Very near miss in Texas....!!
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calling a helicopter a chopper is just fine. and flying planes made by piper is just fine too.
I prefer piper to cessna, and I prefer douglas to boeing. and I don't like snobs in aviation.
I prefer piper to cessna, and I prefer douglas to boeing. and I don't like snobs in aviation.
Join Date: Mar 2010
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Failed to See and Avoid....
This always sounded like a cop-out to me.
Well if I'd seen 'em I'd avoided 'em!
I know it is meant to get your head out of the cockpit, but I've had some really close calls over the years even when I thought I was being vigilant. I swear I can still remember every near miss clearly.
“Failed to See and Avoid”…..seems a rather short sighted statement IMO. Like an accusation for not being able to do the impossible.
Well if I'd seen 'em I'd avoided 'em!
I know it is meant to get your head out of the cockpit, but I've had some really close calls over the years even when I thought I was being vigilant. I swear I can still remember every near miss clearly.
“Failed to See and Avoid”…..seems a rather short sighted statement IMO. Like an accusation for not being able to do the impossible.
Join Date: Jun 2009
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It's not impossible. My closest encounter was over Long Beach airport going to LAX at 3,000 ft. I was looking at my approach plates to get the approach control frequency when I noticed the windshield getting darker. I looked up and was nose to nose with a single engine aircraft, I was flying a Cessna 340. I knew if I pulled up and turned and he did the same direction there was no time to fix it so rolled inverted and when he saw me and rolled away I paralleled his wings to pass 50 ft below him. I knew it wasn't the FAA way to do it but knew once inverted I would not hit him because I could pull down harder than he could push down. We are boaters and are constantly using similar tactics to avoid conflict. The constant bearing, decreasing range, reminds me of parallel approaches to the west at SFO. Most of the time everybody knows how to line up so it works out fine, sometimes it doesn't.
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Actually I had the MS flight sim when I was flying 757/767's. It really helps on those 6 or 9 month checks, depending on the airline. It is a true story but if you don't believe it that is fine too. I was there so know it was. I also want you to know that I got the 30 hr add on course to get a rotorwing commercial rating. That makes me a chopper pilot even though that grinds on some people here. Note the guy who put down the post about the chopper? Some of us out here actually do what we say we do, some don't. For proof I can send you my retirement flight to TGU on a PM. Or you can accept my word. If monitors want to remove this post feel free because it doesn't seem to be going anywhere.
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p51guy,
The reason some of us may find your story hard to believe is because if you noticed your "windshield getting darker", then there is no possible way for either of you to have done what you did simply because neither of you would have had time to do what you describe. What follows sounds like poorly constructed fiction. If the "getting darker" bit was creative licence, then let us know.
The reason some of us may find your story hard to believe is because if you noticed your "windshield getting darker", then there is no possible way for either of you to have done what you did simply because neither of you would have had time to do what you describe. What follows sounds like poorly constructed fiction. If the "getting darker" bit was creative licence, then let us know.
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Dive dive dive!
Most close encounter stories improve with the retelling.
My own favourite: while airtowing a Royal Navy ASW19 over Weston on the Green, during a gliding competition duly NOTAMed etc etc, noticed a twin, presumably from Oxford, heading straight toward me. As per general practice, I turned right. HE TURNED LEFT! At this point, as no hope of outclimbing or going inverted, for that matter, I dived. Amazingly, the Navy pilot hung on, which is the correct thing to do if a combination needs to take avoiding action, presenting the opposition with one target (somewhat strung out) rather than two. He was intent on getting his money's worth, the full two thousand foot tow as specified by the rules.
It was nice to have him confirm my story to the Director.
My own favourite: while airtowing a Royal Navy ASW19 over Weston on the Green, during a gliding competition duly NOTAMed etc etc, noticed a twin, presumably from Oxford, heading straight toward me. As per general practice, I turned right. HE TURNED LEFT! At this point, as no hope of outclimbing or going inverted, for that matter, I dived. Amazingly, the Navy pilot hung on, which is the correct thing to do if a combination needs to take avoiding action, presenting the opposition with one target (somewhat strung out) rather than two. He was intent on getting his money's worth, the full two thousand foot tow as specified by the rules.
It was nice to have him confirm my story to the Director.
Join Date: Nov 2006
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Target aircraft doesn't need TCAS to be seen by own TCAS. It needs just a transponder squawking mode C.
TCAS looks at own radio altitude and assumes any targets reporting within 200 feet of ground are ON ground, so does not display them, let alone provide TA or RA alert.
Since the whirlybird was climbing, and only at 200', it would not have shown on SW TCAS.
GB
TCAS looks at own radio altitude and assumes any targets reporting within 200 feet of ground are ON ground, so does not display them, let alone provide TA or RA alert.
Since the whirlybird was climbing, and only at 200', it would not have shown on SW TCAS.
GB
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either take someone at their word or don't. I can see certain sun angles, and positioning near LAX that would provide a shadow on the cockpit that might warn someone of something coming your way.
P51 guy is who he represents himself to be.
I encourage everyone flying to keep their lights ON for recognition and collision avoidance in all appropriate situations. the LAX VFR corridor is one of those places.
TAkeoff or landing at any airport is another place.
And as wonderful as TCAS is...NEVER stop looking out the window.
I remember a chapter in EK GAnn's book, "Fate is the Hunter"...he had to come back to LGA with 3 engines acting up due to faulty spark plugs...he landed the wrong way and another plane, a dC3 I think , had to get out of the way on his takeoff roll.
How many of you have banked before you rotated on takeoff? I have.
anyway...let's calm down a bit.
P51 guy is who he represents himself to be.
I encourage everyone flying to keep their lights ON for recognition and collision avoidance in all appropriate situations. the LAX VFR corridor is one of those places.
TAkeoff or landing at any airport is another place.
And as wonderful as TCAS is...NEVER stop looking out the window.
I remember a chapter in EK GAnn's book, "Fate is the Hunter"...he had to come back to LGA with 3 engines acting up due to faulty spark plugs...he landed the wrong way and another plane, a dC3 I think , had to get out of the way on his takeoff roll.
How many of you have banked before you rotated on takeoff? I have.
anyway...let's calm down a bit.
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Fate is the Hunter was written before automation took over. Now it would probably be harder to find a crew like Sully to get that aircraft back on the ground or water without automation. Most crews today can still hand fly but how about in 10 years?
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I don't know what drew my attention to that aircraft so assumed it was a change in brightness out the front windshield. Something made me look up. It was no more than 3 seconds away so one maneuver was all I had time for. I had just done a photo shoot for Private Pilot magazine for the cover 20 minutes prior off Newport Beach. If you don't believe it fine. It did happen though. It was in the mid 70's and I have one copy of the magazine here. Flying inverted isn't that hard if you don't do it too long in a standard category aircraft. Having taught aerobatics extensively doesn't make inverted flight any less controllable than positive G flight. I only state this to minimize the folks that will think rolling inverted is going to kill you for sure. It can if you don't pay attention. Know how airplanes work in all attitudes just in case it happens some day.
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Oh I did practically the same thing in a C-182 rental quite a few years back. Looked up and HELLO! I was at 1800 AGL descending to pattern ALT and rolled it right over! Spin training but no further aerobatics at the time. I just kept on rolling and came out level at 800 AGL...! Albeit with about four pounds of seat stuffing up my rear!
Still gives me goose bumps.
Still gives me goose bumps.
Pegase Driver
Starting to make sense now, but again better wait for the complete instructions/clearance ATC gave to the Helicopter.
Reading this, it could look like the clearance for the Heli was T/O to the north following parallel TWY then turn behind the 737 once RWYis cleared , but instead he took/off to the south followed TWY south and intended to turn left crossing the runway. But speculation.
Reading this, it could look like the clearance for the Heli was T/O to the north following parallel TWY then turn behind the 737 once RWYis cleared , but instead he took/off to the south followed TWY south and intended to turn left crossing the runway. But speculation.
