The higher the risk, the greater control the FAA exerts to minimize that risk. That would mean neglecting the aircraft, navigation and communication.Interestingly, the vigilance required by see and avoid isn’t tempered by reasonableness. Pilot-applied separation is the most common. For the most part, when flying VFR, separation of your aircraft from all other aircraft is solely the pilot's responsibility. ATC does a great job at this.

endstream endobj 201 0 obj <>/Metadata 27 0 R/Pages 198 0 R/StructTreeRoot 41 0 R/Type/Catalog/ViewerPreferences<>>> endobj 202 0 obj <>/Font<>/ProcSet[/PDF/Text]/XObject<>>>/Rotate 0/StructParents 0/TrimBox[0.0 0.0 595.276 841.89]/Type/Page>> endobj 203 0 obj <>stream Before GPS, even the best long-range navigation was imprecise. We operate in concert with air traffic control. A pilot must juggle many spinning plates, yet FAA lawyers or the NTSB, in case law, never acknowledge this struggle.

A clearance isn’t required to operate IFR; only appropriate pilot, equipment and terrain-clearance requirements exist.

V��u� �*�Dwc �ڏ����s|z��� �ڕI���~�� �ZENK#�{H����@�B ��L��Z���~2�JD���(� The rub occurs in separating IFR and VFR flights. The Cessna doesn’t know where the F-16s will zig or zag and can’t maneuver enough to maintain a safe distance if they zig in the Cessna’s direction. But, the distance at which a safety alert is issued might not account for the Cessna possibly being tumbled in the wake of a super.The regulations state that “regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.”The key word is vigilance. A pilot can’t spend all his time looking for traffic. "9��$�`s 6��Z���~20� �(Os�?��{� �w To paraphrase, do you provide the 500 ft vertical separation between radar identified VFR aircraft and a radar identified IFR aircraft within Class E airspace? Write CSS OR LESS and hit save. Transport public régulier de passagers 2. 227 0 obj <>/Filter/FlateDecode/ID[<7E9BF3E268B71D4A8477A29FBFD66F60><9FF5C227D1300B4AA9E88FD96F1CC202>]/Index[200 47]/Info 199 0 R/Length 123/Prev 875570/Root 201 0 R/Size 247/Type/XRef/W[1 3 1]>>stream

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The extremes are easy to understand. VFR aircraft shall be separated from VFR/IFR aircraft that weigh more than 19,000 pounds and turbojets by no less than: 1. ӭ���s �U�6���Uo�¯��(�tx�����䫸�>��$[�0Ǯ�\��&���+.q�xߵ���tp�=z���n�!���VCIm�e�7+��\������y$��ē��(�l�OǍ��WKv��H���N�(�d�U1����W��~X�Y When feasible, the controller will offer the pilot an alternative course of action.Transponders are a technology aid in reducing collision risk.

The rub occurs in separating IFR and VFR flights. H�\�͎�@�� The amount of separation is either 500 feet vertically, target resolution (targets on radar can’t touch) or 1.5 miles (depending on type of aircraft) horizontally, or visual separation.There are two types of visual separation; tower or pilot applied. You just have no idea who else might be poking around in the clouds with you.If Class G is the Wild West, Class A is an eastern army precision marching through Red Square. ��O�ɓ��Uw`�2)����&E�߿��/f�z��tl&x�x�Qѷ7a�^w�gJ�2X�sڋ��Lr;*Y��Jp[ 200 0 obj <> endobj This caused a midair at Brown Field in San Diego, when the controller, “mistakenly identifying the Cessna to the right of Eagle 1 as N6ZP, [and] the local controller instructed the N6ZP pilot to make a right 360 to rejoin the downwind when, in fact, N1285U was the airplane to the right of Eagle 1.” (NTSB WPR15MA243A Synopsis) It’s easy to identify the wrong aircraft at busy airports; especially with parallel runways. But how can an aircraft with a max speed of 119 knots maintain separation from one doing 250? Many of these surround large metropolitan airports where airspace and terrain channel traffic.

La vitesse n'est pas limitée (tous les vols sont séparés entre eux). ��/��hE�b��A�j5��lR�"���"eP���.8+-{�x���9M�>���ы�/�f������֟�X+H��r��4�X `�V ��/v�X�5��y+�jG㧫��g{uDl�g�8�� Think thats enough?Leaving a busy Class B, I checked-in with Departure leveling 4000 feet and received, “climb and maintain 8000. The controller issued a traffic alert to the F-16—even initiating vectors to avoid the traffic—but too late to avoid a collision due to a 300-knot closure.The controller delayed issuing separation vectors due to an expectation that the fighter pilot would acquire the traffic and accept visual separation. A search of the near midair collision (NMAC) database yields 819 events involving IFR aircraft since 1992 and 166 events in the last decade. Often that requires balancing competing demands for attention. endstream endobj 204 0 obj <>stream %PDF-1.4 %���� Avion Décathlon immatriculé LX-FUN Date et heure 1er août 2011 vers 15 h 45(1) Exploitants 1. �e�W����OcR�c"!�� ���'� :�|e I remember the pilots of a TWA L-1011 bragging that the drift on their IRS was only seven miles on a transcon flight.

���7��,L�7��B8�k�Z@�T� The rub occurs in separating IFR and VFR flights. One way the FAA mitigates this risk is through airspace requirements.

The NTSB discusses the “duty” of see and avoid and the nebulous requirement that the level of vigilance change to meet conditions.

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