Hello all,

 

I'm using Radar Contact 4.3 with Fs2004. I also run AISmooth 1.11. I was making a 6+ hour flight from MMLP to KTPH with Beechcraft Bonanza F33 via low altitude airways, altitude 9000. When approaching KTPH, Radar Contact didn't order to contact Approach or Tower, just gave NOTAMS warning, and ordered to descend to 6900, and tell when I have visual contact with the airfield. They day was nice, airfield was in view, so I requested visual approach. RC cleared it, and said that I can cancel IFR in the air or on the ground, leaving but few options - wind check and request IAP approach.

 

And then suddenly, when I looked out my left window, I saw a nice beautiful Beechcraft Baron 58 coming RIGHT AT ME, filling half of the window (guess that was less than 100 feet). I was like "shiiiiii....", instinctively hammered Z to disengage autopilot, and pushed yoke WAY down, in a matter of seconds. G forces made FsPassengers scream, and Baron cleared me by a wing-length (I also hurried to switch to external view to see what happens).

 

Now that's what I call a near miss. If I looked out my left window 2 seconds later, I wouldn't have time to react, and 6 hour trip (no time acceleration) would end in... well, disaster, so to speak.

 

Now I'm astonished that RC issued traffic warnings before, when other planes were like 10nm away, on different altitude, on non-crossing heading, but failed to even mention the Baron coming right at me.

 

How could this happen? Does RC do not give any traffic alerts after issuing approach information?

 

I know RC can't control FS AI (that's what AISmooth should have done... but didn't for some reason), but it could have alerted me! Since when GA aircraft are supposed to have TCAS...

Update AI Smooth to version 1.2. It is in the FSX Utility lib here but also runs on FS9. It now comes with a manual.

 

In AI Smooth settings, you can turn on Respond To User Aircraft.

 

In FS9 the default KTPH has no approach listing. It is pilot self controlled CTAF/Unicom 123.0 which RC does not use. There is no local control. In the real world Nellis APR is used but probably only to maybe 30 nm for the field depending on radar terrain limitations.

 

What RC did is have center set you up for a pattern visual entry. Without a localizer/ILS on the runways, as is this case, RC sets you up for the pattern taking you down to pattern altitude. Therefore once this close 6900 for a field elevation of 5430 would be at about 2.5 miles from the runways. Here is a link to current charts for KTPF:

 

http://flightaware.com/resources/airport/KTPH/ALL/all/pdf

 

The circling altitude is 6100 in IFR but is good enough to keep the runways in site. RC is using 6900 for the a pattern altitude in this case. Check the VOR approach chart for pattern altitudes and minimums.

 

Without local control there is no traffic surveillance since you are out of center radar range that low.

I see. Since KPTH has VOR and GPS approaches, I guess it is legal to fly in IFR conditions. It there was a low visibility, and pilot couldn't see other aircraft, who would be responsible, if not RC, for traffic conflicts?

When center clears you for such an approach including visual pilots are responsible to observe each other. Now, in such a clearance, you "own the airfield area" and other traffic (in IFR conditions) is to hold somewhere until the aircraft has landed.

 

At any time in visual conditions pilots are responsible to observe conflicts. If a tower is present than both the controller and pilots are responsible for separation.

 

I was in a real world situation where I was coming in to a controlled regional airport in VFR conditions and cleared into the VFR traffic pattern. I was number two for landing (full stop) and in a Beechcraft Sport, much like a Piper Cherokee PA28-140. #1 was a Cessna 152 for a touch and go. I flew base at minimum speed and turning final was gaining on the Cessna so I started S-turns. No comm from the tower. The Cessna decided to do a full stop and even so did not roll onto an exit taxiway. No comm from tower. On my own I initiated a go around on runway heading flying over the Cessna Then started to call tower when they initiated a call prefaced by a thank you and to remain in the pattern.

 

Legally, when wheels are off the ground the primary responsibility is the pilots where any visibility exists.

 

While RC4 does not support this, at uncontrolled fields pilots should give position reports on the CTAF/Unicom frequency for shared traffic control. This happens a couple of miles before entering the pattern specifying current location, intended runway and intentions (touch and go or full stop) and what pattern leg you are going to merge in, then again on entering the each leg and then on final with intentions.

 

In IFR conditions, it is expected at uncontrolled fields that aircraft will monitor center. If the controller gives a "cleared for the approach radar service terminated" you navigate on your own following the published procedure and leave the center frequency and announce on CTAF\Unicom you will be coming in IFR and what procedure you are using and then follow through with position reports. Again, the position reporting is not in RC4.

 

Hopefully AI Smooth 1.2 will make ai behave.

 

In FS supposedly airports not rated for IFR will not let ai enter if visibility is less than three miles. In FS I believe a localizer must be present to be rated IFR. I don't think VOR approaches count.

Main problem here is that it was a Near Hit not a Near Miss. George Carlin. LOL! Sorry, cheap, but funny!