Techniques for locating other aircraft visualy
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Techniques for locating other aircraft visualy
Hello!
From the latest 2 of my flights, i have noticed a pretty severe weakness in my flying. I'm having troubles locating other planes visually, even when the atc tells me exact bearings it can sometimes take me up to 15-20 seconds to spot a plane, aspecially if the distance is noticable.
Other people i have flown with tend to have a very easy time spotting other aircrafts. Many of them have been flying gliders and competing in it so it's of course a second nature to them.
My eyesight is very well, i can see well above 1,0 with both eyes in jaeger 3 system and colorsight is perfectly fine. So i draw the conclusion that my technique has to be the missing link. Or could it be a high mental workload that causes this?
I'm flying VFR in Sweden where i very seldomly have traffic surrounding me so what my instructor told me has been lost, i remember him telling me to scan the skies very slowly wich i take in account.
I would like to ask you what techniques, comments and ideas you have regarding this matter that sooner or later can get me into serious trouble!
Fly safe
Thanks alot
Özcan
From the latest 2 of my flights, i have noticed a pretty severe weakness in my flying. I'm having troubles locating other planes visually, even when the atc tells me exact bearings it can sometimes take me up to 15-20 seconds to spot a plane, aspecially if the distance is noticable.
Other people i have flown with tend to have a very easy time spotting other aircrafts. Many of them have been flying gliders and competing in it so it's of course a second nature to them.
My eyesight is very well, i can see well above 1,0 with both eyes in jaeger 3 system and colorsight is perfectly fine. So i draw the conclusion that my technique has to be the missing link. Or could it be a high mental workload that causes this?
I'm flying VFR in Sweden where i very seldomly have traffic surrounding me so what my instructor told me has been lost, i remember him telling me to scan the skies very slowly wich i take in account.
I would like to ask you what techniques, comments and ideas you have regarding this matter that sooner or later can get me into serious trouble!
Fly safe
Thanks alot
Özcan
One of the nice things about flying gliders is the view through the canopy.
Perhaps less nice is how often you have company.
We all search for that distant flyspeck object, but my best acquisition distance for gliders and small a/c is about a mile -- and a quarter mile more often than I like.
At glider airspeeds, a quarter mile is workable, but less so for VFR transits at 120 kt.
The bigger stuff I do spot from farther away.
So my experience indicates that my vision picks up targets about the size of a fingernail at arm's length.
Always have your eye out for traffic. I've been in the initial climbout from a practice forced approach at a few hundred AGL and had to duck to avoid another a/c on a low level transit. I've also been vectored in front of a turboprop in a radar environment and gave the SLF a nice look at a glider as I got out of their way.
Perhaps less nice is how often you have company.
We all search for that distant flyspeck object, but my best acquisition distance for gliders and small a/c is about a mile -- and a quarter mile more often than I like.
At glider airspeeds, a quarter mile is workable, but less so for VFR transits at 120 kt.
The bigger stuff I do spot from farther away.
So my experience indicates that my vision picks up targets about the size of a fingernail at arm's length.
Always have your eye out for traffic. I've been in the initial climbout from a practice forced approach at a few hundred AGL and had to duck to avoid another a/c on a low level transit. I've also been vectored in front of a turboprop in a radar environment and gave the SLF a nice look at a glider as I got out of their way.
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Old school but it works.
Try looking a little bit away from where the noted traffic is supposed to be.
Vision, when it comes to moving objects is a bit better when a bit off axis.
Takes a little time working on it but if you become more aware of your peripheral vision you'll notice an improvement in picking up other aircraft.
Used to work on this by watching the television but actually looking at another object 40-50 degrees away from the screen. Takes a while but soon you'll know everything that is on the screen without looking at it directly.
Try looking a little bit away from where the noted traffic is supposed to be.
Vision, when it comes to moving objects is a bit better when a bit off axis.
Takes a little time working on it but if you become more aware of your peripheral vision you'll notice an improvement in picking up other aircraft.
Used to work on this by watching the television but actually looking at another object 40-50 degrees away from the screen. Takes a while but soon you'll know everything that is on the screen without looking at it directly.
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Originally Posted by Codger
Try looking a little bit away from where the noted traffic is supposed to be.
Vision, when it comes to moving objects is a bit better when a bit off axis.
Vision, when it comes to moving objects is a bit better when a bit off axis.
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I find that my eyes if not actually looking at an object and relaxed seem to be focused about 3metres away from my body. I understand that this is a normal ocurrence when looking at close objects ie the instruments and then looking at haze out through the canopy. When Flying, I make a point of looking at the ground or a cloud pattern if visible somewhere distant before continuing my scan. I find this works well.
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I have never been able to work out why I see some things and not others. We look and look and don't see but when we do we wonder where it came from. All you can do ius keep scanning and scan again.
It gets worse as you get old. I nearly took out a horse and cart on a Bulgarian motorway the other day. really didn't see it until I nearly hit it (I was in a car not an aircraft.)
It gets worse as you get old. I nearly took out a horse and cart on a Bulgarian motorway the other day. really didn't see it until I nearly hit it (I was in a car not an aircraft.)
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I believe the technique taught to military pilots is to continuously move your point of focus through a sweep going in a saw-tooth motion up and down and left to right, stopping only momentarily at one point.
As has been said, you can't easily pick out items that have little relative motion (hence possibly on a collision course) and this technique prevents the gaze being fixed and limited in scope. It also prevents the target being in your blind spot.
If you weren't aware of your blind spot, try drawing two crosses on a piece of paper 6" apart. Focus your eye on one cross and steadily move the paper away, at one point the second cross will disappear as it enters your blind spot.
As has been said, you can't easily pick out items that have little relative motion (hence possibly on a collision course) and this technique prevents the gaze being fixed and limited in scope. It also prevents the target being in your blind spot.
If you weren't aware of your blind spot, try drawing two crosses on a piece of paper 6" apart. Focus your eye on one cross and steadily move the paper away, at one point the second cross will disappear as it enters your blind spot.
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Funny, the technique I was taught is the opposite - to concentrate on parts of the sky and move your eyes around this slice (say, 20%) in a sawtooth motion, then move on to the next slice, etc.
In reality, my guess is that 99% of mid-airs are avoided by the Big Sky theory and only 1% by the employment of MkI eyeball
In other words - Özcan, you are not alone. As others have said, the most difficult object to spot is the one that's on a collision course with you, i.e. static in your windscreen.
My own technique, if ATC call a conflicting traffic and I simply cannot see it, is to at least make myself as visible as possible: turn on strobes, perhaps landing light and rock the wings.
In reality, my guess is that 99% of mid-airs are avoided by the Big Sky theory and only 1% by the employment of MkI eyeball
In other words - Özcan, you are not alone. As others have said, the most difficult object to spot is the one that's on a collision course with you, i.e. static in your windscreen.
My own technique, if ATC call a conflicting traffic and I simply cannot see it, is to at least make myself as visible as possible: turn on strobes, perhaps landing light and rock the wings.
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99% of mid-airs are avoided by the Big Sky theory and only 1% by the employment of MkI eyeball
I agree 100%
The number of times I have been flying along, with 3 passengers, got a "contact" from the radar operator, and none of us could spot it... In fact none of us managed to spot about 3/4 of them.
Personally, I keep my look-out to a narrow band at my height, paying little attention to stuff below me. I fly as high up as I can, airspace/weather permitting, and find most traffic is way below. If I was flying at say 1000ft AGL then I would have 10x more contacts to watch out for.
On the one hand we are taught to navigate visually which means watching the ground; on the other hand traffic that is kerb crawling isn't going to get you! Fortunately I am done with all my training now and will never again have to do dead reckoning
I agree 100%
The number of times I have been flying along, with 3 passengers, got a "contact" from the radar operator, and none of us could spot it... In fact none of us managed to spot about 3/4 of them.
Personally, I keep my look-out to a narrow band at my height, paying little attention to stuff below me. I fly as high up as I can, airspace/weather permitting, and find most traffic is way below. If I was flying at say 1000ft AGL then I would have 10x more contacts to watch out for.
On the one hand we are taught to navigate visually which means watching the ground; on the other hand traffic that is kerb crawling isn't going to get you! Fortunately I am done with all my training now and will never again have to do dead reckoning
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'Seeing' and lookout
There's probably several reasons why glider pilots tend to spot other aircraft quite quickly, including:
- They constantly maintain a good scan cycle
- Maintaining a good lookout out is part of the training
- Gliders fly in quite a, potentially, high risk environment - due to proximity of other gliders and the potential for powered pilots who are staring at instruments instead of looking out (not necessarily a criticism, jus a fact of life)
- Because they're habitually looking out, their visual systems are trained better to do the task
Something that will help is to understand a little more about how your eyes work - and the fact that, without an object to look at, they will naturally focus on a point a few metres away - which is pretty useless for a pilot! A trick to overcome this is to focus on an object on the horizon (or on the ground) and actually look at it properly so that it is in focus. Then move your scan (left or right) and focus on the next object in the distance. This will help to train your eyesight as well as improve your chances of seeing something.
- They constantly maintain a good scan cycle
- Maintaining a good lookout out is part of the training
- Gliders fly in quite a, potentially, high risk environment - due to proximity of other gliders and the potential for powered pilots who are staring at instruments instead of looking out (not necessarily a criticism, jus a fact of life)
- Because they're habitually looking out, their visual systems are trained better to do the task
Something that will help is to understand a little more about how your eyes work - and the fact that, without an object to look at, they will naturally focus on a point a few metres away - which is pretty useless for a pilot! A trick to overcome this is to focus on an object on the horizon (or on the ground) and actually look at it properly so that it is in focus. Then move your scan (left or right) and focus on the next object in the distance. This will help to train your eyesight as well as improve your chances of seeing something.
Awesome but Affordable
Best technique is to engage autopilot and close your eyes counting up to 60. If you manage to get there then open your eyes and disengage autopilot. In the event of your hearing a very loud bang before you reach 60 then you have indeed located the traffic.
Cheers,
Trapper 69
Cheers,
Trapper 69
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Glider pilots also have the advantage of knowing what a glider can and can't do, and what the generally agreed procedures are for gliders either in a thermal or in the circuit. They instinctively know where to look for the best place to spot other gliders. Plus, gliders do circle around a lot, making for a better visual target.
In the circuit, powered aircraft generally have the same advantage. We know more or less where other aircraft should and should not be, in what direction and at what altitude they should be flying. (Assuming they behave themselves properly.) So we know where to focus our scan.
But in cruise, powered aircraft may fly at all altitudes, in any position relative to convective clouds, in any direction, and generally in straight lines. Makes it very hard to spot aircraft in cruise.
I would not be surprised if gliders, because of this, can spot other gliders miles away, but are regularly surprised by a powered aircraft which cuts all of a sudden through their thermal, oblivous, seemingly, to the glider traffic. And the other way around too.
Oh, and gliders have far less blinkenlichten in the cockpit to play with and get distracted by.
In the circuit, powered aircraft generally have the same advantage. We know more or less where other aircraft should and should not be, in what direction and at what altitude they should be flying. (Assuming they behave themselves properly.) So we know where to focus our scan.
But in cruise, powered aircraft may fly at all altitudes, in any position relative to convective clouds, in any direction, and generally in straight lines. Makes it very hard to spot aircraft in cruise.
I would not be surprised if gliders, because of this, can spot other gliders miles away, but are regularly surprised by a powered aircraft which cuts all of a sudden through their thermal, oblivous, seemingly, to the glider traffic. And the other way around too.
Oh, and gliders have far less blinkenlichten in the cockpit to play with and get distracted by.
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Additionally to direct sighting... Pay close attention to the ATC, especially at those fields you are most familiar with. You can build up a very good mental picture of arrivals and departures.
This helps a great deal to plan ahead and predict where that traffic will be when you yourself are arriving / departing. Et voila - there it appears.
With younger passengers - play 'spot the other aircraft' game.
With older passengers (my father on first flight) ask them to keep a look out then don't act too surprised when something comes within 200ft of you to the right and underneath you!!!! "Oh indeed I did spot it, and just watched it fly towards us, a very interesting sight". OK, keep on keeping a good look out, and when you see something TELL ME.
This helps a great deal to plan ahead and predict where that traffic will be when you yourself are arriving / departing. Et voila - there it appears.
With younger passengers - play 'spot the other aircraft' game.
With older passengers (my father on first flight) ask them to keep a look out then don't act too surprised when something comes within 200ft of you to the right and underneath you!!!! "Oh indeed I did spot it, and just watched it fly towards us, a very interesting sight". OK, keep on keeping a good look out, and when you see something TELL ME.
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Something that helps for me is to move my head regularly (not just turning, but a few inches to one side or the other as well). This changes the relation of what's out there to the background, previously explained as why converging aircraft are hard to spot.
My glider canopy has a hoop between me and the nose, so I'm conscious that there's a blind area. I find that moving my head to look "past" the hoop will sometimes reveal something in the clear area, just because I'm looking at it at a slighter different angle.
Does anyone else think this helps?
My glider canopy has a hoop between me and the nose, so I'm conscious that there's a blind area. I find that moving my head to look "past" the hoop will sometimes reveal something in the clear area, just because I'm looking at it at a slighter different angle.
Does anyone else think this helps?
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I'm sure all these hints are great, but I agree with IO540 (that's the second time I've agreed with him today; what's going on? 
) Seeing other aircraft is extremely difficult. Anybody who tells you otherwise is lying, very lucky, or hasn't tried it.
) Seeing other aircraft is extremely difficult. Anybody who tells you otherwise is lying, very lucky, or hasn't tried it.
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Thanks alot for your input!
When reflecting over this, I now think that i can spot other planes more easily over places i'm very familiar with. I've never had any problems when going the other routes i usually do. Maybe could this have to do with the mental workload.
When reflecting over this, I now think that i can spot other planes more easily over places i'm very familiar with. I've never had any problems when going the other routes i usually do. Maybe could this have to do with the mental workload.
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I have said it before, but I think it is worth repeating.
That is what the CAA say.
The evidence is if you are very lucky you will first see another aircraft at 3 miles. At typical GA speeds you have less than 20 seconds after reaction time to see and avoid the collision.
Realistically if you are going to collide you probably will be unable to avoid the collision using "see and avoid". Please do not kid yourself otherwise. I did and I was wrong.
On the plus side you stand a much better chance of seeing aircraft turning towards you or of seeing gliders (who are likely to be constantly turning) and you should develop your see and avoid technique to avoid this type of traffic.
How can you improve your chances of missing other traffic.
Well it is something I thought a lot about. I have a number of suggestions concened with how and where you fly but (leaving those aside for another post)
TCAS clearly works but is expensive and if you are moving between different aircraft most will not have this fit.
Fortunately the mobile TCAS systems work.
I would not fly without one now - ever!
They are simple, reliable, and it is surprising how much traffic they pick up, that you dont see, but is within three miles.
IMO an investment worth every penny as long as you understand their limitations.
“The principal means of avoiding collisions in uncontrolled airspace is “see and avoid”. Available evidence suggests that the effectiveness of “see and avoid” is questionable when used in isolation (i.e. not in conjunction with a radar service), implying an increased risk of failure to detect a loss of separation.”
The evidence is if you are very lucky you will first see another aircraft at 3 miles. At typical GA speeds you have less than 20 seconds after reaction time to see and avoid the collision.
Realistically if you are going to collide you probably will be unable to avoid the collision using "see and avoid". Please do not kid yourself otherwise. I did and I was wrong.
On the plus side you stand a much better chance of seeing aircraft turning towards you or of seeing gliders (who are likely to be constantly turning) and you should develop your see and avoid technique to avoid this type of traffic.
How can you improve your chances of missing other traffic.
Well it is something I thought a lot about. I have a number of suggestions concened with how and where you fly but (leaving those aside for another post)
TCAS clearly works but is expensive and if you are moving between different aircraft most will not have this fit.
Fortunately the mobile TCAS systems work.
I would not fly without one now - ever!
They are simple, reliable, and it is surprising how much traffic they pick up, that you dont see, but is within three miles.
IMO an investment worth every penny as long as you understand their limitations.
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I am advised that when I fly it is a waste of time looking out of the window to make sure I don't bump into things.
That is just about as daft and pointless as it gets, becasue if you really thought I said that, then you must be reading it in a different language.
I spend a lot of time doing aeros - 'cse I love it - guess where I am looking.
I spend a lot of time flying a G1000 - with the autopilot on - guess where I am looking.
I spend a lot of time flying other aircraft - yes if they havent got a GPS with my own hand held - guess where it is - "screwed" on to the glare shield - right in the line of view.
I missed another aircraft recently - another twin, came form over the right shoulder and neither of us saw each other - and yet I reckon my look out is as good as anyones. Closest I ever want to get. Trouble is if you fly a bit you may never have a near miss. However, statistically for me every 750 hours has produced one a bit too close for comfort. Of course if you fly in poor conditions your ability to see other aircraft is even worse.
I can think of occasions even in reasonable viz, finding some haze routing towards a setting sun and you might as well be in IMC. If you think by looking out you will see another aircraft then you just have not flown enough to have experienced these type of conditions.
Guess where my PCAS sits - yep, on the glareshield. Guess the only time I look at it - when it beeps to tell me there is another aircraft within my 3 mile bubble - and if it is at the same height - which it also tells me and thats why I have a quick glance at it, I do something about it.
The one thing I am not going to be stupid enough to do any more is ignore all the evidence. I know the big sky theory is what keeps me safe most of the time. I know (because the experts tell me in consequence of some proper scientific studies) that see and avoid is far from guaranteed to save me. For that reason I am happy to get all the help I can - and will continue to do so.
What else do I do:
I am careful to avoid choke points if I can,
In restricted corridors, I will fly as close to the base of CAS as I can, nothing is hopefully going to be above me,
I get a RIS or LARS whenever I can,
I use FIS if I can,
I use the autopilot as much as I can, and I keep my eyes outside.
From my point of view something that costs me a few hours flying at most that gives me an extra element of protection is a superb investment.
Moreover, I know you will be grateful if it enables me to avoid you the next time you dont seem me, but I shall be less grateful that you thought you would see me, but when it came to the crunch your head was down in the cockpit staring at your map and slide rule because you thought that was the proper way to do things.
I fly a Tiger a bit as well. I love pottering around in it - no GPS, Im not going far, instruments as basic as you can get, I have a much better chance of seeing you becasue I am going so slowly, but I still recognise that with all those sticky out bits my vision is not great and I probably will not see you in your nice shiny twin zooming along at 170 knots - so guess what, I am still going to stick my PCAS on the glareshield, just like the scarf round my neck 'cse it keeps my neck warm.
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Don't let the trolls wind you up, Fuji Just ignore them.
I am putting in TCAS (Ryan 600) as soon as I have another excuse for grounding the plane for a couple of weeks.
Just ignore them.I am putting in TCAS (Ryan 600) as soon as I have another excuse for grounding the plane for a couple of weeks.