I climbed to 6,500 ft. (as I was really VFR: Visual Flight Rules) and went over to intercept an appropriate signal. Today the aircraft instruments were not cooperating again and I did an odd zigzag path until I realized what was going on and had to revert to regular VFR. Very boring! What I should have considered was that at that altitude I should have at least advised ATC Air Traffic Control (they can see all Ontario on radar from Toronto Centre) who I was, what I was doing and they may have given me a transponder number.

We listened to the ATIS (Air Terminal Information Service gives altimeter reading, wind direction/speed, runway in use and condition of runways) and advised London of our presence about 20 miles outside their control. That was fine. However, when we landed, we decided to fill up with gas again even though it had been a short flight. This left us a long walk from the flying club, which was alright for me, but my companion could not have been very happy about it as he had a bad knee. I could not have known about this, but my poor judgment of distance on the ground made for a very long walk.

We enjoyed a light lunch at the Flying Club. Then prepared to depart for Pelee Island. After all the usual checks, I contacted ground and told them what I wanted to do next. When he replied, the Controller said "and what altitude would you like THIS TIME!" From that cryptic reply I gathered he was not too pleased that I had been probably in the way - with the "heavies" descending to Toronto. At least this gave me the opportunity to tell him I would be going at 6,500 .. climbing to 8,500 out to the island .. then returning to Guelph at 5,500.Aircraft flying VFR must always (when 2,200ft above ground level) fly at even thousands plus 500ft when travelling west and odd thousands plus 500ft when travelling east. Aircraft flying IFR travel at similar even or odd altitudes, but without the additional 500 ft. This helps with collision avoidance! - except when we are flying around photographing below 2,200 ft - then the passengers with the best eyesight are one's number1 safety measure.

I had previously looked at the charts and considered the gliding distance which might be required to or from the island. I always like to fly as high as I can anyway. However, I had not taken my age into consideration. At 8,500 ft. I thought I did not feel so good! Also, I glanced down under the nose of the aircraft - and there was the island. Not only could I glide to it easily, but from that altitude I would have probably had to side-slip to make a landing.

At the Island we decided not to land, but descended to fly around a couple of times and return to Guelph. It seemed a long way back to Guelph. The noise of the aircraft, without a break, is mind-bending to me. I began to feel distinctly bent!

At approximately 3:30 we were nearing home. To approach Guelph I needed to fly near or over Waterloo Airport. My companion didn't care for going over Waterloo, but as I had received permission and done this before, it was the shortest route and I thought it would be alright. We listened to the ATIS and I then listened to their frequency for a while. They seemed to be very quiet and I thought it would be safe to approach Waterloo. At ten miles out I advised them of my intention: "from 10 miles West of the field, at 5,500. ft I would like to pass over the field en-route for Guelph".

I was cleared over Waterloo and told to report overhead the field.

About half a mile south of the field, the Controller asked my position. I told him where I was and asked clearance to descend for Guelph. He gave me clearance to descend and told me to report through 3,000.ft. He also told me to keep south of runway 25. This I did. (But quarter to half a mile was nowhere sufficient for the incident which followed). Also, he did not tell me to expedite my descent, so I set up an en-route descent speed of about 100 mph and 500 fpm. (Which was, again, nowhere sufficient for this situation).

A minute or two later my passenger pointed out a Corvair, (or similar "fast" passenger aircraft) which had departed the airfield. (I will refer to this as a CV). I heard the Controller clear this aircraft to the approach or the beacon for 25. I was surprised the Controller would give this clearance, as I have flown IFR and realized the CV, with its high speed would probably conflict with me on that particular heading. Also, with the type of approach it would be doing, it may come somewhat south.

This again, had potential for conflict, since I could not move fast enough in any direction to get out of the way. If I went further south, I could not know how far he would come. If I went north it would be in contravention of the Controller's instructions, which I had acknowledged. If I expedited my descent then I stood a terrible chance of descending right through the path of the CV. I suppose I could have climbed again, but that again would be contrary to what I said I would be doing.

The CV climbed away from the Airport and swung quickly in my direction. It was climbing from my port side. I could see we were going to be in conflict. I did not have time to speak to the Controller about it, because a twin was approaching from Guelph and I did not have him in sight. I needed to listen for his announcements. If I turned to the right (south), with his speed, the CV would simply intercept my arc and I felt we would definitely collide. I decided to turn sharply to the left and get in behind him. This I did and he accelerated away. He said he had not seen my aircraft, although I had beacon and strobe light on. I heard him report to the Tower that his conflict warning had sounded in his aircraft, but he said he had not seen me. Also, I was squawking 1200 and the conflict was sounded by Air Traffic Control.

However, my swing to the left had caused me to fly slightly north of 25 and by the time the Controller asked me my position again I was, indeed, north of the runway and in contravention of his instructions.

I heard the Controller speaking to the CV Pilot, who advised that his conflict warning had sounded. He said he would not make a complaint of it.

I decided not to interrupt their conversation on the radio, as there were other aircraft about. The twin from Guelph, was in the air and I was concerned about his direction and intention. I thought I would call the Tower when I reached Guelph, if possible.

After landing at Guelph, the Tower had already called. I returned their call and told them the reason for my action. i.e. That it was my responsibility to avoid a midair collision - particularly as I appeared to be the only one who could see for us all. Waterloo Controller said they would have to file an incident report and advised me to keep note of exactly what had happened.

I have made a couple of resolutions:

In future I will keep at least ten miles from Waterloo field. Or

When I receive clearance to descend for Guelph, I will descend as fast as possible. I know that the people working on the approach to Waterloo are very often students - and that approach should be given a wide berth of about ten miles!

When I listened to the radio I had no idea this high speed aircraft was about and would not have even approached Waterloo if I had known. In retrospect, the comments of my passenger could have some bearing on the matter: At the initial clearance of the CV my passenger said: "The b#*@!@#s, they're setting you up!" When the CV accelerated past he said: "Those a@@#$%^s, they're giving you a hard time!" I wondered afterwards if they thought I was a lone young female, to whom they would give a real scare. (I am a 57 year old business woman, with 500 hours, a commercial licence and IFR). I must admit, whatever their motivation, I will keep clear of Controls in future especially if they do not have radar (Waterloo has a tower and all the . trappings of London -- EXCEPT radar) ..AND, if I have a male pilot passenger with me, HE can do the radio work. I never want to see the front of an aircraft that close again when in the air!

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