Wag the wings and light the lights. It's been a few years but i recall siting other aircraft against the city being a challenge. How do they do it at Oshkosh?
Gary
My point exactly about ADSB and GPS's and anything else you look down to fiddle with. Over the boat hull and over Point Mac is not the place to be looking anywhere but outside.
Once you get past there things open up some.
And yes, this summer seems to be a bad year for flying at whatever altitude you want. Few ask for deviations but most don't.
Part 93.51 is written specifically for this airspace and it's not adhered to well. (I didn't look it up but pretty sure it's .51)
My 2 cents says that will be changing and controllers will be issuing more altitude advisories.
Inbound for the water or the strip, when you enter the north edge of Lake Hood segment until mid channel your supposed to be below 1200 or above 2000. The 185 on floats was quickly approaching the shoreline and if he was at 1475 he either needed to go higher or get down. But then the whole ADSB altitude reporting is suspect if it really does show 450 after landing.
I can tell you a very scary first person story of "the traffic has me in sight" over downtown Los Angeles while flying a B-757. I still shake when I think about it 30 years later. I could see in his cockpit window, there was no head looking at me. Always remember when you hear someone else has you in sight DO NOT BELIEVE HIM. They all say that while continuing to look at their fancy avionics.When I queried the tower about the near miss I was told that the traffic had me in sight. No correction to departing traffic; no education process.
It's just a matter of time.
Look folks, I’ve said for decades that Anchorage has some of the most complex airspace in North America. If you’re going to operate there, you need to familiarize yourself with ALL the rules and procedures, NOT “just avoid the Class C airspace and you’ll be okay”.
Then you need to follow the guidance, use ALL the “tools”, like ATC advisories, ADS-B, AND your eyeballs.
And finally, be paranoid! Do not just cruise in there. It’s pretty easy to get casual, but that airspace is not the place for casual.
MTV
Johnny, I understand your message. I would like to point out there are also individuals who pretend to fly by "the rules of the road", they talk the talk, yet somehow they always seem to present the picture that they truly believe those "rules of the road" are for the other guy. I've known people like this. You can talk to them with a nice polite helpful friendly attitude. They will acknowledge what you have explained, then ............................ they go right back out there operating with their old me me me procedures. These people are not trainable by anyone.There needs to be an education process for folks that are not playing by the right rules, such as issuing/reminding altitudes for each Hood clearance from the tower and, in more cases, issuing violations. Think I'll call the FSDO today.
Who are you admonishing? Cuz I'm fairly certain the violating pilots aren't reading this!
All of the tools you mention were in play, but sometimes a change-up is thrown at us like an unpredicted and errant climb and turn of a tracked aircraft into one's path. Within the space of a few seconds the other plane's "normal" trajectory that I was both tracking on ADS-B and looking for with the peepers changed to a dangerous one, putting it directly in my path. The radio channel was so congested that day (as it frequently is...) that hailing was impossible and it was up to me to break the chain. After the fact call to the tower, as I reported, was less than satisfying.
There needs to be an education process for folks that are not playing by the right rules, such as issuing/reminding altitudes for each Hood clearance from the tower and, in more cases, issuing violations. Think I'll call the FSDO today.
Different matter but I've seen lots of IFR traffic and a few accident histories reported by ADS-B on Flightrader24 to be off expected altitudes. They provide a GPS Altitude which is sometimes different than what FT24 calls Calibrated Altitude. Needs further explanation.
There are the regs, the altitude assignments, reporting locations etc all around Anchorage.
Some guys are good, some are not so good. Some know the rules but don't care.
The reality is, flying in and out of Anchorage is sometimes a goat rope.
Look outside, see and avoid just like Johnny did. He saw, he avoided. Complain if you want.
It's Alaska. If we were all law abiding, rule following citizens a percentage of the state wouldn't be here.
How many remember 30-40 years ago when the Feds would ramp check at Talkeenta
About 1/2 the guys there didn't have licenses.
Really, traffic is down at Lake Hood from the height in the late 70's. Radios are better. Transponders are better. GPS replaced Lorans. ADSB came along and yet things seem worse.
When we had little, and you navigated with ADF tuned to 750 AM coming into Anchorage in the crap and looking out the window we all seemed to do better.
There are the regs, the altitude assignments, reporting locations etc all around Anchorage.
Some guys are good, some are not so good. Some know the rules but don't care.
The reality is, flying in and out of Anchorage is sometimes a goat rope.
Look outside, see and avoid just like Johnny did. He saw, he avoided. Complain if you want.
It's Alaska. If we were all law abiding, rule following citizens a percentage of the state wouldn't be here.
How many remember 30-40 years ago when the Feds would ramp check at Talkeenta
About 1/2 the guys there didn't have licenses.
Really, traffic is down at Lake Hood from the height in the late 70's. Radios are better. Transponders are better. GPS replaced Lorans. ADSB came along and yet things seem worse.
When we had little, and you navigated with ADF tuned to 750 AM coming into Anchorage in the crap and looking out the window we all seemed to do better.
93.61 General rules: Lake Hood segment. (a) No person may operate an aircraft at an altitude between 1,200 feet MSL and 2,000 feet MSL in that portion of this segment lying north of the midchannel of Knik Arm.
Where did 2200 come in? Not in the FAR.
I bet I am not the only one here who has been going in and out before part 93 came into being. At the time we got lessons and updates and read the FAR so we could get through the biennial flight reviews.
It's seldom after 30+ years of going in and out of a location that you read the supplements anymore. We might buy them and have them in the plane but seldom open them unless we go somewhere unfamiliar. I know lots of guys around the lake who have supplements that are years old.
What was is, 2001 or so when Part 93 got added in?
So knowing the FAR general rules will put me in conflict with other traffic. Great. I guess I will read the supplement nightly now.
Thanks for pointing it out.