On May 29, 5:30*pm, " wrote:
On May 29, 3:06*pm, VOR-DME wrote:

I just told you, and you didn't get it.
We are at MXMAX now - that's the threshold where MX cannot assimilate any more
information

Well VOR DME, you a better man then me going as far as you did.

He has no clue what the real world is out here. *As I stated in my
first reply to him, why should he be concerned as he is not a user of
the system for navigation.

His reading comprehension seems be less then a 6 year old as I am not
familiar with the next generation stuff but you did an outstanding job
explaining it in user friendly terms for this pilot.

To bring a few facts to bear, if one does a little looking what is
pasted here was found on an FAA website.

The executive summary in short is those of us in the en route system,
especially if IFR, are pretty well protected from mid airs. It's the
rec pilots milling around mostly uncontrolled fields who tend to
exchange paint with other airplanes. Having said all of that, I still
fly 50 feet under my assigned en route altitude, and when there's
enough vis do clearing turns around airports, tend to be at pattern
altitude a mile or two out on the entry leg (low wing airplane, If I'm
low I can more easily see people descending into my airspace) and
lately have been flying the pattern a little wide, a little low and a
little fast for traffic avoidance reasons. That way I'm not likely to
be overtaken by, and should have a reasonable chance of seeing,
someone in a 140, 150, 172, or the like.

the paste from the FAA site follows

Recent studies of midair collisions involving aircraft by the National
Transportation Safety Board (NTSB) determined that:

· Most of the aircraft involved in collisions are engaged in
recreational flying, not on any type of flight plan.

· Most midair collisions occur in VFR weather conditions during
weekend daylight hours.

· The vast majority of accidents occurred at or near uncontrolled
airports and at altitudes below 1000 feet.

· Pilots of all experience levels were involved in midair
collisions, from pilots on their first solo ride, to 20,000-hour
veterans.

· Flight instructors were on board the aircraft 37 percent of the
accidents in the study.

· Most collisions occur in daylight with visibility greater than 3
miles.

Here's how you can contribute to professional flying and reduce the
odds of becoming involved in a midair collision.

1. Practice the "see and avoid" concept at all times regardless
of whether the operation is conducted under Instrument (IFR) or Visual
(VFR) Flight Rules.

2. Under IFR control, don't always count on ATC to keep you away
from other aircraft. They're human, and can make mistakes.

3. Understand the limitations of your eyes and use proper visual
scanning techniques. Remember, if another aircraft appears to have no
relative motion, but is increasing in size, it is likely to be on a
collision course with you.

4. Execute appropriate clearing procedures before all climbs,
descents, turns, training maneuvers, or aerobatics.

5. Be aware of the type airspace in which you intend to operate
in and comply with the applicable rules.

6. Adhere to the necessary communications requirements.

7. Traffic advisories should be requested and used when available
to assist the pilot’s own visual scanning -- advisories in no way
lessen the pilot’s obligation to see and avoid.

8. If not practical to initiate radio contact for traffic
information, at least monitor the appropriate frequency.

9. Make Frequent position reports along your route and AT
UNCONTROLLED AIRPORTS BROADCAST YOUR POSITION AND INTENTIONS ON COMMON
TRAFFIC ADVISORY FREQUENCY (CTAF).

10. Make your aircraft as visible as possible - turn on exterior
lights below 10,000 MSL and landing lights when operating within 10
miles of any airport, in conditions of reduced visibility, where any
bird activity is expected or under special VFR clearance.

11. If the aircraft is equipped with a transponder, turn it on
and adjust it to reply on both Mode 3/A and Mode C (if installed).
Transponders substantially increase the capability of radar to see all
aircraft and the MODE C feature enables the controller to quickly
determine where potential traffic conflicts exist. Even VFR pilots
who are not in contact with ATC will be afforded greater protection
from IFR aircraft receiving traffic advisories.

IN ACCORDANCE WITH FAR PART 91.413, WHILE IN CONTROLLED AIRSPACE,
EACH PILOT OPERATING AN AIRCRAFT EQUIPPED WITH AN OPERABLE ATC
TRANSPONDER MAINTAINED SHALL OPERATE THE TRANSPONDER, INCLUDING MODE C
IF INSTALLED, ON THE APPROPRIATE MODE OR AS ASSIGNED BY ATC. IN CLASS
G AIRSPACE, THE TRANSPONDER SHOULD BE OPERATING WHILE AIRBORNE UNLESS
OTHERWISE REQUESTED BY ATC.

12. ABOVE ALL, AVOID COMPLACENCY.

VISION IN FLIGHT

The most advanced piece of flight equipment in any aircraft is the
human eye, and since the number one cause of Midair Collisions is the
failure to adhere to the see-and-avoid concept, efficient use of
visual techniques and knowledge of the eye’s limitations will help
pilots avoid collisions. Your vision’s clarity is influenced by some
characteristics of the objects you are viewing, including:

a. Your distance from the object

b. The size, shape, and movement of the object

c. The amount of light reflected by the object

d. The object’s contrast with the surrounding
environment

You cannot see all objects in your field of vision with equal
clarity. Visual acuity is best in a central area of about 10 to 15
degrees and decreases steadily toward the periphery of the visual
field. A similar limitation of the eyes is binocular vision. For the
brain to believe what is being seen, visual cues must be received from
both eyes. The mind seldom believes that the object is really there
if it is visible to one eye but obstructed from the other by a strut
or windshield frame.

A visual limitation that few pilots are aware of is the time the eyes
require to focus on an object. Focusing is all automatic reaction,
but to change focus from a nearby object, such as an instrument panel,
to an aircraft one mile away, may take two or more seconds.

PROPER CLEARING/SCANNING TECHNIQUES

An efficient scan pattern is paramount to visual collision avoidance
procedures. In developing a proper scan technique, remember that when
your head is in motion, vision is blurred and the brain will not be
able to identify conflicting traffic. Therefore a constant motion
scan across the windscreen is practically useless.

A proper scan technique is to divide your field of vision into blocks
approximately 10 to 15 degrees wide. Examine each block individually
using a system that you find comfortable (e g. from left to right or
starting from the left and moving to the right, then back to the left
again). This method enables you to detect any movement in a single
block. It takes only a few seconds to focus on a single block and
detect conflicting traffic.

A moving target attracts attention and is relatively easy to see. A
stationary target or one that is not moving in your windscreen is very
difficult to detect and is the one that can result in a MIDAIR
COLLISION.

The time to perceive and recognize an aircraft, become aware of a
collision potential and decide on appropriate action, may vary from as
little as 2 seconds to as much as 10 seconds or more depending on the
pilot, type of aircraft and geometry of the closing situation.
Aircraft reaction time must also be added. By the way, any evasive
maneuver contemplated should include maintaining visual contact with
the other aircraft if practical.

RADAR ADVISORY SERVICE

As an aid to mid-air collision avoidance, Anchorage Approach Control
provides radar advisories to VFR aircraft upon request. A transponder
is required within Class C Airspace. To obtain radar advisories,
state your position, altitude, and intentions, then request radar
advisories. Once radar contact is established, traffic advisories
will be issued for IFR and known VFR traffic (controller workload
permitting).

LOW LEVEL FLYING IN THE MAT-SU VALLEY AND R-2203

Military C-130s (Hercules) and HH-60 (Pavehawk) helicopters frequently
fly low-level training missions in the Mat-Su Valley. Use of this
area is necessary due to the greater distances and time required to
fly to areas outside the Anchorage Bowl and the close proximity of a
certified drop/landing zone inside R-2203.

The depiction on the opposite page is an overlay of just a few of the
dozens of routes flown by these crews, and is shown to illustrate how
extensively the military uses this area. Altitudes as low as 300’ for
the C-130 and down to the surface for the HH-60 are commonly flown.
In the interest of noise abatement, flights are conducted no lower
than 1000 feet in the Wasilla area (east of Willow and Big Lake).
Crews also attempt to avoid heavily congested areas like the mouth of
the Deshka, Lake Creek, and Talachulitna River during fishing season.

Position reports are broadcast on valley common (122.8/122.9)
throughout the routes. It is easy to realize just how congested the
Mat-Su Valley can get on a VFR day! See and avoid procedures are
paramount.

Run-ins to the Drop Zones (R-2203) are normally flown from the north,
starting west of the New Wasilla airport southbound into R-2203.
Occasionally, a westerly run-in into R2203 is flown. Aircraft
operating on the Landing Zone and Drop Zones within R-2203 will
normally exit the area to the west toward Goose Bay, setting up for
landings at Elmendorf AFB or Anchorage International.

R-2203 is a very active military training area, including live
artillery firing and maneuvers. Overflight should be avoided when
status is “HOT”. Status can he obtained from Elmendorf Tower (127.2),
ATIS (124.3), or Anchorage Approach (118.6/119.1).

MILITARY OPERATION AREAS

Military Operating Areas (MOA) are used by military aircraft for air-
to-air and air-to-ground training. If you are flying through an active
MOA, it is a good idea to consult Anchorage Approach Control (118.6)
to determine if operations are being conducted and their general
location. If you can, avoid flight in the MOA while operations are
being conducted. According to the Aeronautical Instruction Manual
“Pilots operating under VFR should exercise extreme caution while
flying within a MOA when military activity is being conducted. The
activity status (active/inactive) of MOAs may change frequently.
Therefore, pilots should contact FSS within 100 miles of the area to
obtain accurate real-time information concerning the MOA hours of
operation. Prior to entering an active MOA, pilots should contact the
controlling agency for traffic advisories”.