Garfly

Yes, I mean it as the obverse of 'nothing succeeds like success'. You feel you're failing in something - which you might normally be able to easily correct - but the fog of failure disables your problem solving ability. Just another way of saying 'panic sets in', I guess.

Yeah, I think that 'stress-hormone' explanation is well illustrated is this video I've just seen of a bounced landing of a Citation in Oklahoma. The YT vid includes the pilot's own written narrative of what happened and he explains it in very similar terms. It also shows that it's not just us low-time pilots who face it; it's anyone who finds themselves suddenly outside their zone of feeling 'in control'. Once you slip into the 'yellow zone', as this pilot calls it, things tend towards red - because, after all, nothing fails like failure. https://www.youtube.com/watch?v=1C5QqAhYL50

On the other hand, the whole world got behind the Thai soccer lads in the cave. (Heck, even Elon wanted to help by having SpaceX design a rescue-sub, before he was (appropriately) told to butt out.) And this paper from the European Parliament puts a bit of meat on the bone regarding the Mediterranean tragedies. EPRS_BRI(2022)733712_EN.pdf

Thanks for keeping us up to date on this KR (and on PPRUNE) (under these circumstances there's not much point in the RAAus hoi polloi upgrading to a proper transponder) https://www.pprune.org/australia-new-zealand-pacific/653454-ml-fir-tiba-30-june-2023-a.html ML FIR TIBA 30 June 2023 - PPRuNe Forums WWW.PPRUNE.ORG Australia, New Zealand & the Pacific - ML FIR TIBA 30 June 2023 - And YMMM as well. C1097/23 TEMPO RESTRICTED AREA ACT IN CTA CLASS E AIRSPACE. ATS IN THE YMMM FIR SUBJECT TO...

We are so old!!!

But I guess the worst part is that you straddle the centre-line! ;- )

They can't be persuaded to at least go for Electronic Conspicuity (SE2) at $500 a pop (subsidised)?

Yeah, a busy circuit is more akin to city motor traffic conditions than any chunk of big-sky. Everyone is, by design, on the same level, which is both good and bad. (Visibility is often less reliable in the air.) TCAS doesn't apply either. It'd be screaming spurious Resolution Advisories at you constantly. Some kind of ADSB CDTI (Cockpit Display of Traffic Information) doesn't need to be cluttered to show you any converging threats. And contrary to the straw-man objections you don't need to be staring at it any more than you stare into your mirrors on the road. In Glen's case a mere glance would have picked up that other aircraft on a wide circuit - if only it had been equipped. (After all, he was expecting it to be ahead of him but already on base. Your MkI eyeball can't 'look' at the whole scene like a CDTI can.)

My takeaway from Glen's story was that the old MkI Ball needs EVERY BIT of help it can get, when it comes to avoiding midairs. Which is what the safety authorities have been on about for yonks; most recently by way of urging (subsidising) voluntary VFR ADSB uptake. And, yes, luck is in large part self-made. (Though, in these cases, universal uptake would be the greatest luck of all.)

"What happened to Jim Tweto? Possible explanation." Video about everyday performance issues faced by Alaskan bush pilots: https://www.youtube.com/watch?v=dF0JFm3Z38M https://www.youtube.com/watch?v=SROxT8jX2P0

Yeah, well, I'm full of curiosity as to the colour of my BRS. Will I ever see it!? Imagine buying a $9000 dollar item and never getting to post an unboxing video on YouTube.

If hearsay carries any weight at all, I did speak to a guy who spoke to a guy in Germany who services and disposes of them. He said that he said that he's never had one yet that failed when the handle was pulled - even many years out of date. Both rocket and 'chute. So ... for what it's worth. It gave me a little comfort. But, in any case, as has been discussed here before, anyone who has one might be better off firing it off sooner rather than later, when pressed by fate. (Maybe after a bit of manoeuvring towards some nice-ish looking drop zone.) If you pull early and it's a total fizzer, you could still have time to set up a conventional forced arrival. Also, pulling and being done with it, means you're no longer carrying dangerous cargo and you have time to call mother. And explain to your erstwhile friend beside you that ... well, these things happen. What's the point of being the hero who gets it into the football field in the conventional manner but then shoots the sheriff who comes to help. ;- )

She was a CFI ... so maybe she just wanted a realistic demo vid. ;- )

And yet, it seems he was an experienced company test pilot.

This time an AOPA video with CFI Alyssa Cobb:

This is an interesting case in point. We get to ride along as the pilot talks herself through the final 10 minutes of the flight; her dawning realisation that given the J4 engine's poor performance (turns out to be a stuck-valve) she's not gonna make it to the nearest airstrip.

I think I've seen some consumer emergency start packs designed to plug into a car's cigar lighter socket. That seems a bit dodgy, no?

This wasn't you, was it Spacey?

True! But then, if you're in a spin (or you have a lot of friends) you might have your work cut out: https://www.youtube.com/watch?v=FTJEnUr-jFU In which case, it might be back to the BRS idea ;- )

Saying 'Seeya!' to your pax [and erstwhile friend] might be an awkward moment. ;- )

Yeah, that's what I thought. That email exchange was not about whether a SkyEcho2 was a substitute for a TSO'd transponder, per se. Clearly not the case. It was about trying to get clarity on the meaning of the following limited exception: AC 91-23 v1.0 "Apart from an integrated TABS device able to substitute for a transponder in Class E & G airspace Thus the issue came down to the definition of "integrated TABS devices" and it turns out that I had misread part of the CASA docs in that regard. That is what Matt from RAAus corrected me on. But even in that exchange we did canvass the related issue of whether IFR cockpits had to have ADSB-IN CDTI (cockpit display of traffic information) which, I believe, they (still) don't and whether ATC filters out EC devices, which, I gather, they don't anymore, necessarily. Those are what seemed to be the sticking points for ECs in E, rather than any perceived inadequacy of the SE2 to do its job as advertised. However, I thought maybe things had moved on when you were suggesting that a SE2 might be okay as a 'tail-light' in Class E. (I think I might have missed your drift ;- ) Anyway, seems we all agree that the great unwashed need to stay well clear of the upper E classes unless carrying a transponder that will definitely trigger TCAS and definitely be seen by ATC. At least until ADSB-IN CDTI is mandated for all IFR flights (as is already the case for ADSB-OUT).

Who is saying "I read Somewhere"? But for sure, anyone who does fly with a BRS has had to think through that question: under which circumstances would I pull? (And that includes all ultralight pilots in countries where BRS is mandated). Nobody is not accepting that a pilot must make the decision based on a multiple contingencies. Not even Cirrus. Nobody is saying that the particular facts of this incident, on their face, invalidate anyone's pre-existing position regarding airframe parachutes, in general. This is sounding like deja vu all over again.

You seem determined, Skip, to steer clear of any suggestion that one of the morals of this story might be "If you've got one, it might be better to use it". There's nothing in the story that suggests that if you don't have one, and you could have one, that you should have one.