Moving the head sideways is not enough. Relative motion between two approaching aircraft can be zero if altitude and angle are constant. Only moving the head forward and back will create the required relative motion for visual detection. This is sometimes called the 'Instructor rock". Use the horizon to determine relative altitudes of pilots and obstacles to your altitude.

When copying the ATIS or referring to a sectional, you should hold it up in the cockpit so that you give your peripheral vision a chance to detect motion. Looking down will move the center of gravity of the aircraft forward and initiate a descent as well as limiting your exterior lookout. You should divide the windshield into 15-degree arcs for aircraft detection. Since you cannot see when the eyes are moving, concentrate on distant points when possible and deliberately select 15-degree visual areas when you move your eyes. When you make clearing turns, always look at least 30-degrees to the rear of your aircraft. Slower aircraft are most likely to be impacted at a 30 degree angle from the rear at a slightly above or below impact angle. A minimum of 4 to 1 time ratio must be maintained between outside the cockpit and inside the cockpit visual attention.

--During any given 20 seconds that your eyes are open when VFR, 16 of the seconds should be out windows.
--Know where near your airport you are least likely to experience other aircraft. It may be directly overhead.
--I have always made a practice to turn off LORAN and GPS on local flights.
--Inattention, distraction and complacency are the three-headed monster that causes aircraft accidents.

Use the System
Getting traffic advisories from ATC does not relieve the pilot from his see and avoid responsibilities. FAR 91.113 (b) requires vigilance to see and avoid regardless of flight conditions. Once you have indicated to ATC that you have visual contact, the responsibility for see and avoid is entirely yours. On occasion, it may be better NOT to 'see' an aircraft so that ATC will plan accordingly. Advise ATC immediately if you should lose visual reference with an aircraft, the airport, or your location.

Plan your flight references and altitudes to avoid those common 'freeways' used by most pilots. Train yourself to minimize your exposure to other aircraft. Always respond to ATC traffic advisories in such a way that your altitude and route is known. Request the same information of the other aircraft. Always check the possible route of conflicting traffic.

Being on radar can lead to complacency. Radar has the capability of being selective as to which aircraft are shown. As a pilot you are not privy to knowing what selectivity is used. You must keep an active watch because other VFR aircraft squawking 1200 may not show on the radar screen. Nearly half of all midairs occur below 500' near uncontrolled airports most likely while in the pattern. Flying within 3000' of the terrain is the region of highest probability for a midair accident. The fatality rate of midairs is quite high but half of those so involved do survive.

Ways to Prevent a Midair Accidents:
--Knowing where to fly is as important as knowing where to look.
--Scan in 15deg; segments and slightly above and below the horizon.
--Make clearing turns before maneuvers and when climbing.
--Get radar advisories but don't trust them totally.
--Use strobes, lights and transponder on Mode C.
--Fly uncontrolled patterns as AIM recommends.
--Be accurate with your position reporting.
--Don't trust the reporting of others.
--Use the radio as advised in the AIM.
--Watch for shadows on the ground.
--Use your passengers as lookouts.
--Clean the windshield.

Flyer's Survival Kit
This is a partial list of flight considerations. Each item in its abbreviated form is open to argument, exception, and expansion. The reader is urged to expand in writing the pros and cons of every item.

--Avoid VOR's.
--Checklists are for using.
--Keep the eyes outside the cockpit.
--Know when and how to ask for help.
--Eat well before any extended flight.
--When a landing is in doubt, go around.
--If something feels wrong, it probably is.
--Ask questions when at unfamiliar airports.
--Get recurrent training on a regular basis.
--Don't whistle in the cockpit, danger ahead.
--Make a periodic scan of engine instruments.
--Get as much instrument training as you can.
--Plan as though the unexpected were expected.
--A good pilot requires his best as a standard.
--The 'hurrieder' you get, the more you forget.
--Don't fly if you can't pass a flight physical.
--Living dangerously includes overshooting final.
--Never leave a radar frequency without advising.
--Avoid direct over mountain or over water flights.
--Longevity cannot continue on average performance.
..Take an airport-vicinity or otherwise safer route.
..Any time you are late, you will fly into headwinds.
..Food affects both your flying ability and judgment.
..The P-factor caused by coffee also causes headwinds.
..Set personal/aircraft minimums and don't break them.
..Flight in marginal VFR is dangerous-collect options.
..Know the limits of your aircraft as well as your own.
..For the normal, plan; for the contingencies, prepare.
..If you are not ahead of the plane, you are behind it.
..Engine instrument scan is on the checkpoint checklist.
..Practice emergencies at altitude or with an instructor.
..A good pilot is a good pilot regardless of the airplane.
..Monitor local ATIS and ATC for local traffic conditions.
..Always fly by the rules regardless of the type of flight.
..Look for signs that will give wind direction and velocity.
..Collect options like $100 chips, one chip is never enough.
..Remember, fuel may not be available late in the afternoon.
..Set up a simulated 'what if' of some kind on every flight.
..Assume nothing; verify and crosscheck critical information.
..Communication and assertiveness lets everyone into the game.
--If you don't enjoy crosswind landings, get some instruction.
--Select altitudes that are high enough to avoid local planes.
--Know the direction to fly to the best emergency landing sites.
--Plan fuel/kidney stops with plenty of time allotted for delay.
--The more uncomfortable you are the higher your alertness level.
--Your life expectancy can be extended by how well you preflight.
--Carry enough fuel and reserves to cover unexpected requirements.
--Know the common departure and arrival routes in your flight areas.
--Know the manual gliding distance/speed for your aircraft per 1000'.
--Pilots, who survive to be old, have common sense as a common thread.
--Do everything on the ground that can and should be done on the ground.
--Every young pilot's primary ambition should be to become an old pilot.
--Within 3000' AGL fly at altitudes other than 1500. 2000, 2500, & 3000.
--Use your transponder/encoder and advise local ATC of your flight plans.
--With your instructor, practice an engine failure and a 240degree versal turn.
--Practice at altitudes and places unlikely to encounter other aircraft.
--Except where required by FAR, it is best to avoid enroute airways.
--At uncontrolled airport expect IFR arrivals to make unusual approaches.
--Pilots on a collision course will pull back and turn. Push forward.
--Know the areas that require knowledge, avoidance, and vigilance.
--Always monitor frequencies and know where to get those you don't know.
--Mark airways on your routes because of the wake turbulence danger.
---Emergency First Aid kit
--Halogen fire extinguisher
-- When you smell burning, shut down the electrical system.
--Do not fly with dry ice in a sealed container. It is explosive.

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