ATC assigned altitude?

Do you think in a conventional high wing Cessna vs a conventional low
wing airplane, (thinking horses here, not zebras here) since low wings
tend to cruise a bit faster, it would have been prudent to increase
airspeed to the maximum available and accelerate away from the threat?

The most likely blind spots would have been below or behind you. Since
you were crossing LAX it seems to me unlikely the other airplane would
have been changing alititude.

This of course is all being viewed through my hindoscope -- I have 20
20 vision looking back!



On May 18, 6:27 pm, Larry Dighera wrote:
On Sun, 18 May 2008 14:30:55 -0400, Bob Noel
wrote in
:

That's a great way to use up a significant chunk of the error budget.

That was my first thought too.

However, it also brought to mind a somewhat tense situation I
experienced while VFR transiting over KLAX via the Special Flight
Rules Area:http://skyvector.com/#35-24-3-2785-2374

The ledged for the LAXSFRA is on the VFR Terminal chart (accessible by
clicking the Charts icon at the top of the page at that link above),
and basically indicates that SE bound flights cross over the KLAX
runways at 3,500' and NW bound flights at 4,500' squawking 1201 and
communicating air-to-air on 128.55 MHz with periodic self announced
position reports. ATC is not involved.

I was flying a low-wing, and announced my position as over the
southern boundary of the field, and immediately subsequent a Cessna
reported being at the same position and altitude. I wanted to take
evasive action, but without the Cessna in sight, there was no good way
of knowing exactly what that might be. I announced again, and so did
the Cessna, but we did not sight each other. The atmosphere got more
tense as the moments ticked by, and I kept expecting the sounds of
impact at any second. I considered maneuvering again, but finally
decided, that currently I was okay, and doing nothing would likely not
change that.

I suppose I could have assumed that the Cessna was below me, and
climbed a 100', but I didn't.

On Mon, 19 May 2008 03:42:31 -0700 (PDT), Tina
wrote in
:

Do you think in a conventional high wing Cessna vs a conventional low
wing airplane, (thinking horses here, not zebras here) since low wings
tend to cruise a bit faster, it would have been prudent to increase
airspeed to the maximum available and accelerate away from the threat?


Perhaps. However, I'm not sure there was a significant speed
differential available.

The most likely blind spots would have been below or behind you.

It's also difficult to see directly above in a PA28 without banking.

Since you were crossing LAX it seems to me unlikely the other airplane would
have been changing alititude.

That's what I was hoping, but I've seen a lot of strange things occur
in the LA basin over the years.

On May 19, 10:27*am, Larry Dighera wrote:
On Sun, 18 May 2008 14:30:55 -0400, Bob Noel
wrote in
:

That's a great way to use up a significant chunk of the error budget.

That was my first thought too.

However, it also brought to mind a somewhat tense situation I
experienced while VFR transiting over KLAX via the Special Flight
Rules Area:http://skyvector.com/#35-24-3-2785-2374

The ledged for the LAXSFRA is on the VFR Terminal chart (accessible by
clicking the Charts icon at the top of the page at that link above),
and basically indicates that SE bound flights cross over the KLAX
runways at 3,500' and NW bound flights at 4,500' squawking 1201 and
communicating air-to-air on 128.55 MHz with periodic self announced
position reports. *ATC is not involved.

I was flying a low-wing, and announced my position as over the
southern boundary of the field, and immediately subsequent a Cessna
reported being at the same position and altitude. *I wanted to take
evasive action, but without the Cessna in sight, there was no good way
of knowing exactly what that might be. *I announced again, and so did
the Cessna, but we did not sight each other. *The atmosphere got more
tense as the moments ticked by, and I kept expecting the sounds of
impact at any second. *I considered maneuvering again, but finally
decided, that currently I was okay, and doing nothing would likely not
change that. *

I suppose I could have assumed that the Cessna was below me, and
climbed a 100', but I didn't.

Sounds like a dicey situation. I think that if you were in radio
contact the correct response would be tell the other aircraft what
your intentions are and if in the pattern that would be to hold height
and increase speed ...

You are obviously not going to run into the back of him and raising
speed should let him see you as you draw ahead.

Cheers