Traffic in close vicinity

[flyingwysiwyg]

People flying below CA with only mode A is a pain for those above them in CA. mode A will set of a Traffic Advisory on the TCAS, because it doesnt know exactly how far below it is.... If mode C was switched on then the TA may not have happened in the first place.

I should have made myself clearer. I was assuming mode C in use. See my previous post.

FWyg

[flower]

Unless the local instructions say to do so or specific instructions are given by the ATCO keep your transponder on until after you have landed.

[flyingwysiwyg]

Unless the local instructions say to do so or specific instructions are given by the ATCO keep your transponder on until after you have landed.

Flower,

Thanks for that. Another grey area cleared up for me on PPRune. From now on I shall be squawking 7000 Mode C unless told otherwise or on the ground.

[Andrew Sinclair]

There was some specific advice given by the CAA on the use of transponders a while back. it was given in the December 2002 of GASIL

GASIL

Check the top of Page 11. The old advice was to use transponders all the time squwaking both Mode A and Mode C except in the visual circuit. the latest advice is to keep a serviceable transponder on squawking 7000 Mode C unless:

*ATSU has allocated a different code
*A special purpose code is more appropriate
*Local procedures require the transpoder to be switched to 'standby'

So now the advice is keep it on ALT unless instructed otherwise.

It also says the UK AIP is going to be amended to reflect this recent change.

[Davidt]

Nuf said about Gliders but some more tips to stay safer

1) Fly at odd numbers, most folk particularly students tend to go for round numbers 1500 ,2000 etc if your at 2700 and meet a student concentrating on staying where he's been told your 200 apart.

2) Avoid the known choke points and honey pots

3) Turn before or at the side of beacons if youve spent hours perfecting crisp beacon breaks its a ****** doing slpooy one deliberately

4) Higher you go less folks will be with you as a rule

[engineless john]

Someone earlier posted asking what the RAF lookout technique is. I don't know what they recommend exactly but I believe the BGA has adopted something similar described at

http://www.cotswoldgliding.co.uk/doc...tybriefing.pdf

"The BGA have recently introduced the scan cycle lookout to the instructor courses. All members will be expected to use the technique from now on. The technique involves a fixed routine consisting of lookout, checking the attitude and then the instruments. The lookout is first done straight ahead, on the horizon, and then above and below. Then the same thing is done 45 deg to the right, 90 deg to the right and finally as far back as you can see. Then you look directly above you and then return to look ahead where the attitude and instruments are checked. This is then repeated on the left side. Each scan cycle should take about 20 seconds"

Which is basically what I was taught when learning to fly gliders. However I've never had a powered lesson, so what do student PPLs get taught?

Yes transponders are a good thing, but I doubt there is a glider in the sky with a transponder of any form, and that glassfibre probably doesn't show up well on radar.

Cheers
John

(who though he has right of way will get the hell out the way if he sees you coming )

[gasax]

It really worries me that when someone is concerned about traffic popping up in the windscreen, people start banging on about TCAS, transponders, radar and CAS.

If you are flying VFR and paying your own way the chances of having TCAS are absolute zero - it costs more than your aircraft.

Flying VFR you cannot get a RAS.

The chances of getting an effective RIS are slim and relying on that to keep you safe is bluntly asking for a full windscreen. Apart from the fact that when it is busy - you are least likely to get that service.

The technology does not and will not answer the issue. If that is a problem - don't fly VFR in airspace lower than class D. That might be a little limiting but it is a fact of life. And that is before you start worrying about the wannabe's who barrel along in this airspace with their shiny IMCs.

Develop an effective lookout, use the strategies outlined by some of the more rational posts here and it is unlikely you will be surprised.

Understand the sky is a very big place and it is only the choke points that concentrate aircraft - avoid them.

Bluntly if you're happy with a 120 mph closing speed with total strangers less than 2 metres away on the road and not a barrier in sight - why are you worried about the tiny chances of an aerial - particularly when you take positive measures to avoid collision?

[FlyingForFun]

Good post, gasax. Except where you say:

Don't fly VFR in airspace lower than class D

Because ATC won't provide you with any separation from anyone in Class D. (Ok, they probably will, but they don't have to.) Even in Class C (if we had any in the UK), you'll be separated from IFR flights, but not from other VFR flights. If you want ATC to keep you away from everyone else, you need to be in Class B or higher. Not really very practical at all, I'm afraid...

Keep those eyes outside the aircraft!

FFF
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[dbromle]

Is there any concensus around flying Quadrantal in VFR conditions-it's my impression hardly anyone seems to bother?

I once came across an instructor who kept the landing lights on all the time as an alleged aid to being seen.

[Gertrude the Wombat]

I once came across an instructor who kept the landing lights on all the time as an alleged aid to being seen.

I've had instructors who tell me to do that, and instructors who tell me to switch the light off during the after take-off checks. All from the same school.

[bluskis]

In poor visability, and in areas of known opposite traffic, using the landing light must be a safety aid. No good for flashing to overtake though.

[Chilli Monster]

And for those of us who fly retractables with the landing light fitted to the undercarriage....................?

[FlyingForFun]

Is there any concensus around flying Quadrantal in VFR conditions

If I'm above 3000', and the base of controlled airspace and cloud base allows, I always fly at the correct quadrantal level (or semi-circle in other countries). But most VFR pilots spend most of their time below 3000', and on the few occassions when we do get higher than that we are restricted by needing to keep 1000' vertically from the clouds.

FFF
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