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#251
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Scared of mid-airs
Jeff Crowell wrote:
You have been claiming that the speed of the USAF flight was "480 knots (550 mph) at impact" (your post, 7/14), when actual recorded speed at impact was 356 KCAS per the accident report. Larry Dighera wrote: [That would be Message-ID: ] AIB Report mentions the 480 knot closure speed twice: AIB Report: "The closure rate of Cessna 829 and Ninja 1 based on radar-measured conflict alert data just prior to the collision was approximately 480 KTAS." "Based on their closure rate of approximately 480 knots," ... With regard to your 356 KCAS airspeed at the time of impact, that is not given as Ninja 2's speed in the AIB nor NTSB reports. Here's the only reference to that number I was able to find in either document: AIB Report: "Ninja 1's displayed airspeed at the time of the midair was 356 KCAS" ... You'll recall that Ninja 1 was not the aircraft that impacted the Cessna. (I find the fact that the AIB report equates 'displayed airspeed' with calibrated air speed a bit puzzling. Do F-16 airspeed indicators actually display calibrated airspeed?) I certainly grant the difference between Ninjas 1 and 2. Don't you think that if Ninja 2 was flying form on Ninja 1, their speeds must have been pretty close? And, I say again, blithely using closure speed as speed of the mishap aircraft is purposely deceptive. As for KCAS versus KIAS in displays, I have no time in F-16s, so I can't answer that categorically. But since KCAS corrects for system error, it is more accurate than KIAS, so why not? It would not surprise me if what's displayed on the HUD, for example, and therefore recorded by the tapes, is KCAS, since data displayed there has been massaged by the aircraft's air data computer (or some analogous system)... So, lacking evidence to the contrary, I used the closing speed as the speed at the time of impact. That may be incorrect, but lacking better information, it seems reasonable to me, and not an exaggeration nor hyperbole. It doesn't strike you as even a little bit inflammatory in light of your usage of that number? What the hey, you're only off by 25%. Close enough, huh? Per the F-16 Dash 1 he was allowed to be at 350 knots at that altitude, and was traveling only slightly faster at the time of the collision. What about that statement (from the accident investigation) do you not understand? Jeff, I understand that 450 knots within congested terminal airspace is about one third faster than the 350 knot speed limit you state above. One third is not 'slightly faster'. It is _significantly_ faster. (The 450 knot figure is quoted from the AIB report at the beginning of this follow up article.) Perhaps you can provide the reasoning you used in arriving at your conclusion. Speed of the F-16 at impact was 356 KCAS. Limiting the discussion to your 356 KCAS speed at the time of impact figure disregards this fact: Final NTSB Report MIA01FA028A: http://www.ntsb.gov/NTSB/brief2.asp?...A028A &akey=1 "Speeds of up to 450 knots were noted during the descent." Why would you overlook that 450 knot speed? Does the F-16 Dash 1 only pertain to the speed at time of impact? :-) Somewhere during the entire flight, Ninja 2's speed might easily have been supersonic; would that have had any influence on the collision? (other than the cosmic scheduling of it all-- obviously, anything which might have occurred to either F-16 or Cessna to speed or delay their movements throughout their respective flights that day would have prevented this tragedy). Seen that way, if Ninja had gone even a little faster then this would have been nothing more than a close miss. I never debated that Ninja flight recorded a speed of 450 knots during the flight. I'm simply saying that the speed that really matters is the speed immediately prior to the collision. I have not seen any claim other than yours that Ninja was knocking down 450 knots within that critical interval. And you are clearly selecting your data to put your argument in the best possible light. Similarly, the fact that closure rate was 480 knots of course has meaning in terms of how much time was available to both pilots to see and avoid. But to imply or suggest that this is in any way the same as saying that Ninja was making almost 500 knots at impact is a blatant lie. Jeff |
#252
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Scared of mid-airs
Keep the kid off the racetrack and everybody's happy. Responsible adults do that.
Race cars are not raced =to= the racetrack on side streets. You also have to keep the race car off the sidestreets to make everybody happy. Airliners aren't known for great visibility either. And yet they have so few MAC's. Why is that? Magic. Actually, I think the military also has few MACs (though I haven't looked at the stats), and the airlines =have= had a few MACs of note. Jose -- The monkey turns the crank and thinks he's making the music. for Email, make the obvious change in the address. |
#253
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Scared of mid-airs
On Tue, 01 Aug 2006 15:25:29 GMT, Ed Rasimus
wrote in :: On Tue, 01 Aug 2006 14:21:30 GMT, Larry Dighera wrote: On Tue, 01 Aug 2006 04:49:37 GMT, 588 wrote in :: Larry Dighera wrote: An equally onerous solution would be to curtail MTR operations in the CONUS. No, that would be a far less satisfactory solution than converting airspace associated with military training routes to Restricted areas. The more I think about such a conversion, the more appropriate I think it would be. If Restricted airspace were created around MTRs, the hazardous area would be fully depicted on charts. Instead of MTRs being shown as a thin gray line, their true lateral dimensions would be represented. Of course the chart might become so cluttered as to be incomprehensible, but that doesn't seem to be a factor of concern for those charged with designing airspace nor their cartographers. OK, your homework for this week is to pick a major USAF tactical base. You seem familiar with MacDill, but you could use Langley, Luke, Nellis, Seymour-Johnson or similar. Now, draw up a minimum of four low level MTRs, each a minimum of 300 miles in length. Be sure that entry and exit points are close enough to base of origin for local operations during a typical 90 minute flight. Have at least two of the routes terminate on a weapons range. Consider the routes restricted airspace. Now, how does your GA traffic go anywhere? You have effectively created boxes that don't allow anyone else to use the airspace. With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500' AGL? Why not just fly over top of the proposed MTR restricted airspace? If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? Isn't joint-use under VFR more practical? Joint use of MTR airspace causes a hazard to air navigation because of the high speeds involved. Practicality is trumped by air safety in my mind. Is it not in yours? Of course, military high-speed, low-level MTR operations outside the Restricted airspace bounds would be prohibited. So if a MTR run impaled a civil aircraft outside of R airspace, there would be no ambiguity about who was responsible (and don't give me that see-and-avoid weasel clause; it's absurdly unrealistic at the speeds involved). How much time do you have driving an airplane at 300 knots or more? I've got about 4000 hours of tactical jet operation and never seemed to find it too difficult to see-and-avoid other aircraft. Would you characterize yourself as typical of the skill level attained by the majority of military fighter pilots? Let's also note something regarding your favorite 250 knot restriction below 10M'. For a period of time (long ago, galaxy far, far away), I operated an aircraft that flew final approach at typical landing weight at 205 KIAS. That was landing configuration with gear and flaps down. In clean configuration, 350 knots was generally the minimum maneuverable speed. At 250 knots clean, my agile fighter suddenly became a shuddering block of non-aerodynamic technology with little more G available than your Cessna 172. Not practical. Today, aircraft operate comfortably at lower speeds, but still need operational flexibility and therefore the exemption of the 250 knot restriction remains necessary. I don't recall having said the exemption isn't necessary. My objection is to the _hazard_ operating in excess of the speed limit the National Airspace System designers chose while creating the system. If you think the 250 knot limit below 10,000' is unwarranted, perhaps your credentials are superior to those who designed the system. Doubtful. Let's do a little analysis. VFR minimum visibility: 3 statute miles = 15,480' 250 knots: 417' per second Time to impact at 250 knots closing: 37 seconds (3 statute miles) These times do not take into consideration the speed of BOTH aircraft, and more importantly, they do not allow for the time it takes to recognize the threat, decide to maneuver out of the path, and the time it takes for the aircraft to respond and actually finish clearing the path. More likely, the exemption was issued as a necessary expedient at a time when the sky was much bigger (if you know what I mean), and there was less oversight. Today that exemption creates a negative impact on air safety, and the whole issue should be objectively reexamined by qualified engineers. [...] |
#254
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Scared of mid-airs
"Larry Dighera" wrote in message ... With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500' AGL? Why not just fly over top of the proposed MTR restricted airspace? If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? That contacting ATC doesn't mean you'll be cleared to enter a Restricted Area. Isn't joint-use under VFR more practical? Joint use of MTR airspace causes a hazard to air navigation because of the high speeds involved. Practicality is trumped by air safety in my mind. Is it not in yours? Of course, military high-speed, low-level MTR operations outside the Restricted airspace bounds would be prohibited. So if a MTR run impaled a civil aircraft outside of R airspace, there would be no ambiguity about who was responsible (and don't give me that see-and-avoid weasel clause; it's absurdly unrealistic at the speeds involved). How much time do you have driving an airplane at 300 knots or more? I've got about 4000 hours of tactical jet operation and never seemed to find it too difficult to see-and-avoid other aircraft. Would you characterize yourself as typical of the skill level attained by the majority of military fighter pilots? Let's also note something regarding your favorite 250 knot restriction below 10M'. For a period of time (long ago, galaxy far, far away), I operated an aircraft that flew final approach at typical landing weight at 205 KIAS. That was landing configuration with gear and flaps down. In clean configuration, 350 knots was generally the minimum maneuverable speed. At 250 knots clean, my agile fighter suddenly became a shuddering block of non-aerodynamic technology with little more G available than your Cessna 172. Not practical. Today, aircraft operate comfortably at lower speeds, but still need operational flexibility and therefore the exemption of the 250 knot restriction remains necessary. I don't recall having said the exemption isn't necessary. My objection is to the _hazard_ operating in excess of the speed limit the National Airspace System designers chose while creating the system. If you think the 250 knot limit below 10,000' is unwarranted, perhaps your credentials are superior to those who designed the system. Doubtful. Let's do a little analysis. VFR minimum visibility: 3 statute miles = 15,480' 250 knots: 417' per second Time to impact at 250 knots closing: 37 seconds (3 statute miles) These times do not take into consideration the speed of BOTH aircraft, and more importantly, they do not allow for the time it takes to recognize the threat, decide to maneuver out of the path, and the time it takes for the aircraft to respond and actually finish clearing the path. More likely, the exemption was issued as a necessary expedient at a time when the sky was much bigger (if you know what I mean), and there was less oversight. Today that exemption creates a negative impact on air safety, and the whole issue should be objectively reexamined by qualified engineers. [...] |
#255
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Scared of mid-airs
With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500'
AGL? Why not just fly over top of the proposed MTR restricted airspace? There may be overlying SUA, or overlying clouds, or GL may already be pretty high up. If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I've attempted that, and also contacting the FSS as printed on the charts themselves, and often the putative controlling agency doesn't know whether it's hot or not. Jose -- The monkey turns the crank and thinks he's making the music. for Email, make the obvious change in the address. |
#256
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Scared of mid-airs
On Thu, 03 Aug 2006 15:28:47 GMT, Larry Dighera
wrote: On Tue, 01 Aug 2006 15:25:29 GMT, Ed Rasimus wrote in :: OK, your homework for this week is to pick a major USAF tactical base. You seem familiar with MacDill, but you could use Langley, Luke, Nellis, Seymour-Johnson or similar. Now, draw up a minimum of four low level MTRs, each a minimum of 300 miles in length. Be sure that entry and exit points are close enough to base of origin for local operations during a typical 90 minute flight. Have at least two of the routes terminate on a weapons range. Consider the routes restricted airspace. Now, how does your GA traffic go anywhere? You have effectively created boxes that don't allow anyone else to use the airspace. With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500' AGL? Why not just fly over top of the proposed MTR restricted airspace? If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? You've added a factor not previously in evidence. If you draw the MTR with those altitude specs, then you MAY be able to create routes that would be meet training requirements and allow for reasonably unhindered GA traffic. You're overlooking the fact that ATC doesn't usually have coverage at those altitudes in areas typically employed for MTRs. They won't be able to offer you the desired "no responsibility on the part of the GA pilot" guarantee of no threat because they can't see traffic at those altitudes. Additionally, training maneuvers on an MTR may require formation repositioning, simulated evasive maneuvers, simulated armed reconnaisance maneuvering and even simulated weapons delivery maneuvers and re-attacks. Those requirements could seriously mitigate your ability to create 500-1500' AGL corridors. Isn't joint-use under VFR more practical? Joint use of MTR airspace causes a hazard to air navigation because of the high speeds involved. Practicality is trumped by air safety in my mind. Is it not in yours? If you ask that last sentence question, you must not have been paying attention throught the last 120 messages here. The (relatively) high speeds involved are not the problem you continually try to make them. How much time do you have driving an airplane at 300 knots or more? I've got about 4000 hours of tactical jet operation and never seemed to find it too difficult to see-and-avoid other aircraft. Would you characterize yourself as typical of the skill level attained by the majority of military fighter pilots? You demonstrate here that you actually don't know many military fighter pilots (BTW, there is no other kind--all fighter pilots are military). Show me a fighter pilot who does not contend that his personal skill level is above the average and I'll show you a pilot who will lose tomorrow. My skill level was generally above the majority. But the training level I required of those who were my students, those in my squadron and those in my flights was more than adequate to do the job safely. Let's also note something regarding your favorite 250 knot restriction below 10M'. For a period of time (long ago, galaxy far, far away), I operated an aircraft that flew final approach at typical landing weight at 205 KIAS. That was landing configuration with gear and flaps down. In clean configuration, 350 knots was generally the minimum maneuverable speed. At 250 knots clean, my agile fighter suddenly became a shuddering block of non-aerodynamic technology with little more G available than your Cessna 172. Not practical. Today, aircraft operate comfortably at lower speeds, but still need operational flexibility and therefore the exemption of the 250 knot restriction remains necessary. I don't recall having said the exemption isn't necessary. My objection is to the _hazard_ operating in excess of the speed limit the National Airspace System designers chose while creating the system. If you think the 250 knot limit below 10,000' is unwarranted, perhaps your credentials are superior to those who designed the system. Doubtful. My credentials may be different than theirs. But, they recognized the operational and aerodyamic necessity of the exception as well as I do. You are apparently the only one who does not recognize that some high performance tactical aircraft require that exemption to operate safely. 'Tis you Moriarty, not I. Let's do a little analysis. VFR minimum visibility: 3 statute miles = 15,480' 250 knots: 417' per second Time to impact at 250 knots closing: 37 seconds (3 statute miles) OK, hold your breath for 37 seconds. It's an incredibly long time. These times do not take into consideration the speed of BOTH aircraft, and more importantly, they do not allow for the time it takes to recognize the threat, decide to maneuver out of the path, and the time it takes for the aircraft to respond and actually finish clearing the path. Three seconds? Maybe five if you can't make a decision quickly. More likely, the exemption was issued as a necessary expedient at a time when the sky was much bigger (if you know what I mean), and there was less oversight. Today that exemption creates a negative impact on air safety, and the whole issue should be objectively reexamined by qualified engineers. Not engineers you twit. Operators! Ed Rasimus Fighter Pilot (USAF-Ret) "When Thunder Rolled" www.thunderchief.org www.thundertales.blogspot.com |
#257
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Scared of mid-airs
then the pilot would do what he always does to enter R
airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? That contacting ATC doesn't mean you'll be cleared to enter a Restricted Area. I think there's the implication that one might be able to obtain permssion to do so via ATC (and if not, one stays away). Jose -- The monkey turns the crank and thinks he's making the music. for Email, make the obvious change in the address. |
#258
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Scared of mid-airs
On Thu, 03 Aug 2006 15:59:33 GMT, "Steven P. McNicoll"
wrote in . net: "Larry Dighera" wrote in message .. . With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500' AGL? Why not just fly over top of the proposed MTR restricted airspace? If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? That contacting ATC doesn't mean you'll be cleared to enter a Restricted Area. True. Wouldn't you presume, that any denial of access into R airspace would be predicated on the fact that there is training activity occurring with in that R airspace (it's hot)? If so, it probably wouldn't be a good idea to enter that MTR at that time even if it remained joint use. Right? |
#259
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Scared of mid-airs
OK, hold your breath for 37 seconds. It's an incredibly long time.
It's a lot of sky to scan. And if nose to nose, you only have 19 seconds. Jose -- The monkey turns the crank and thinks he's making the music. for Email, make the obvious change in the address. |
#260
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Scared of mid-airs
On Thu, 03 Aug 2006 16:02:22 GMT, Jose
wrote in : then the pilot would do what he always does to enter R airspace: Contact ATC. I've attempted that, and also contacting the FSS as printed on the charts themselves, and often the putative controlling agency doesn't know whether it's hot or not. That is true. Why do you suppose that occurs? Do you think ATC is so disorganized, that they can't find the military activity information, or do you think the military has provided ambiguous information, what? It would seem, that given the system in place for activating and deactivating Restricted airspace, there should be a concrete answer available at all times. |
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