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Another thing. Approach gave traffic on the Citation (FTH) that he was supposed to follow. He never followed him and they never went over him. Waste of a traffic call. Should’ve given traffic on EJA. And stop adding “flight” to the callsign! Ugh, my pet peeve.

Watching other airshow performers do the lomcevak, sure seems like they had more energy on the way up and more altitude. He really only had enough altitude for one tumble and that was it.

Problem is the terrain. Odds are they aren’t going to be in comms / radar for ATC. Just gotta point the nose skyward and execute IIMC procedures. @35 AoA would know but they could’ve been on a composite flight plan. DoD uses them a lot. Depart IFR, cancel and run the route, then they’ve got an...

Aviation Safety Action Program

Yep. Should’ve never approved that unrestricted altitude nonsense with EJA right in front of him. Maybe it’s buried in comms but I never heard a traffic call on EJA either. The problem with the C and the overhead is 500 ft vert sep (unless visual) with VFR vs IFR. That’s going to be hard to do...

The overhead can be a wonderful tool to get traffic into the pattern. But, if ATC doesn’t understand the request, it can be a safety hazard.

Well I’d file an ASRS but I seriously doubt you’ll hear about it. MSAW alerts go off all the time. Unless you loss sep with another aircraft, odds of ATC reviewing this would be slim.

Well It goes back controllers wanting VFRs up their freq for FF. They want that because they because they want to restrict what the VFR does to make life easier. In this case, you can bet they wanted the C182 up the freq to either vector him clear of the corridor, or restricted him to a lower...

Correct, but if he would’ve kept him at 2,500 and extended him slightly, would’ve been no factor. He was basically playing chicken with the VFR by descending AAL to 2,000. I used to do that as a student on approach. I remember descending a flight of 4 F-18s to the same altitude (2,500 ft) of a...

Well, I was hoping for an ejection but knew the odds were slim. Nickel on the Grass. https://www.yahoo.com/news/2-navy-aviators-found-dead-191554176.html

The comms and the positions on this vid are different than the Flightradar one. All he had to do is keep AAL at 2,500 and extend him another mile. Then when the **** hit the fan, get ASH out to the east and put the second AAL in front of them. Just was trying to cut it too close working around...

Even though the .65 talks of an IFR delay and the old saying of “one in and one out” that’s not necessarily the case. If ATC can provide the required sep (IFR v SVFR), then there might not be a delay.

I think a tricky part of flying those routes must be weather planning. They span great distances, sometimes into several states and they require VFR; 3000/5. Trying to plan for that type of weather and in the mountains is a lot of guesswork. Especially at the speeds they travel. I’ve got a route...

https://taskandpurpose.com/news/special-forces-rescue-crash-rainier/

They’ve been active out here recently. Several bird strikes reported in our program. I’ve hit two in the last month. Both at night.

Some of this was probably around 200 agl. Thought I heard a rumor back in the day an A-6 went under a popular bridge along the route.

Yeah they seem a little tricky on landing. Seemed to lose lift quickly. I’d go with a two point.

@35 AoA you good? Navy aircraft crashes near Mount Rainier. Two crew members onboard reported missing https://www.yahoo.com/news/navy-aircraft-crashes-near-mount-151752132.html

Doesn’t exist. Also doesn’t mean he’s increasing his workload. If there’s no IFRs that are a factor, then it’s a simple clearance. Most likely has to coordinate with approach but that takes all of 5 secs. And as I stated, I would assume the OP would know this COULD be very inconvenient for all...

I’m referring to his SVFR clearance. “N1234, cleared to enter the Podunk Class D surface area from the south, maintain SVFR at or below 1,500 (500 ft below IFR traffic).”