Hacker15e
Who am I? Where are my pants?
Sure made packing the travel pods easier.
F-16 midair with small plane in SC
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Sure made packing the travel pods easier.
But the difference is, in these jets, your mind already is used to thinking at 9 miles/minute, as its been primed that way from flying those things. It's just what you have to learn to do in order to fly the jet, vs having the jet fly you. So while it sounds like high workload, it really isn't.
Of course having gone from that to now rotary wing, I find myself bored sometimes in cruise.
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But you could log your practice approaches as sim instrument at least. Funny thing, the F-4C/D/E could do that, but the F-4G you couldn't. In the G, check rides were chased by the check pilot in another F-4.
Boris Badenov
Fortis Leader
They stole that feature from the Beech 99.
knot4u
Repeat Offender
Says a man that thinks pilots are dangerous, military or otherwise. because the airplane won't fly itself. How did you ever obtain a PPL and instrument rating without perhaps sweating a bit and actually flying, safety be damned. Once again your arrogant opinion belittles anyone who is not an airline pilot and proves you've forgotten your origins. Unless you did all of your initial training in an aircraft that was somehow superior to what your Captain learned in your opinions are likely to fall on deaf ears. No one ever called you Captain with any sincerity, and your mooney passengers don't count you truffle eating omnivore.Man, that sucks.
Hacker15e
Who am I? Where are my pants?
Not a surprise...as I posted earlier, there is a lot of ignorant bluster all sides of the conversation, mostly due to ignorance on one side about the other side.
True that.
ryan1234
Desensitized Member
The one in the backseat that can fly formation, tanker rejoins, BFM, approaches, etc
MidlifeFlyer
Well-Known Member
I suspect the NTSB is going to talk about multiple causes (not fault; "fault" is for the FAA, the courts, and online forums where people like to yell at each other) and safety recommendations. I won't speculate but I can easily see a combination of factors involving all three participants that led to the event.
Stinger
Well-Known Member
I don't want aircraft calling me prior to their departure.
NewYorkophile
Fly Casual
I'm still curious on the ATC side of the house- is the controller not responsible for separation of IFR from VFR traffic? How is this not a "deal" for them?
MidlifeFlyer
Well-Known Member
Separation services depend on both airspace and communication. That's pretty basic.
I haven't seen any depictions of the exact location but the references to Moncks Corner suggest the location was well into Class E airspace in which there would have been no formal separation services between IFR and VFR aircraft, no requirement for the 152 to communicate with ATC. Practically speaking, if the 152 wasn't using flight following services, exactly how would ATC manage to separate them from the F-16 other than by instructions to the F-16 to turn away if they could not make visual contact, which were apparently given.
That does't mean there would be a "deal" for ATC, at least in terms of there being multiple causes of this terrible accident.
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RDoug
Well-Known Member
What Mark said above. Separation services are required in Class C, Class B, and TRSA. Traffic advisories and safety alerts are the standard pretty much everywhere else. Now, you might consider a safety alert a form of separation, in that the controller should issue a suggested heading on two targets getting in dangerously close proximity, but in the real world with the VFR target not talking to you and a load of traffic on the radar display it's possible to miss a sudden convergence when the uncontrolled VFR abruptly changes heading. If the equipment your using has Mode C Intruder software you'll catch it when the alarm goes off and usually with enough time to take corrective action, but if the VFR doesn't have Mode C that software is pretty worthless.
NewYorkophile
Fly Casual
Right- but unless I'm missing something in the transcript, wasn't the F-16 on radar vectors? Since the VFR traffic was reporting position and altitude, how does an IFR aircraft on a clearance get vectored into a squawking target?
RDoug
Well-Known Member
Good question. I've not read the transcript, but if the scenario is as you describe then something was wrong on the controller end, assuming both targets were displayed and the equipment was operational.
RDoug
Well-Known Member
Final seconds before deadly S.C. crash
From the video and the text the F-16 received both traffic advisories and two safety alerts, but hesitated on the issued turn. If the controller gets any criticism here, it'll be the turn to the south instead of north. But I'm not going to second-guess that call because the C-150 was in a turn when the controller issued the turns, and from his perspective that might have appeared to be the correct call when he made it. I also don't know what type radar he was using, and the surveillance scan and Mode C update rates certainly makes a difference especially if he was using long-range for some reason.
It's way too early to affix any blame in either case.
From the video and the text the F-16 received both traffic advisories and two safety alerts, but hesitated on the issued turn. If the controller gets any criticism here, it'll be the turn to the south instead of north. But I'm not going to second-guess that call because the C-150 was in a turn when the controller issued the turns, and from his perspective that might have appeared to be the correct call when he made it. I also don't know what type radar he was using, and the surveillance scan and Mode C update rates certainly makes a difference especially if he was using long-range for some reason.
It's way too early to affix any blame in either case.
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