On Aug 24, 10:14*am, BeechSundowner wrote:
On Aug 24, 8:21*am, a wrote:

*As for collision avoidance, I'm the guy who tends to fly assigned
altitude less 50 feet to provide some automatic margin, but I have
never had to abruptly alter course to avoid another airplane in the in-
route environment.

exact science. *How would this 50 foot protect you?
Since 75 feet + or - of error is allowed, wouldn't flying 100 feet
below assigned altitude be a better "automatic margin"?

How would this 50 foot protect you?
Since 75 feet + or - of error is allowed, wouldn't flying 100 feet
below assigned altitude be a better "automatic margin"?


I think not. The average pilot may very well have set autopilot to
his altitude, if you assume the average error is zero with excursions
to the tolerances, you can model that my lower altitude is probably 30
or 40% safer and still leaves some margins. That I fly a low wing also
gives me greater visibility toward where possible traffic may be.
Having said that, it probably doesn't much matter, it's one of those
30 or 40% less than an already small number issues. I have never had
to change altitude ON MY OWN to avoid traffic. On many occasions I
have had center issue altitutude changes to avoid possible conflict.
For what it's worth I consider XC flight at less than 3000 agl
something to be mostly avoided, and nearly always am IFR on XC.

DIfferent strokes and differences of opinion keep things interesting.
You posted something that evoked some discussion, good on you. I'm
still suspect of 80 degree banking in a utility class airplane, but
it's hardly worth spending more bytes on, is it?

But it might be generally instructive to see some safety pilot
monitored under-the-hood spin recoveries since your airplane is
certified for spins. I don't think my spin recoveries in high wing
aerobatic airplanes have much application in solving that problem in a
Mooney -- even 25 degree nose at 100 knts dirty equals speeds not good
for flaps or gear in the blink of an eye.