It appears that someone did not agree with you and did not appreciate your Friend Jim. Too bad that even in someones death, some people do not appreciate life itself, even if they've had a disagreeable relationship with the deceased. I'm Praying for Jim regardless!
@@lvgeorge I mean, it's obvious that they're trying to goad reactions out of people. I wouldn't put too much stock into it. They don't even believe what they're saying anyway.
@6 6 If you're gonna try to troll, at least try to make some sense, because not only do you make no sense but you've come across as a disrespectful POS.
From the NTSB report : ".... After the collision, he observed the Cessna 207 descend uncontrolled into the river. He then assessed the condition of his airplane and circled over the wreckage of the Cessna 207 numerous times, looking for any survivors, marking the location, and using his radio to enlist the help of any pilots in the area. Realizing that no one had escaped the partially-sunken wreckage of the Cessna 207, the pilot elected to return to PALH. He said that a good Samaritan pilot in another airplane responded to his distress calls, flew alongside his airplane, provided him with a damage report, and escorted him back to PALH. A second good Samaritan pilot in a float-equipped airplane who heard multiple distress calls and emergency personnel communications landed on the river near the partially-submerged wreckage and confirmed that the pilot was deceased.".
@@bo0tsy1 Just imagine having to go through a middair collission, the other craft crashing, you flying and landing with only one gear all this knowing that man just crashed and already blaming yourself enough only for some retatd to tell you that you killed him..
@@micaheiber1419 How about "blaming yourself enough only for some retatd to tell you that you killed him.." when someone is talking like that, You can calm the fuck down about my comments. Have your facts in order. Or shut up.
@@bo0tsy1 if you look at the NTSB report, the surviving pilot was flying level at 1000' whereas the plane that didn't survive was making drastic changes to its altitude immediately before the midair collision. So let's not be quick to lay the survivor's guilt on too thick.
Don't know the first thing about aviation and I'm addicted to these VAS videos. The communications and skill required to ATC and pilot are astounding to me. RIP to the crash victim and a job well done to the guy who landed on one wheel.
Fentoni18: He was suggesting that if he could not land on the runway for 2 hours, he could land on the water and wait. He was trying to help clear traffic (himself included) during the emergency by suggesting that he had alternatives where some others might not. He was given clearance to land on the water right away. The right thing to do in the circumstances.
I want to help people recognize the Anchorage area. At 2:47 you see anchorage international airport, the fifth busiest cargo destination in the world, right next to lake hood, the busiest seaplane base in the world. A few miles north west, there is Merrill field, a very busy GA airport. And a couple miles north of that, JBER, an F-22 bearing airfare base with plenty of restricted airspace pinching down traffic flow to tiny areas. It is extremely complicated.
As someone who records their flights it seems pretty likely to me that this ATC audio was recorded by N9423B and not over a radio transmission. That would explain the clarity.
That was an amazing job by the pilot. The stress of the situation, knowing that the other pilot did not survive and that his gear was severely damaged, can't be over estimated. I can't imagine many pilots could have pulled off that landing under those conditions.
RIP Sir, who lost his life, my heart goes out to his family. Surviving a mid-air collision is almost unheard of, so my heart also goes out to the pilot who successfully landed his stricken plane! He actually cheated death twice in a matter of minutes. Awesome.
its getting more dangerous in metro-Anchorage. Particularly since CNBC just reported that the State budget situation has caused a bad situation to get far worse in terms of being marketable as a good place to start or expand a business.
I read someplace (can't find it now) that in something like 40-60% of midair collisions, one of the two planes manages to make an emergency landing the way this one did, and in a much smaller percentage both planes do. So midair collisions apparently are not infrequently survivable by at least one of the two pilots. As for surviving a belly landing, the odds are much higher--it's probably the most survivable kind of crash landing--so when that guy only lost his wheels his chance of surviving went way up.
Philip McNiel yeah I thought so; I’ve listened to tons of audio where at least one plane involved survived the mid air incident to make it back and land. It’s much more common in military tbh.
Many thanks for the very sobering video. I found myself riveted by sound of the pilot’s distressed, but thoroughly professional, voice. It was easy to imagine myself in the same situation. No “Monday morning quarterbacking” from me. Just sadness for the lost life of one pilot, as well as for the surviving pilot who will forever live with the memory of that horrible day.
about a month ago, I was getting ready to solo and doing 1 more takeoff/landing with my instructor and we started to roll down the runway and we heard the radio call "final for runway 18" so there was a plane landing behind us, we lifted off the runway and immediately saw a plane infront of us, inbound for landing. the dumbass was landing on runway 36 instead of 18. Needless to say, that pilot ruined my chance to solo. My instructor did not want me up in the air with him alone. Although, I solod a week later!
This is why even with good radio transmissions don't ever "assume" the position of an incoming aircraft when departing. I have had multiple occasions where an inbound aircraft got left downwind mixed up with right downwind, or was coming in on the opposite runway that he/she was announcing. Expect the unexpected, and our eyes are still the last and best collision avoidance tool.
On my first ever solo flight, first attempted landing on my own, I turned final and saw an aircraft at the hold short line. I called out that I was on short final for runway 20, and then watched in horror as he took the runway right in front of me! I felt like screaming "get the hell out of my way, a-hole!". Freaked me out, but I managed to do a go around (keeping him in sight so he didn't fly up into me) and then complete my solo. Never had anything like that happen with my instructor in the airplane. It had to wait until my first time looking at the runway alone! I watch the go pro video now, and I may have been able to land behind him as he rolled down the runway, but it would have been close and at that time all I could hear was my instructor saying "if anything doesn't feel right, go around", so that's what I did.
Had a similar experience with a student I solo'd. He had completed 1 solo landing at our uncontrolled airport and was working on the 2nd. As he was about to turn left base 16 I saw another aircraft enter from a 45 into a right downwind 34 (it's left traffic) where my student had just been a short time ago. The newcomer never spoke on the radio (I was holding a handheld radio). As my student turned final 16 the newcomer turned final 34 setting himself up for a 5kt tailwind but more importantly landing opposite direction to my solo student on the same runway. I told my student to go around over the handheld radio and to sidestep. Newcomer did a touch and go then kept going straight to the north where he had come from. Without the handheld radio I'm not sure my student would have avoided a midair there.
Holy shit I never knew Michael Myers became a pilot? You haven't tried to stab to death your instructor in any of your lessons? And I do take it you wore your mask and boiler suite?
I was a Weather Marine (MOS 6842), and we had an issue where an 18 had a nose gear failure. Not a good day but the pilot walked away from it in one piece. Can confirm that the moment an in flight emergency is declared, we had to verify current ASOS readings with visual as well. I had to watch that landing. I'm not a pilot but I dealt with them and ATC on the METRO several times.
An unfortunately common sentence in NTSB midair collision reports: "Visual meteorological conditions prevailed in the area at the time of the accident."
I was going to ask why no sound then I noted I had headphones plugged in. Keyboard pilot error, common mistake but I digress. Seems like same thing going on since I learned to fly back in late 60's: most crashes during VFR and high vis.
I guess when there is bad weather, pilots would either go IFR (radar, TCAS, etc) and can more easily avoid collision or not fly at all. When there is good visual condition and pilots fly under VFR, pilots are limited by blind spot in their eyes, peripheral vision when focusing on another spot, switching between focusing on their instruments (less than a meter) and the objects faraway, delay between seeing an object and recognizing it as an airplane, and so on.
Hoàng Trần You make excellent points to explain the counter-intuitive aspect of why so many crashes are in good, clear weather. As a beginning pilot in ground school before I even got in a cockpit, I was astounded by that aspect. How can you not avoid another aircraft in clear weather? As I started flying, I understood. Fly the helicopter, monitor the instruments, handle the radios , listen to the instructor on the intercom and keep your head on a swivel looking for other aircraft. Some say it is multi-tasking but I think that term is inaccurate. The human brain is set up to do all that simultaneously with your eyes even though it may seem like it. You can't both monitor the instruments and look for other aircraft. You quickly shift your focus from one thing to another. But you can train your body to fly while you do other things. How the brain functions in such an environment is fascinating. When I was going through flight school, one of the other students I knew was washed out. Later in training, I got to know his instructor and asked what happened. Apparently, his brain was overloaded and just "froze up" during certain maneuvers. Maybe a psych eval with medical exams would be a good thing..
Phap I guess the "propeller pilot" really was not looking in all directions including forward. Sickening to think even in the north of Anchorage area people can forget basic air lanes.
I had a situation in a 172 with a Cherokee above me; both converging at the same spot. He was above and behind me, with a high wing/low wing orientation, neither of us could see. Fortunately, we were both with approach, who was able to give separation, but he came right over me, about 50 feet above. Close call, but it was due to the lack of diligence.
I personally have a hard time spotting other airplanes. ADSB is a lifesaver. Last week it alerted me to traffic 12 o clock 1 mile same altitude. Sure enough we were on a head on collision course. I went full power and entered a climbing left turn to avoid him. I don’t think he ever saw me.
ADS-B is a life saver, especially now that most planes are equipped with it and all will be by 2020. My Stratus 2S is always there on my personal requirements checklist even though I have it in aircraft as well. It has helped me spot stuff in haze that I would not have spotted until I could have given the other pilot a high five. Wonderful for situational awareness.
This highlights an issue that has always worried me. Yes, the rule is that if two planes are converging head on then they break to the right. But in a case like this each plane is slightly to the others right, so it makes sense to turn left. There must be point between these two extremes where the decision is marginal, and then there is the risk that the pilots may make a different decision, and then they will both turn into each other. So the rule is flawed. You can't avoid the flaw just by being strict - noone would argue that a ship travelling from Spain to Houston Texas should break right to avoid a ship sailing from New York to Liverpool. Even worse, before entering a turn in a high wing monoplane, I am taught to lift the inside wing momentarily to get a good view to check for other traffic. This might lead another pilot to think I have made one decision, momentarily before acting the other way.
This worries me too, if the incoming plane was also alerted for the traffic he might have pulled right and would've collided with the pilot pulling left, because that's the procedure
I work at lake hood and saw this accident. Lol the pilot at 8:01 is a pilot I work with and his callsign was actually “Rust 91Z” (Cessna 206) and I’m totally going to work tomorrow and giving him crap for the “wait, I’m on floats” Ahahaha brilliant
The 175 pilot said he spotted the other aircraft just prior to collision and pulled full aft on his yoke, he probably struck the cockpit of the other aircraft with his gear instead of what would have more likely been a straighter cabin-to cabin collision, mangling both aircraft.
+MillionFoul Possibly but without the full report there are not enough details to draw any conclusions when the wreckage of the 207 has yet to be examined pending recovery and the cause of the 207's pilots death is also still unknown.
War Thunder accurately models mid air collisions then? Crashing a 1 tonne biplane into an 8 engine bomber has a chance to take out the bomber while leaving the biplane with mild damage?
Good write up, google the article NTSB: Pilot was avoiding different plane before mid-air collision that turned deadly (Sorry. UA-cam likes to ghost comments with actual links.)
Aircraft below your horizon are really hard to spot. It is a lot easier to see them when the sky is the background. It is sad this accident was fatal. The guy in the 175 did a great job landing his crippled aircraft.
Anyone who is surprised a midair happen in VMC has never flown a real airplane. Of course midair's hardly ever happen in IMC because IFR traffic should usually be in positive contact with ATC who provides separation from other IFR traffic, and there shouldn't be VFR traffic in IMC... obviously. Seeing other aircraft in VMC can be damn difficult. Heck, I fly every day for a living and sometimes even traffic that I have on TCAS or is pointed out by ATC, I never see.
Background image makes a big difference to spot a traffic or not. Not the same to have houses "behind" the aircraft, mountains or a clear sky. I struggle to see traffics sometimes as well.
Scott, I couldn't agree more. As much as I love flying, I'm still torn sometimes by the faults in the "Big Sky Theory" . I've had more than a few occurrences where without warning another aircraft has passed by way too close for comfort. A month ago I was flying with a buddy in aDiamond Katana heading towards a popular lake in Upstate NY, I was diligently scanning the sky for other traffic when a cessna shot by close enough to scare us both. He had been climbing up from below us and to the left. We were low wing, he was high. Unfortunately the only solution would be to have everyone always on radar or have perfect traffic avoidance systems required in all aircraft.
Back in the late 60s, at what was CDW Caldwell Wright, I was turning base to final ( we had a RIGHTHAND PATTERN ), anyhow, the plane right in front was a. Visiting, aircraft, I guess I was 30 ft or less over him, I went around, tower thanked me , for not landing on him.
Just a note, point Mackenzie is the point just north northeast of runwayheading off 15, the point Mackenzie marker in the video isn’t the actual pt Mackenzie
May God hold the lost pilot and his families and Condolences also to the surviving pilot. Something like this is a lifetime event, for the survivors. Unfortunately collision avoidance radar for Private aircraft is still so expensive it's out of the realm of private ownership, which is ridiculous.
Just curious (Because I'm not a pilot!) Would it have been safer to execute a fully belly landing without any gear ? Or, was the right wheel stuck down?
I'm just an aviation enthusiast here, although want to get my licenses eventually. Was this error on both pilots? They both didn't realize they were on a collision course?
Yes, there's a link to the NTSB report in the description: "The National Transportation Safety Board determines the probable cause(s) of this accident to be: The failure of both pilots to see and avoid the other airplane while in level cruise flight, which resulted in a midair collision." The pilot of the Cessna 175 had his attention focused on avoiding a third aircraft, a Piper Super Cub (with whom he was in radio contact). While observing its location, he noticed the shadow of the Cessna 207, looked up and saw the plane, and pulled up in an attempt to avoid a collision. The pilot of the Cessna 207 may have been preoccupied with the sequence of altitude changes that he was making within the minute immediately before the collision (or some unknown situation that caused that), but any additional information died with him. The investigation of the crash was also unable to recover the transceiver from the Cessna 207, which could have revealed which frequencies it was tuned to.
helluva 2 wheel landing there. That poor guy had a rotten 30 minutes. Crashed into another aircraft then a crazy landing. Looks like he made it ok tho.
I did my flying years ago andhavnt flown for 25 years. I havnt kept up with modern avionics, nav systems and other devices. Someone please tell me what the northern bush planes or any small aircraft be fitted with that could prevent these types of crashes. There must be some radar equipment out ther that is kind of affordable ??
ADS-B is the most recent addition that will help quite a bit on seeing and avoiding other aircraft. After 2020 any aircraft that flies in an area where "Mode C" transponders are required will have to be equipped with ADS-B out. The "OUT" feature will allow "other aircraft" that are equipped the ability to see you on their iPad or other GPS screen, and also see the direction your plane is going, how many feet it is above or below, and if it is climbing or descending. The "IN" feature which is optional, is what allows YOU to see other aircraft that are equipped with "OUT". To get your aircraft equipped with ADS-B OUT will cost anywhere between 2-3K on up to 5-6K depending on which unit you choose, and where you have it installed. To just get ADS-B IN is relatively inexpensive, $150 on up, assuming you already have the GPS unit. The "ADS-B OUT" is what will me mandatory after 2020. I probably missed something, but that's basically it. BTW, it works pretty good on knowing where the other guy is before you pick them up visually.
I wonder how this would have played out if both planes had ADSB out AND in... I don't really like most government regs but in this case it would have saved a life.
The way that the report reads is that the surviving pilot maintained 1,000 eastbound consistently until the collision and the deceased pilot was headed westbound and had descended nearly two hundred feet from 1,000 to a little bit above 800, and then was climbing back up to 1,000 right before the crash. I'm not sure why this cargo pilot was so low, he should not have had that much difficulty climbing and should have been flying westward at 2,500 feet at minimum. Pilot one was trying to avoid another airplane, pilot two would have had restricted forward visibility since he was climbing. Sad situation.
VASAvaition, could you give a review on what could have helped prevent this collision? I'm a little confused about the difference between ADS-B and TCAS. It sounds like you can put forflight on an Apple tablet, hook it up to ADS-B and get the same warnings as TCAS at a fraction of the cost. Is this correct?
ADS-B and TCAS does the same thing (traffic avoidance (+ plus weather for ADS-B)). The way they differ is in the information that is provided and how the information is collected. TCAS systems integrate with the standard transponder and searches for other transponders. They interrogate each other which provides the pilots with an approximate location. The computer uses this information to produce advisories and alerts. ADS-B uses a transponder as well, on a different frequency than TCAS. ADS-B however, provides the targets identity, location, heading, speed and distance to aircraft. This makes it MUCH more accurate and safer than TCAS. As for foreflight and tablets; most affordable solutions only provide ADS-B IN!! You can only receive the information!! You need ADS-B OUT to broadcast information, and ADS-B IN to receive it. The transponders to broadcast (out) cost a few thousand dollars last I checked and required some airplane downtime for installation. The entry level receivers (In) are relatively inexpensive and require no installation or downtime (plug and play).
@@flyboy242 ADSB-in can even be realised with a $10 USB stick (which is really a TV receiver) in a laptop computer. It's fun to put that together at home too, and receive the signals. Of course, not certified in any way.
If you read the linked NTSB report, you'll see that it was a near head-on collision, both pilotes failed to notice and avoid the other oncoming plane. The pilot of the Cessna 175 was preoccupied with avoiding another oncoming plane. We'll never know why the pilot of the other plane didn't see the oncoming Cessna 175.
I am confused because N6FM strikes me as an amateur radio callsign issued by the FCC ( www.qrz.com/db/N6FM ) - how can some private plane carry the same callsign? callsigns have to be unique as per international law.
What happened to the other plane then? Only info was the pilot keeled over. Did another person on the plane take control and land safely, or did the plane auger in?
I think what he means is to put the introductory text in the description so you can read call signs, locations, names etc. without having to rewind - not a bad idea, oddly enough i was just thinking about that. Great job with the videos though, very professional and well written.
Why would he rather land on the dirt? Sounds like a case of thinking the dirt would be softer. When that missing gear contacts it is going to dig into the dirt and flip him
The problem we have with this world today is that people devalue the sanctity of life. To speak ill of the deceased just emphasizes that point. I would hope that no one speaks ill when it is your time to leave this life.
He did a great job. I think I would have put it on pavement. Seems like dirt is "softer" but it will actually slide better on pavement. At least that's the theory. Any landing you can walk away from ...
To much chance for fire landing on pavement verses dirt. At the landing speed of a light aircraft, being able to slide is not much concern. I would have absolutely chosen dirt runway over pavement. Grass would have been even better.
FLARM... Let me guess, you're a UAV or glider guy right? not a single fixed wing pilot uses FLARM. ADS-B on the other hand is mandated in rule airspace and is already widely used on GA planes.
This is exactly why I thank God that I am able to fly a Cirrus SR20 with a built-in airframe parachute. For those who don't know, the Cirrus aircraft line are equipped with a rocket activated parachute that will lower the whole aircraft down if you have an emergency like this -- assuming you are conscious and able to activate the CAPS (Cirrus Airframe Parachute System) and further assuming the mid-air collision did not disable the system, slice your fuselage in half, or something. Mid air collisions should be preventable yet they continue to happen and most in clear skies. Safest time to fly for me is foul weather. That way I know there's a good chance most of the high risk pilots are not in the air with me. Excellent work you're doing VAS. Excellent.
Honestly until the final report comes out it's a bit early to jump to conclusions whether such would have helped in this case as it's still unclear what exactly happened to the 207 as there has been no examination of the wreckage of that aircraft yet. Based on the damage reported on the 175 it seems inconclusive to me at this point the propeller strike to the 175's gear does raise the question what else the 175's gear may have struck the cockpit possibly? On the other hand there is the damage and paint transfer on the 175's elevator certainly plausible that may have struck a wing or a stabiliser possibly even slicing it off the 207 planes wings are thin enough to make devastatingly effective metal cutters at that sort of speed just look at the GLO 1907 collision.
"Real Pilots" don't give up flying the plane when an emergency occurs. They fly them all the way to the ground. I'd rather have 40lbs of extra gas over a rocket parachute. I would also rather put $15k towards an engine overhaul rather than a replacement rocket every dozen years.
@@KB4QAA I guess that's darwinism for all else then. Granted at such a low altitude CAPS probably wouldn't have done shit but quite a few people have more to live for than a little composite airplane.
I can't believe ATC told the pilot to start a hold AND climb. When the pilot said he has a horrible vibration and can't clime, the ATC had the balls to tell him to just run the hold at his altitude. What the fuck?
I just stumbled into the "1957 Pacoima California Mid-Air Collision" that shared one aspect with this one: difficulty seeing approaching aircraft at your nose. I never heard of this one but it had a connection to yet another deadly air accident that inspired the song "The Day the Music Died". ua-cam.com/video/H8PREX7TbbI/v-deo.html Ritchie Valens was afraid of flying as he lost many high school classmates at their school when the DC-7 crashed around a church and school. He was at his grandfathers funeral.
To expound on the "no" answer given: All aircraft in class A,B, and C airspace and Class E above 10,000ft must have ADS-B. This is not technically TCAS but it does allow your EFB to give you tcas like warnings. This mandate started Jan 2020 so was not in effect at the time of the crash. Had it been there is a very high chance this would not have happened. The area around ANC is class C with the accident occurring less than a mile outside the class C.
As I often say, no one is great at everything. Someone could be a talented pilot or video maker, but perhaps be less skilled at writing or proof-reading.
I only flew for three years from 2000 to 2003 and quit flying mostly due to the fact that I could not afford it after I lost my job. But one thing that helped my for sure to quite ( and not go back to flying later ) was the number of near misses I had. One time I was flying from my local grass strip airport near Kokomo Indiana, north to Warsaw Indiana. I contacted Grissom approach control for flight following and the controller let me nearly fly into a westbound commuter turbo-prop that appeared to be descending towards Purdue airport in West Lafayette. I only missed him by 400 feet and could have read his tail numbers. Obviously reading his tail number was not a priority, trying to prevent an underwear change was!! Wow, that was close!
@@Tyleraviator99 None of the near misses were my fault you fucking moron. How was I not flying the plane "first"? Since you were not there you don't know shit.
I can relate. On my first XC solo to Richmond, IN I was about 10-12 miles out and announced my flight path and landing intentions to local traffic. Another pilot replied that he was eastbound at a similar flight level (it's been a few years, but I think he was around 1800 climbing to 2500, 10 miles west and I was descending from 3500 and it would have been a heading of 050), and I said I would look out for him. That's the last I ever heard from the pilot, although I made another announcement within 5. I never spotted him, but I did see one other aircraft in the pattern as I approached. I made a third announcement but never got any replies. I went ahead and took a lap first, to adjust my altitude and gather my wits, before landing. I had announced "student pilot" on approach and noticed that the aircraft in the pattern soon landed. (I saw them moments later standing by their Piper, watching me land, as if they were hoping for fireworks....thanks for not responding to my calls you jerkoffs). That flight really made me think, and it always amazed me, how few pilots will actually talk to you in non-controlled airspace. Either they don't have radios, which I think is ridiculous, or they're just too cocky to care. But this attitude should be criminal, no matter how many hours they have or what gear (ADS-B or more) they have installed. I realized that while I thought there would be a prevailing common courtesy among pilots, what I actually experienced was far different. Even when I used following I still felt vulnerable.
I agree Bale. The horrendous part of Alaska though is that the State law enforcement unit only has around 200 or so officers to patrol the whole State and it sometimes requires the organization of a 4 or 5 hour plane flight just to catch a criminal somewhere who could be tipped off five minutes ahead after a 30 minute snowmobile ride and just get out of your house in time to avoid capture...
Does ‘orbit’ mean to go into a holding pattern? Seems odd that the tower would tell an inbound emergency to hold. In all the other emergencies I’ve seen on this channel, the pilot calls all the shots and ATC bends over backwards to accommodate them.
They did. @4:40 ATC already has the pilot in orbit while waiting for the fire trucks to arrive and tells the pilot that the fire trucks are on the way and ask if the pilot wants to wait until the fire trucks arrive before he attempts to land. The pilot confirms, he wants to wait until the fire trucks arrive before he attempts to land. So ATC did go out of their way to provide whatever options the pilot wanted, to include which airport he wanted to attempt landing at.
The airplane was flyable and didn't need to land immediately. When the pilot said that he was getting vibration and wanted to land immediately, the ATC went with that. With a flyable plane with wheels gone, the danger is with the landing. With a crash landing as with any emergency, the quicker rescue get to you, the better your chances. ATC initially suggested the international airport because that would be the place with better rescue equipment and personnal. The pilot wanted to land on dirt rather than asphalt so they went with that. They had time to move the trucks over, so they waited.
Anchorage administrators already have a difficult job on their hands especially dealing with the ASP and the unusual nature of local political districts. I think its great the international airport has an emergency callout contract with a small airfield like this. It is very sad when such a contract ends up being the difference between dead local pilots or no.
My impression was that the ATC wanted him to orbit so they could try to see from the ground what the damage was to the under side of his plane, and to give time for emergency equipment to arrive. The ATC's super calm tone must have been helpful for the pilot in this stressful situation.
how does this happen? They are small planes...SURELY its easy enough to avoid each other, its not like they don't have enough room. Was there no visibility? Were they not on radar? I have so many questions.
There is nothing in human evolution driving the need to optimize detection of fast moving airborne objects and we are pretty bad at it! Even when a controller gives type, range and bearing on a cloudless day we sometimes never see the traffic. We dont really "see" anything directly with our eyes! What we "see" is our brains interpretation of light, color, shadow & movement via our optic nerve (plus other sensory organ input) to quickly search & find the most relevant solution for this particular set of stimuli. I cant recall the title of the perception documentary I watched (set on the boardwalk at Venice Beach, CA.) but it really demonstrates how easily our brains are decived by optical illusions and stimuli we are not exposed to daily. It is well worth the watch, fascinating really, as the hosts employ props that you the viewer can participate in and indeed completely fool and confuse your brain!
Something as simple as a larger bug smashed on the windscreen can 'hide' a target from the pilot. We are more capable of seeing movement than something on a direct (thus unmoving) intercept course.
RIP to the good man who lost his life and congratulation to the man who landed and was able to walk away. In my thousands of hours I have had to belly in fling the seat (some of us got broke up a bit me included but my crew and I brought her home)Got to give credit to those old B-52 D's [the black bellies]. At low alt they flew like a pig but from about FL 28 to FL 30 they really flew like a queen from there on up. Thanks guys you 7 know who you were that dark wet night we all walked away when we were all told to jump. As for my 2nd try at killing myself I was in a delta connection at night as we approached Portland Main. Rain, fog and turbulence worse than anything I had ever seen. I was sitting in the back thinking that since we only were a commuter and there was already one guy in the seat I could trust him. at that very moment my wife grabbed my arm so tight I could not move even if I had to and she cried out I see tree tops and the avoidance started sounding PULL UP, PULL UP, PULL UP I thought I heard that sound in my ears for 10 minutes thinking all I had gone through with that BFF. We diverted to Bangor and as soon as we landed the pilot was the first off that prop job. I swear that the props had not even stopped but he was history. As the steward was helping all of us off I noticed he came back to shake our hands and we all thanked him. To this day I don't know if he had to pee, had pissed his pants or shit himself all we knew was he had on clean fresh starched pants. Hell of a fly boy but a bit shy on intestinal fortitude I guess
![[REAL ATC] United B777 BIRD STRIKE + GRASS FIRE at Denver! | Part 1](http://i.ytimg.com/vi/Xd0qjF2zYEM/mqdefault.jpg)
![[REAL ATC] United B777 BIRD STRIKE + GRASS FIRE at Denver! | Part 1](/img/tr.png)
![[REAL ATC] Cessna Skyhawk LANDS ON TAXIWAY w/ ENGINE FAILURE | Part 1](http://i.ytimg.com/vi/C8mTksB0fp0/mqdefault.jpg)
*NTSB report* --> app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20180614X22730&AKey=1&RType=Prelim&IType=FA
*Similar event in Canada* --> ua-cam.com/video/QT7yZXu8Ack/v-deo.html
*Similar event in California* --> ua-cam.com/video/5_0wB2V7RxI/v-deo.html
It is always difficult to give a Thumbs Up to a video about a fatal accident but you did such a nice job that I think you certainly earned it.
It's not the "big" Susitna, it's just the Susitna
@john edwards LOL?
Both vids are showing up unavailable
Is radio always needed? Wondering if you have two air strips for only you if still needed
My friend lost his life in this accident. Jim was a kind and godly man that is truly missed.
It appears that someone did not agree with you and did not appreciate your Friend Jim. Too bad that even in someones death, some people do not appreciate life itself, even if they've had a disagreeable relationship with the deceased. I'm Praying for Jim regardless!
@@lvgeorge I mean, it's obvious that they're trying to goad reactions out of people. I wouldn't put too much stock into it. They don't even believe what they're saying anyway.
@6 6 aren't you a special case of human debris...
@6 6 If you're gonna try to troll, at least try to make some sense, because not only do you make no sense but you've come across as a disrespectful POS.
@6 6 Wow, you're a special kind of stupid.
From the NTSB report :
".... After the
collision, he observed the Cessna 207 descend uncontrolled into the river. He then assessed the condition of his airplane and circled over the wreckage of the Cessna 207 numerous times, looking for any survivors, marking the location, and using his radio to enlist the help of any pilots in the area. Realizing that no one had escaped the partially-sunken wreckage of the Cessna 207, the pilot elected to return to PALH. He said that a good Samaritan pilot in another airplane responded to his distress calls, flew alongside his airplane, provided him with a damage report, and escorted him back to PALH.
A second good Samaritan pilot in a float-equipped airplane who heard multiple distress calls and emergency personnel communications landed on the river near the partially-submerged wreckage and confirmed that the pilot was deceased.".
Copy that. Thank you
Damn
Thank you
Thank you. This was the missing part I wanted to know about.
This choked me up a bit. There are good people out there. This should be a pinned comment
"I'm starting to loose the airplane" that is some scary shit... That brought chills to my bones.
Just remember he killed a dude.
@@bo0tsy1 Just imagine having to go through a middair collission, the other craft crashing, you flying and landing with only one gear all this knowing that man just crashed and already blaming yourself enough only for some retatd to tell you that you killed him..
@@micaheiber1419 How about "blaming yourself enough only for some retatd to tell you that you killed him.." when someone is talking like that, You can calm the fuck down about my comments. Have your facts in order. Or shut up.
@@bo0tsy1 if you look at the NTSB report, the surviving pilot was flying level at 1000' whereas the plane that didn't survive was making drastic changes to its altitude immediately before the midair collision. So let's not be quick to lay the survivor's guilt on too thick.
Impressive video. I'm impressed by the professionalism of the surviving pilot considering his heart-wrenching tone of voice.
The genuine confusion with “wait... I’m floats though” got me off guard
Don't know the first thing about aviation and I'm addicted to these VAS videos. The communications and skill required to ATC and pilot are astounding to me. RIP to the crash victim and a job well done to the guy who landed on one wheel.
I'm floats though.
What does that mean when he says that? Im in no way a pilot, dont know how i ended up here, just curious
I assume it means hes in a sea plane, so hes on the lake
Makes sense, cheers
Totes floats.
Fentoni18: He was suggesting that if he could not land on the runway for 2 hours, he could land on the water and wait. He was trying to help clear traffic (himself included) during the emergency by suggesting that he had alternatives where some others might not. He was given clearance to land on the water right away. The right thing to do in the circumstances.
I want to help people recognize the Anchorage area. At 2:47 you see anchorage international airport, the fifth busiest cargo destination in the world, right next to lake hood, the busiest seaplane base in the world. A few miles north west, there is Merrill field, a very busy GA airport. And a couple miles north of that, JBER, an F-22 bearing airfare base with plenty of restricted airspace pinching down traffic flow to tiny areas. It is extremely complicated.
May we all respect N9423B for having the best sound quality in the entire US?
its often horrific hearing all the people up here in cubs that haven't changed the radio SINCE THE 60s
As someone who records their flights it seems pretty likely to me that this ATC audio was recorded by N9423B and not over a radio transmission. That would explain the clarity.
@@alaskancabin7506 Your cubs have radios?
Midair collisions never end well...feel sorry for the family of the pilot that sadly passed away
That was an amazing job by the pilot. The stress of the situation, knowing that the other pilot did not survive and that his gear was severely damaged, can't be over estimated. I can't imagine many pilots could have pulled off that landing under those conditions.
RIP Sir, who lost his life, my heart goes out to his family. Surviving a mid-air collision is almost unheard of, so my heart also goes out to the pilot who successfully landed his stricken plane! He actually cheated death twice in a matter of minutes. Awesome.
its getting more dangerous in metro-Anchorage. Particularly since CNBC just reported that the State budget situation has caused a bad situation to get far worse in terms of being marketable as a good place to start or expand a business.
I read someplace (can't find it now) that in something like 40-60% of midair collisions, one of the two planes manages to make an emergency landing the way this one did, and in a much smaller percentage both planes do. So midair collisions apparently are not infrequently survivable by at least one of the two pilots.
As for surviving a belly landing, the odds are much higher--it's probably the most survivable kind of crash landing--so when that guy only lost his wheels his chance of surviving went way up.
Philip McNiel yeah I thought so; I’ve listened to tons of audio where at least one plane involved survived the mid air incident to make it back and land.
It’s much more common in military tbh.
well I survived it, but it wasn't easy. Massive respect to this pilot.
8:01 I know that this is a really tragic incident...but the genuine confusion of that float pilot made me bust out laughing
asminnow Same here!
Wait...I’m floats though
Sorry but what did he actually say?
Miguel Toro same as in the video, refer to my comment above
Miguel Toro he said that because he was confused as to why he was grounded because the accident aircraft was on the runway, and he was a seaplane
Many thanks for the very sobering video. I found myself riveted by sound of the pilot’s distressed, but thoroughly professional, voice. It was easy to imagine myself in the same situation. No “Monday morning quarterbacking” from me. Just sadness for the lost life of one pilot, as well as for the surviving pilot who will forever live with the memory of that horrible day.
All things considered, that was a hell of a landing for only having one and a half stanchions...
about a month ago, I was getting ready to solo and doing 1 more takeoff/landing with my instructor and we started to roll down the runway and we heard the radio call "final for runway 18" so there was a plane landing behind us, we lifted off the runway and immediately saw a plane infront of us, inbound for landing. the dumbass was landing on runway 36 instead of 18. Needless to say, that pilot ruined my chance to solo. My instructor did not want me up in the air with him alone. Although, I solod a week later!
This is why even with good radio transmissions don't ever "assume" the position of an incoming aircraft when departing. I have had multiple occasions where an inbound aircraft got left downwind mixed up with right downwind, or was coming in on the opposite runway that he/she was announcing. Expect the unexpected, and our eyes are still the last and best collision avoidance tool.
On my first ever solo flight, first attempted landing on my own, I turned final and saw an aircraft at the hold short line. I called out that I was on short final for runway 20, and then watched in horror as he took the runway right in front of me! I felt like screaming "get the hell out of my way, a-hole!". Freaked me out, but I managed to do a go around (keeping him in sight so he didn't fly up into me) and then complete my solo. Never had anything like that happen with my instructor in the airplane. It had to wait until my first time looking at the runway alone! I watch the go pro video now, and I may have been able to land behind him as he rolled down the runway, but it would have been close and at that time all I could hear was my instructor saying "if anything doesn't feel right, go around", so that's what I did.
My first attempt solo my carb took a shit..
Had a similar experience with a student I solo'd. He had completed 1 solo landing at our uncontrolled airport and was working on the 2nd. As he was about to turn left base 16 I saw another aircraft enter from a 45 into a right downwind 34 (it's left traffic) where my student had just been a short time ago. The newcomer never spoke on the radio (I was holding a handheld radio). As my student turned final 16 the newcomer turned final 34 setting himself up for a 5kt tailwind but more importantly landing opposite direction to my solo student on the same runway. I told my student to go around over the handheld radio and to sidestep. Newcomer did a touch and go then kept going straight to the north where he had come from. Without the handheld radio I'm not sure my student would have avoided a midair there.
Holy shit I never knew Michael Myers became a pilot? You haven't tried to stab to death your instructor in any of your lessons? And I do take it you wore your mask and boiler suite?
good on 6 fox Mike for assisting and giving directions
Glad at least one pilot survived, condolences to the family and friends of the other pilot. :-(
I was a Weather Marine (MOS 6842), and we had an issue where an 18 had a nose gear failure. Not a good day but the pilot walked away from it in one piece. Can confirm that the moment an in flight emergency is declared, we had to verify current ASOS readings with visual as well. I had to watch that landing. I'm not a pilot but I dealt with them and ATC on the METRO several times.
Sad for the one pilot, my condolences.
All things considered he did a nice job getting the aircraft down
An unfortunately common sentence in NTSB midair collision reports:
"Visual meteorological conditions prevailed in the area at the time of the accident."
I was going to ask why no sound then I noted I had headphones plugged in. Keyboard pilot error, common mistake but I digress.
Seems like same thing going on since I learned to fly back in late 60's: most crashes during VFR and high vis.
I guess when there is bad weather, pilots would either go IFR (radar, TCAS, etc) and can more easily avoid collision or not fly at all. When there is good visual condition and pilots fly under VFR, pilots are limited by blind spot in their eyes, peripheral vision when focusing on another spot, switching between focusing on their instruments (less than a meter) and the objects faraway, delay between seeing an object and recognizing it as an airplane, and so on.
Hoàng Trần You make excellent points to explain the counter-intuitive aspect of why so many crashes are in good, clear weather. As a beginning pilot in ground school before I even got in a cockpit, I was astounded by that aspect. How can you not avoid another aircraft in clear weather? As I started flying, I understood. Fly the helicopter, monitor the instruments, handle the radios , listen to the instructor on the intercom and keep your head on a swivel looking for other aircraft. Some say it is multi-tasking but I think that term is inaccurate. The human brain is set up to do all that simultaneously with your eyes even though it may seem like it. You can't both monitor the instruments and look for other aircraft. You quickly shift your focus from one thing to another. But you can train your body to fly while you do other things.
How the brain functions in such an environment is fascinating. When I was going through flight school, one of the other students I knew was washed out. Later in training, I got to know his instructor and asked what happened. Apparently, his brain was overloaded and just "froze up" during certain maneuvers. Maybe a psych eval with medical exams would be a good thing..
Phap I guess the "propeller pilot" really was not looking in all directions including forward. Sickening to think even in the north of Anchorage area people can forget basic air lanes.
I had a situation in a 172 with a Cherokee above me; both converging at the same spot. He was above and behind me, with a high wing/low wing orientation, neither of us could see. Fortunately, we were both with approach, who was able to give separation, but he came right over me, about 50 feet above. Close call, but it was due to the lack of diligence.
I personally have a hard time spotting other airplanes. ADSB is a lifesaver. Last week it alerted me to traffic 12 o clock 1 mile same altitude. Sure enough we were on a head on collision course. I went full power and entered a climbing left turn to avoid him. I don’t think he ever saw me.
You should have turned right. That is the correct response.
Mike Brass You are correct but I was slightly to his right. At that close a distance turning right would have put me right in front of him.
ADS-B is a life saver, especially now that most planes are equipped with it and all will be by 2020. My Stratus 2S is always there on my personal requirements checklist even though I have it in aircraft as well. It has helped me spot stuff in haze that I would not have spotted until I could have given the other pilot a high five. Wonderful for situational awareness.
This highlights an issue that has always worried me. Yes, the rule is that if two planes are converging head on then they break to the right. But in a case like this each plane is slightly to the others right, so it makes sense to turn left. There must be point between these two extremes where the decision is marginal, and then there is the risk that the pilots may make a different decision, and then they will both turn into each other. So the rule is flawed. You can't avoid the flaw just by being strict - noone would argue that a ship travelling from Spain to Houston Texas should break right to avoid a ship sailing from New York to Liverpool.
Even worse, before entering a turn in a high wing monoplane, I am taught to lift the inside wing momentarily to get a good view to check for other traffic. This might lead another pilot to think I have made one decision, momentarily before acting the other way.
This worries me too, if the incoming plane was also alerted for the traffic he might have pulled right and would've collided with the pilot pulling left, because that's the procedure
I work at lake hood and saw this accident. Lol the pilot at 8:01 is a pilot I work with and his callsign was actually “Rust 91Z” (Cessna 206) and I’m totally going to work tomorrow and giving him crap for the “wait, I’m on floats” Ahahaha brilliant
He sounded so confused and pure I laughed so hard
Stewart hey man what happened with that beaver over near Seldovia? I flew over it in our helicopter and looked quite... upside down lol
Comments with "LOL" , "Ahahaha" and "I laughed so hard". Someone died in this incident...have some respect.
@@rhino4me887 Get over yourself.
@@henryfreund_ it was chilling in the sun
this is so sad, but at the same time i feel glad the other pilot manage to land as great as that and come out alive, bless for both of them
He did a real good job landing that plane!
Great landing.
ATCs are amazing people .
He nailed that landing
Great job editing this video.
Any landing you walk away from is a good landing.
Accidents happen, but it sucks that one pilot lost their life. Condolences.
7:16 look at that godlike landing job
shorten all landing runways to 50 feet
Butter 2.0
So sorry,for the deceased pilot,the other guy was so lucky in many ways.
It’s amazing how these midair collisions go. One guy may be missing a tip of his plane while the other crashes. I guess it’s just luck.
The 175 pilot said he spotted the other aircraft just prior to collision and pulled full aft on his yoke, he probably struck the cockpit of the other aircraft with his gear instead of what would have more likely been a straighter cabin-to cabin collision, mangling both aircraft.
+MillionFoul Possibly but without the full report there are not enough details to draw any conclusions when the wreckage of the 207 has yet to be examined pending recovery and the cause of the 207's pilots death is also still unknown.
War Thunder accurately models mid air collisions then? Crashing a 1 tonne biplane into an 8 engine bomber has a chance to take out the bomber while leaving the biplane with mild damage?
Good write up, google the article
NTSB: Pilot was avoiding different plane before mid-air collision that turned deadly
(Sorry. UA-cam likes to ghost comments with actual links.)
Nice profile pic.
Jack Sainthill • What, me worry?
Aircraft below your horizon are really hard to spot. It is a lot easier to see them when the sky is the background. It is sad this accident was fatal. The guy in the 175 did a great job landing his crippled aircraft.
Anyone who is surprised a midair happen in VMC has never flown a real airplane. Of course midair's hardly ever happen in IMC because IFR traffic should usually be in positive contact with ATC who provides separation from other IFR traffic, and there shouldn't be VFR traffic in IMC... obviously. Seeing other aircraft in VMC can be damn difficult. Heck, I fly every day for a living and sometimes even traffic that I have on TCAS or is pointed out by ATC, I never see.
Background image makes a big difference to spot a traffic or not. Not the same to have houses "behind" the aircraft, mountains or a clear sky. I struggle to see traffics sometimes as well.
Try being a paramotor flyer, with your head forever on a swivel. See @TuckerGott channel on YT for a few of his risky biscuits.
This accident sounds like the perfect example of the advantages of having ADS-B "In" on board.
Scott, I couldn't agree more. As much as I love flying, I'm still torn sometimes by the faults in the "Big Sky Theory" . I've had more than a few occurrences where without warning another aircraft has passed by way too close for comfort. A month ago I was flying with a buddy in aDiamond Katana heading towards a popular lake in Upstate NY, I was diligently scanning the sky for other traffic when a cessna shot by close enough to scare us both. He had been climbing up from below us and to the left. We were low wing, he was high. Unfortunately the only solution would be to have everyone always on radar or have perfect traffic avoidance systems required in all aircraft.
I can not like this comment enough
Back in the late 60s, at what was CDW Caldwell Wright, I was turning base to final ( we had a RIGHTHAND PATTERN ), anyhow, the plane right in front was a. Visiting, aircraft, I guess I was 30 ft or less over him, I went around, tower thanked me , for not landing on him.
I didn't realize there was a little airport so close to the big one at Anchorage. Must make for some interesting conditions.
Sea planes in its majotity. They all land and park on the lake :)
Wow what a landing!
I’ve seen a belly landing but landing with one gear down has to be much more difficult. Im not a pilot I’m just guessing.
I mean, they both tend to be really short and really bumpy.
Just a note, point Mackenzie is the point just north northeast of runwayheading off 15, the point Mackenzie marker in the video isn’t the actual pt Mackenzie
There are way too many mid-air's in this location. When will the FAA finally do something.
May God hold the lost pilot and his families and Condolences also to the surviving pilot. Something like this is a lifetime event, for the survivors. Unfortunately collision avoidance radar for Private aircraft is still so expensive it's out of the realm of private ownership, which is ridiculous.
Didn’t take long for the NTSB to get there
Really liked it. :)
Isn't it ironic that Lake Hood is in an area called "TURNAGAIN"?
Would have been really cool if you had the data to be able to draw the planes on the map.
Just curious (Because I'm not a pilot!) Would it have been safer to execute a fully belly landing without any gear ? Or, was the right wheel stuck down?
That cessna has fixed gear, it's always down. His gear was snapped off.
Very helpful for student pilot.Appreciate👍👍👍👍👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️
Unfortunately we learn from other's (and also ours) mistakes.
VASAviation - even someone’s life.
Any landing you can walk away from............whew!
I'm just an aviation enthusiast here, although want to get my licenses eventually. Was this error on both pilots? They both didn't realize they were on a collision course?
Yes, there's a link to the NTSB report in the description:
"The National Transportation Safety Board determines the probable cause(s) of this accident to be: The failure of both pilots to see and avoid the other airplane while in level cruise flight, which resulted in a midair collision." The pilot of the Cessna 175 had his attention focused on avoiding a third aircraft, a Piper Super Cub (with whom he was in radio contact). While observing its location, he noticed the shadow of the Cessna 207, looked up and saw the plane, and pulled up in an attempt to avoid a collision. The pilot of the Cessna 207 may have been preoccupied with the sequence of altitude changes that he was making within the minute immediately before the collision (or some unknown situation that caused that), but any additional information died with him. The investigation of the crash was also unable to recover the transceiver from the Cessna 207, which could have revealed which frequencies it was tuned to.
helluva 2 wheel landing there. That poor guy had a rotten 30 minutes. Crashed into another aircraft then a crazy landing. Looks like he made it ok tho.
lucky he close to civilization.
I did my flying years ago andhavnt flown for 25 years. I havnt kept up with modern avionics, nav systems and other devices. Someone please tell me what the northern bush planes or any small aircraft be fitted with that could prevent these types of crashes. There must be some radar equipment out ther that is kind of affordable ??
ADS-B is the most recent addition that will help quite a bit on seeing and avoiding other aircraft. After 2020 any aircraft that flies in an area where "Mode C" transponders are required will have to be equipped with ADS-B out. The "OUT" feature will allow "other aircraft" that are equipped the ability to see you on their iPad or other GPS screen, and also see the direction your plane is going, how many feet it is above or below, and if it is climbing or descending. The "IN" feature which is optional, is what allows YOU to see other aircraft that are equipped with "OUT". To get your aircraft equipped with ADS-B OUT will cost anywhere between 2-3K on up to 5-6K depending on which unit you choose, and where you have it installed. To just get ADS-B IN is relatively inexpensive, $150 on up, assuming you already have the GPS unit. The "ADS-B OUT" is what will me mandatory after 2020. I probably missed something, but that's basically it. BTW, it works pretty good on knowing where the other guy is before you pick them up visually.
I wonder how this would have played out if both planes had ADSB out AND in... I don't really like most government regs but in this case it would have saved a life.
Captain Sully of the Alaskan variety
The way that the report reads is that the surviving pilot maintained 1,000 eastbound consistently until the collision and the deceased pilot was headed westbound and had descended nearly two hundred feet from 1,000 to a little bit above 800, and then was climbing back up to 1,000 right before the crash. I'm not sure why this cargo pilot was so low, he should not have had that much difficulty climbing and should have been flying westward at 2,500 feet at minimum. Pilot one was trying to avoid another airplane, pilot two would have had restricted forward visibility since he was climbing. Sad situation.
VASAvaition, could you give a review on what could have helped prevent this collision? I'm a little confused about the difference between ADS-B and TCAS. It sounds like you can put forflight on an Apple tablet, hook it up to ADS-B and get the same warnings as TCAS at a fraction of the cost. Is this correct?
ADS-B and TCAS does the same thing (traffic avoidance (+ plus weather for ADS-B)). The way they differ is in the information that is provided and how the information is collected. TCAS systems integrate with the standard transponder and searches for other transponders. They interrogate each other which provides the pilots with an approximate location. The computer uses this information to produce advisories and alerts. ADS-B uses a transponder as well, on a different frequency than TCAS. ADS-B however, provides the targets identity, location, heading, speed and distance to aircraft. This makes it MUCH more accurate and safer than TCAS.
As for foreflight and tablets; most affordable solutions only provide ADS-B IN!! You can only receive the information!! You need ADS-B OUT to broadcast information, and ADS-B IN to receive it. The transponders to broadcast (out) cost a few thousand dollars last I checked and required some airplane downtime for installation. The entry level receivers (In) are relatively inexpensive and require no installation or downtime (plug and play).
David, thanks for the reply, now I understand, THANKS !
I'm late. Thanks to David for his great explanation.
@@flyboy242 ADSB-in can even be realised with a $10 USB stick (which is really a TV receiver) in a laptop computer. It's fun to put that together at home too, and receive the signals. Of course, not certified in any way.
Wow! 😳
Stellar, stellar landing by the surviving pilot there. Was either one there deemed at fault for the collision?
NTSB determined it was both pilot's fault for failing to maintain separation. I feel bad for the surviving pilot who has to live with that fact :(
@@Zerbey I hope he was able to move on from this experience
Wow.
Its all very well telling us about wat happened at the end of video but who was at fault you didn't specify? Like i mean who flew in to who first?
If you read the linked NTSB report, you'll see that it was a near head-on collision, both pilotes failed to notice and avoid the other oncoming plane. The pilot of the Cessna 175 was preoccupied with avoiding another oncoming plane. We'll never know why the pilot of the other plane didn't see the oncoming Cessna 175.
Did N23B declare an emergency? If he did, then why not request direct vector to nearest airfield for immediate landing?
My assumption is given the circumstances, they were waiting for emergency vehicles to be present and standing by.
I am confused because N6FM strikes me as an amateur radio callsign issued by the FCC
( www.qrz.com/db/N6FM )
- how can some private plane carry the same callsign? callsigns have to be unique as per international law.
It's an abbreviation of a longer callsign. And no, I don't think ham callsigns must be the same as airplane callsigns.
So who did the fault and why?
Is it normal not to name pilots in a case like this
What happened to the other plane then? Only info was the pilot keeled over. Did another person on the plane take control and land safely, or did the plane auger in?
The NTSB report says the empennage separated, i.e. the tail came off. The pilot died from multiple blunt force injuries.
Can you please put that first paragraph of text in the description? So we can reference it throughout the video
You can go to the full report via the link I posted in the comments.
I think what he means is to put the introductory text in the description so you can read call signs, locations, names etc. without having to rewind - not a bad idea, oddly enough i was just thinking about that. Great job with the videos though, very professional and well written.
Exactly it, thanks for clarifying. Especially when multiple aircraft talk I lose track of who's who.
He color codes each aircraft. I would think that should be enough to keep track. I have never had an issue.... keep up the good work!
i think we all easily follow the colors didnt even know it was possible to lose track lol
Cessna N9423B should have declared an emergency.
Very sad indeed
I could not do this job.
So…why did they collide?
Why would he rather land on the dirt? Sounds like a case of thinking the dirt would be softer. When that missing gear contacts it is going to dig into the dirt and flip him
I almost got hit by another aircraft maneuvering in an alert area, it was so scary....
The problem we have with this world today is that people devalue the sanctity of life. To speak ill of the deceased just emphasizes that point. I would hope that no one speaks ill when it is your time to leave this life.
who is at fault in these types of situations?
Any info on what happened to the other aircraft that landed in the water? And how they collided with each other?
The NTSB report is linked above, and it has that info.
He did a great job. I think I would have put it on pavement. Seems like dirt is "softer" but it will actually slide better on pavement. At least that's the theory. Any landing you can walk away from ...
To much chance for fire landing on pavement verses dirt. At the landing speed of a light aircraft, being able to slide is not much concern. I would have absolutely chosen dirt runway over pavement. Grass would have been even better.
FLARM should be mandatory, especially nowadays where GA aircraft goes way over 120kts. And it should be mandatory on drones ...
FLARM... Let me guess, you're a UAV or glider guy right? not a single fixed wing pilot uses FLARM. ADS-B on the other hand is mandated in rule airspace and is already widely used on GA planes.
This video's tags: REAL, ATC, FUNNY
This is exactly why I thank God that I am able to fly a Cirrus SR20 with a built-in airframe parachute. For those who don't know, the Cirrus aircraft line are equipped with a rocket activated parachute that will lower the whole aircraft down if you have an emergency like this -- assuming you are conscious and able to activate the CAPS (Cirrus Airframe Parachute System) and further assuming the mid-air collision did not disable the system, slice your fuselage in half, or something. Mid air collisions should be preventable yet they continue to happen and most in clear skies. Safest time to fly for me is foul weather. That way I know there's a good chance most of the high risk pilots are not in the air with me. Excellent work you're doing VAS. Excellent.
Honestly until the final report comes out it's a bit early to jump to conclusions whether such would have helped in this case as it's still unclear what exactly happened to the 207 as there has been no examination of the wreckage of that aircraft yet. Based on the damage reported on the 175 it seems inconclusive to me at this point the propeller strike to the 175's gear does raise the question what else the 175's gear may have struck the cockpit possibly? On the other hand there is the damage and paint transfer on the 175's elevator certainly plausible that may have struck a wing or a stabiliser possibly even slicing it off the 207 planes wings are thin enough to make devastatingly effective metal cutters at that sort of speed just look at the GLO 1907 collision.
"Real Pilots" don't give up flying the plane when an emergency occurs. They fly them all the way to the ground. I'd rather have 40lbs of extra gas over a rocket parachute. I would also rather put $15k towards an engine overhaul rather than a replacement rocket every dozen years.
@@KB4QAA
I guess that's darwinism for all else then. Granted at such a low altitude CAPS probably wouldn't have done shit but quite a few people have more to live for than a little composite airplane.
Those planes make terrible bush planes though.
I can't believe ATC told the pilot to start a hold AND climb. When the pilot said he has a horrible vibration and can't clime, the ATC had the balls to tell him to just run the hold at his altitude. What the fuck?
Big Stew! I think you mean Big Su.
Big Stew is the name of my wife's boyfriend.
Geographic coordinate system
Jeeze so weird seeing home on here
I just stumbled into the "1957 Pacoima California Mid-Air Collision" that shared one aspect with this one: difficulty seeing approaching aircraft at your nose. I never heard of this one but it had a connection to yet another deadly air accident that inspired the song "The Day the Music Died". ua-cam.com/video/H8PREX7TbbI/v-deo.html
Ritchie Valens was afraid of flying as he lost many high school classmates at their school when the DC-7 crashed around a church and school. He was at his grandfathers funeral.
😔rip
9:47 After a forced/crash landing do pilots immediately evacuate?
Affirmative.
Their bowels. Yes.
Isn't it mandatory for every aircraft to have a TCAS system?
No.
To expound on the "no" answer given:
All aircraft in class A,B, and C airspace and Class E above 10,000ft must have ADS-B. This is not technically TCAS but it does allow your EFB to give you tcas like warnings. This mandate started Jan 2020 so was not in effect at the time of the crash. Had it been there is a very high chance this would not have happened. The area around ANC is class C with the accident occurring less than a mile outside the class C.
At .07 (last sentence)... "and the sole pilot onboard resulted dead"...? WTF?
As I often say, no one is great at everything. Someone could be a talented pilot or video maker, but perhaps be less skilled at writing or proof-reading.
That is a literal translation from Spanish and makes perfect sense to me.
For that Cessna 207 so sad to survive the midair collision but not the landing. Thought he said he was heading into water. Did it flip?
The gear of the 175 hit the windshield of the 207, killing the pilot instantly
@@flyingfishy4018 : just read report. tx.
Tail was separated from the 207 on impact and it spiralled in. Pilot was dead from the crash before the plane hit the water anyways.
I only flew for three years from 2000 to 2003 and quit flying mostly due to the fact that I could not afford it after I lost my job. But one thing that helped my for sure to quite ( and not go back to flying later ) was the number of near misses I had. One time I was flying from my local grass strip airport near Kokomo Indiana, north to Warsaw Indiana. I contacted Grissom approach control for flight following and the controller let me nearly fly into a westbound commuter turbo-prop that appeared to be descending towards Purdue airport in West Lafayette. I only missed him by 400 feet and could have read his tail numbers. Obviously reading his tail number was not a priority, trying to prevent an underwear change was!! Wow, that was close!
dude I am glad you are not flying either as you do not know your priorities flying the plane is the first priority
@@Tyleraviator99 None of the near misses were my fault you fucking moron. How was I not flying the plane "first"? Since you were not there you don't know shit.
I can relate. On my first XC solo to Richmond, IN I was about 10-12 miles out and announced my flight path and landing intentions to local traffic. Another pilot replied that he was eastbound at a similar flight level (it's been a few years, but I think he was around 1800 climbing to 2500, 10 miles west and I was descending from 3500 and it would have been a heading of 050), and I said I would look out for him. That's the last I ever heard from the pilot, although I made another announcement within 5. I never spotted him, but I did see one other aircraft in the pattern as I approached. I made a third announcement but never got any replies. I went ahead and took a lap first, to adjust my altitude and gather my wits, before landing. I had announced "student pilot" on approach and noticed that the aircraft in the pattern soon landed. (I saw them moments later standing by their Piper, watching me land, as if they were hoping for fireworks....thanks for not responding to my calls you jerkoffs). That flight really made me think, and it always amazed me, how few pilots will actually talk to you in non-controlled airspace. Either they don't have radios, which I think is ridiculous, or they're just too cocky to care. But this attitude should be criminal, no matter how many hours they have or what gear (ADS-B or more) they have installed. I realized that while I thought there would be a prevailing common courtesy among pilots, what I actually experienced was far different. Even when I used following I still felt vulnerable.
Was the vibration due to his gear being down while climbing? Or some throttle/fuel mix issue?
Probably some more damage on the aircraft.
Thanks, makes sense. I'm sure there was plenty of loose metal to grab some wind on.
Charlie Gamble I wonder then how the vibration issue got "resolved". Think it was just some of that loose debris falling free?
I'm not sure, if the loose debris was the issue then that'd be my guess.
Thats sad....
I agree Bale. The horrendous part of Alaska though is that the State law enforcement unit only has around 200 or so officers to patrol the whole State and it sometimes requires the organization of a 4 or 5 hour plane flight just to catch a criminal somewhere who could be tipped off five minutes ahead after a 30 minute snowmobile ride and just get out of your house in time to avoid capture...
Does ‘orbit’ mean to go into a holding pattern? Seems odd that the tower would tell an inbound emergency to hold. In all the other emergencies I’ve seen on this channel, the pilot calls all the shots and ATC bends over backwards to accommodate them.
So emergency vehicles can get over from the large airport down the road?
They did. @4:40 ATC already has the pilot in orbit while waiting for the fire trucks to arrive and tells the pilot that the fire trucks are on the way and ask if the pilot wants to wait until the fire trucks arrive before he attempts to land. The pilot confirms, he wants to wait until the fire trucks arrive before he attempts to land. So ATC did go out of their way to provide whatever options the pilot wanted, to include which airport he wanted to attempt landing at.
The airplane was flyable and didn't need to land immediately. When the pilot said that he was getting vibration and wanted to land immediately, the ATC went with that. With a flyable plane with wheels gone, the danger is with the landing. With a crash landing as with any emergency, the quicker rescue get to you, the better your chances. ATC initially suggested the international airport because that would be the place with better rescue equipment and personnal. The pilot wanted to land on dirt rather than asphalt so they went with that. They had time to move the trucks over, so they waited.
Anchorage administrators already have a difficult job on their hands especially dealing with the ASP and the unusual nature of local political districts. I think its great the international airport has an emergency callout contract with a small airfield like this. It is very sad when such a contract ends up being the difference between dead local pilots or no.
My impression was that the ATC wanted him to orbit so they could try to see from the ground what the damage was to the under side of his plane, and to give time for emergency equipment to arrive. The ATC's super calm tone must have been helpful for the pilot in this stressful situation.
2 wire, fair trap.
How is everyone so calm? I'd be running in circles screaming.
All that drama, then at 07:16 he lands and just goes "oof."
how does this happen? They are small planes...SURELY its easy enough to avoid each other, its not like they don't have enough room. Was there no visibility? Were they not on radar? I have so many questions.
It's not that easy to avoid each other.
There is nothing in human evolution driving the need to optimize detection of fast moving airborne objects and we are pretty bad at it! Even when a controller gives type, range and bearing on a cloudless day we sometimes never see the traffic.
We dont really "see" anything directly with our eyes! What we "see" is our brains interpretation of light, color, shadow & movement via our optic nerve (plus other sensory organ input) to quickly search & find the most relevant solution for this particular set of stimuli.
I cant recall the title of the perception documentary I watched (set on the boardwalk at Venice Beach, CA.) but it really demonstrates how easily our brains are decived by optical illusions and stimuli we are not exposed to daily. It is well worth the watch, fascinating really, as the hosts employ props that you the viewer can participate in and indeed completely fool and confuse your brain!
Something as simple as a larger bug smashed on the windscreen can 'hide' a target from the pilot. We are more capable of seeing movement than something on a direct (thus unmoving) intercept course.
RIP to the good man who lost his life and congratulation to the man who landed and was able to walk away. In my thousands of hours I have had to belly in fling the seat (some of us got broke up a bit me included but my crew and I brought her home)Got to give credit to those old B-52 D's [the black bellies]. At low alt they flew like a pig but from about FL 28 to FL 30 they really flew like a queen from there on up. Thanks guys you 7 know who you were that dark wet night we all walked away when we were all told to jump. As for my 2nd try at killing myself I was in a delta connection at night as we approached Portland Main. Rain, fog and turbulence worse than anything I had ever seen. I was sitting in the back thinking that since we only were a commuter and there was already one guy in the seat I could trust him. at that very moment my wife grabbed my arm so tight I could not move even if I had to and she cried out I see tree tops and the avoidance started sounding PULL UP, PULL UP, PULL UP I thought I heard that sound in my ears for 10 minutes thinking all I had gone through with that BFF. We diverted to Bangor and as soon as we landed the pilot was the first off that prop job. I swear that the props had not even stopped but he was history. As the steward was helping all of us off I noticed he came back to shake our hands and we all thanked him.
To this day I don't know if he had to pee, had pissed his pants or shit himself all we knew was he had on clean fresh starched pants. Hell of a fly boy but a bit shy on intestinal fortitude I guess