Rien ne va plus!
I don't have to look back through the log books to remember where and when three similar events took place; they were experiences not easily forgotten. All, thankfully outside controlled airspace, but of serious concern at the time. Short final – 300' AGL the last; the 'other' aircraft taxied at a fast clip, entered the runway and got rolling. Trouble was the flight paths; - me going around; the other climbing away – under my track - kept the other 'under' my line of sight; with no idea of the other's departure track. High ground to the right; the other – turning left/ right/ straight ahead? Who knew – so, a small step to the right, then straight ahead and fingers crossed; all this with no radio contact. Bloody dangerous game to play.
I mention it only because the situation described at Sydney is at least three times more dangerous than my episode. The stakes incredibly high. The time was 17:47 LMT; there would be 'traffic' within the zone, probably a fair bit of it. Tower calls for overshoot ; which is fine – provided the escape path keeps the aircraft clear of 'other' traffic – threading the needle in a busy terminal area; with 300 knot closing speeds; better than 1500 fpm climb, with one coming up from underneath; definitely not a game for the feint of heart.
How long can 'luck' and reliance on remote possibility mathematics last? How much longer can ASA rely on weasel word escape clauses, statistics and dumb luck? Using Estimates records from a decade ago to the last 'session' as a reliable guide, it is crystal clear that the 'problems' within the ASA have been steadily increasing but have not been addressed, not in any meaningful way. The production of 'get-out-of-jail' cards has increased; but the coal face problems remain unattended. A major mid-air event may well remain a remote possibility; but perhaps not quite as remote as imagined. The string of events this last couple of years alone should serve as a clear warning.– Best bet – sort it out, now rather than after another event where luck and circumstance prevented a serious event – one that could not possibly be defined as an 'accident'.
Toot – toot...
I don't have to look back through the log books to remember where and when three similar events took place; they were experiences not easily forgotten. All, thankfully outside controlled airspace, but of serious concern at the time. Short final – 300' AGL the last; the 'other' aircraft taxied at a fast clip, entered the runway and got rolling. Trouble was the flight paths; - me going around; the other climbing away – under my track - kept the other 'under' my line of sight; with no idea of the other's departure track. High ground to the right; the other – turning left/ right/ straight ahead? Who knew – so, a small step to the right, then straight ahead and fingers crossed; all this with no radio contact. Bloody dangerous game to play.
I mention it only because the situation described at Sydney is at least three times more dangerous than my episode. The stakes incredibly high. The time was 17:47 LMT; there would be 'traffic' within the zone, probably a fair bit of it. Tower calls for overshoot ; which is fine – provided the escape path keeps the aircraft clear of 'other' traffic – threading the needle in a busy terminal area; with 300 knot closing speeds; better than 1500 fpm climb, with one coming up from underneath; definitely not a game for the feint of heart.
How long can 'luck' and reliance on remote possibility mathematics last? How much longer can ASA rely on weasel word escape clauses, statistics and dumb luck? Using Estimates records from a decade ago to the last 'session' as a reliable guide, it is crystal clear that the 'problems' within the ASA have been steadily increasing but have not been addressed, not in any meaningful way. The production of 'get-out-of-jail' cards has increased; but the coal face problems remain unattended. A major mid-air event may well remain a remote possibility; but perhaps not quite as remote as imagined. The string of events this last couple of years alone should serve as a clear warning.– Best bet – sort it out, now rather than after another event where luck and circumstance prevented a serious event – one that could not possibly be defined as an 'accident'.
Toot – toot...