METO Guido

JohnBurke

Clearly not an English major. Possibly not a native speaker. Ghetto?

You're not approaching with questions. More like you're talking out of your depth about things you don't have the experience to know or do, and advocating actions and taking view points that clearly don't represent best practice, or even common sense. You invoked straw man, and yet you tap dance in fallacy. You're the patient, and you're attempting to educate the surgeon, not do any learning, and you're certainly not asking questions. Moreover, whereas you've had multiple surgeons write you prescriptions with good counsel, you're quick to tell the world that's not how it's done. You're the patient who self-diagnoses on the internet, then tells the doctor what to think and say.

Don't lend what you don't have.


The fact is that aircraft can be hard to spot, some more than others. The F-16 from certain aspects, very difficult, especially until the last moments with high closing speeds. ATC doesn't have responsibility for separating VFR traffic, and the responsibility to separate is for IFR traffic. IFR or VFR, pilot responsibility is based on seeing and avoiding, in staying vigilant, following regulation and practice that includes ATC direction, hemispheric rules, correct speeds, proper scan, etc. We maneuver to avoid what we know is there, not what we're told is generally in the vicinity. "Altitude unknown" isn't particularly helpful when determining a climb or descent. When altitude is known an a trend established, a climb or descent is often much safer than a turn left or right. Wild maneuvering when we have nothing but vague information is dangerous and unwise. It doesn't hurt to ask for direction or input. Not everyone is looking out every second of the flight, and the cockpit offers increasing distractions. Don't assume the other guy sees you. Don't assume he doesn't.

I've had two TCAS RA's in busy airspace, northeast corridor, while flying large aircraft, under ATC control, and in each case, had it not been for the TCAS, we would not have seen each other. Action was taken based on the TCAS resolution and it worked.

I have spent a lot of time in fairly congested airspace with maneuvering VFR traffic close to terrain in low visibility. I continue to do so. Mishaps occur under those conditions when people freelance or fail to follow procedure. Taking evasive action for aircraft one can't see would fall squarely in that camp.