alerting the two of us beforehand. The other pilot then made a joke about big skies.:\

Second time was out in the great wide expanse of class G, when a Conquest made a single broadcast alerting me that he was descending from above me, on my reciprocal track, while I was climbing. All attempts to contact the other pilot by both myself and another aircraft who chimed in to help out were fruitless,:* and getting that little feeling in the pit of my stomach, I altered heading to the left. :uhoh:My passengers pointed out the conquest to each other as it barrelled past, right through where I would have been had I not taken a detour.:hmm:

Third time was just before turning base in a GAAP zone. The other aircraft, a single engined Piper variety, appeared out of nowhere, 45 degrees off my nose, heading straight for me, same altitude.:eek: The other pilot saw me at about the same time I saw him, and our rapid left turns enabled us to pass with at least 10, if not 20 metres separation. :eek::eek:

Anyone looking for some near miss practice, may I suggest a few days flying around the Caloundra/Caboulture/Redcliffe CTAF. Note is not a CTAF (R) but rather a CTAF. I point out this fact because some people flying around there use it as a way out of embarressment by not talking back when called upon. It is only a matter of time before a serious accident occurs around there, and yes everyone has been told, ie CASA ect.

YCDR/YCAB /YRED has been commented on many a time before, however, 3 seperate frequencies would be worse! The no mans land between with lots of students not knowing which freq or where they are.........That would be a disaster.

You must keep a good lookout in there, and if possible depart the area asap!

J

My guess would be that, despite the rules of the air, in Australia the rules of the road mean that the instinctive response to any potential collision is to turn left. A few hours flying each week will never override the instinctive driving response.

In 35 years of flying in Oz and NZ, I have had a few interactions before - but never such a close encounter! The really scary bit is that I, and my pilot passenger, were actually looking out front at the time and didn't spot it earlier.

The Zaon XRX has been ordered and will be in the FTDK, interfaced with the Garmin 496, the next time we take to the air.

I will never know if the XRX would have detected yesterdays aircraft (I suspect not as I think I know it!) but what the @#$%!

Dr :8

Both the left turns were specifically left turns to avoid taking me closer to the oncoming traffic. The incident in class G, had us tracking inbound and outbound from the same aerodrome on bearings differing by one or two degrees. Not sufficient in my mind for adequate separation, but a right turn would have meant I crossed the other aircraft's track, assuming we were both accurate to a single degree. Left meant moving away from it.

The incident in the circuit area was a left turn because had I turned right, I would have hit it.

TCAS in my aircraft would never be a disadvantage.

welcome to the accuracies of GPS!! This single device has amongst other things increased the chances of a mid air many times over.
the 'eye's have it.!
I've seen an opposite tracking ANZ B767 1000ft blw me over the Tasman once that looked as tho it was going to split my TX aerial right down the middle!:bored:

Ok Dr with yet another gizzmo onboard what will be the new payload available? 3.2 people perhaps instead of four?:E

CW

Hey Wally

you old bugga's might not have heard of this fancy hemispherical level thingy....ohh and that really flash thing call right of track:} Easy to do with lecky sextant! hehehehhehe

But in a twin its all ok hey mate:ok:

J:ok:

(poor Wally is gonna spit now)