In '71 I was east bound at 9500' over the Meteor crator in AZ and encountered an F4 going the opposite way all I saw was a spot comming fast and then he was gone. I reported the incident and about 3 months later I got a letter of apology from a "Wing Commander @ El Toro MCAS. They grounded the dude for 6 months for flying at speeds allowed at the flight level and flying at the wrong altitude for the direction of travel.
I am sure he had ne on his radar but it sure scared the hell out of me. He was probably practicing an interecept or something stupid like that. Ah the wild western skies. Don ------------------------------------------------------------------------ jscott.pi...@juno.com wrote: > Actually, it generates some healthy discussion as well as the usual net > hoopla. > > One thing worth mentioning is that Mark said his Transponder was out for > repairs. If he would have had a functioning transponder, he would > probably have never seen the Grumman as the Grumman would have seen him > on TCAS and would have deviated to avoid him. Additionally, the Grumman > was probably on an IFR flight plan and would have been advised by center > to deviate for traffic. > > I have met a C-210 head on at 11,500 while enroute from Phoenix to Los > Alamos. From the time from when you see him until he is past you with a > head on closing speed of 300+ knots is only a second or two. Very little > time to react. It's a good reason to have a transponder and maybe use > flight following if you're up high where you can mix it up with the big > boys. Sometimes the big sky isn't quite big enough. > > Jeff Scott > N1213W > > > On Mon, 7 Aug 2006 19:58:36 -0500 "Mark Langford" <n5...@hiwaay.net> > writes: > > > Maybe I should have pointed out that I was flying at 9500' for most > > of the > > trip, in widely scattered clouds. 9500' was a "proper" atltitude > > given my > > heading, which was about 2 degrees off from straight north. At one > > point > > there was a rather large cloud in front of me, so in order to meet > > FAA > > minimum cloud clearance, I climbed as high as I could without > > breaking the > > 10,000' limit, since I had no transponder at the time. I usually > > make a > > habit of flying at either 9500' or 10,500', but lately my > > transponder's been > > in the shop so I have to use 8500' and 9500'. I climbed to 9999' > > (I was > > really kidding about that, but I climbed somewhat over 9500 feet to > > put some > > distance between me and the cloud, since at that time of day they > > tend to be > > rising). I believe it's allowed to deviate from the odd 500' rule > > if > > climbing or decending, which is what I was doing at the time. > > > > At times I mention "buzzing" something like my friend's house or my > > own > > house. These are not below 500' AGL, as I do live in a sparsely > > populated > > area. I guess I need to tone down or eliminate the "pilot reports", > > because > > they only seem to generate a whole bunch of hoopla that has nothing > > to do > > with either KRs or CorvAircraft, so consider it the end of such > > comments > > from me... > > > > Mark Langford, Harvest, AL > > see homebuilt airplane at http://www.N56ML.com > > email to N56ML "at" hiwaay.net > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
