Did you see the report from NTSB from two fatal small plane accidents within 60min of each other near Wayne, NE were released today. Thanks for video, also good stuff
And had that C-206 engine not shutdown very quickly, before it rotated itself right out of what was left of the engine compartment, the sudden shift in the weight and balance would've caused an immediate pitch excursion and a likely different ending for the Cessna. Years ago, I remember reading about a plane that lost a portion of a prop blade, with immediate uncontrollable shaking and before the pilot could figure out what to do, the engine departed the compartment and resulted in a loss of control. Incredible rare event, but that always stuck with me...
I witnessed this crash happen. The swift was not just on fire, there was an intense explosion immediately after impact. The swift was flying from the south.
The NTSB needs your info. Edit: TheJhicks0506 gave written and oral testimony to the NTSB & FAA FSDO. (TY for the likes, just thought you should know 😉)
Flying into our non towered airport in the MSP class B airspace, any concern I have about “the FAA knowing where I am” is greatly overshadowed by the traffic information I get on ADSB. It likely would have saved his life..
It's also illegal per 91.225 to disable ADS-B on an aircraft that is equipped. Worth remembering that "proper" traffic procedures are in a non-regulatory AC, but ADS-B rules are the law.
This was just discussed on another channel…. How extremely dangerous the tear drop entry is as a pattern entry. The swift never saw the 206 because his left wing was high in the turn to down wind.
I operate a Comanche 250 out of a field just south of Atlanta. My field, along with three other nearby airfields, have a lot of training flights belonging to several flight schools at our airfield. As such, I now come come into the pattern at pattern altitude minus 100’. I think a good idea that NTSB should adopt would be high wing aircraft enter and fly the pattern altitude plus 100’ while low wing aircraft enter and fly the pattern at 100’ below said altitude. Former B-777 FedEx captain. Owned my Comanche for over thirty three years.
Loved that Comanche 250. Amazing design and power for its size. Sips gas at altitude and is a comfortable flyer for 8 hours in the seat (not including fuel stop) when needed.
Some of the red spray you see on the 206 could be from the swifts hydraulics however the majority of it is a red dye is stored inside the hub of many McCauley propellers. It helps indicate if a crack has formed in the hub as the dye will begin to seep from the crack making it more easily visible.
Thank you for preaching to fly the airplane until it stops. When I had my engine out and landed in a riverbed last year in my 172, no exaggeration your words were literally going through my mind as I was rolling over the rocks before coming to a stop. Little did I know I only had half my horizontal stabilizer!
@@neuropilot7310 Log sticking out of the side of the riverbed destroyed left horizontal stab and elevator. How it didn't touch the wing strut I will never know
I am a firm believer in reporting anytime I am within 5 miles of the airport. If we can't count on ADSB more communication could have averted this sad event!!
We live in a world where privacy or perhaps more correctly anonymity is almost impossible. ADSB might reduce a pilot's perceived privacy but the safety advantage benefit far out weighs any loss of anonymity. Excellent reporting once again, Juan.
Privacy? What does that even mean? It shouldn't be a secret that someone's flying 150+ mph with 3,000+ lbs of sheet metal bolts and screws with 500 lbs of highly flammable gas, might as well be a rocket. I'd like to know it's there but that's just me
@@damonevans6631 it's been done millions of even billions of times without ADSB, while I get your point and like it myself id at least like it to be easier to conceal your identity but not location, because I can find out who you are, where you live and what you've been up to in 2 minutes
I remember when the FAA was first talking about implementing ADS-B. AOPA was bitching and whining about the cost of the equipment. Read the ads in their magazine and you see so many different ways to have ADS-B in your a/c. From the radios to your navigation lights.
I had a near mid-air some 20+ years ago. We got close enough that I could see he had David Clark headphones and blonde hair. It was no more than a 15' separation, and that's probably being generous. What saved us was altitude. He was about 5' above me and probably missed my tail by inches. It was the classic high wing low wing situation on a rural Wisconsin severe VFR day. It was all over in one second, and our collision was probably avoided by one second as well. This is something you never, ever forget and I think about it often. I highly doubt he even knew about it, as he was above me in some Cherokee product coming directly over/across the right wing of my 182. Scan for traffic all you want, but bad things can still happen. My flight back home that day was surreal and mechanical. I felt robotic, still absorbing what just happened.
Amen! Myself as well..we flew over Indianapolis Terry airport which I think is now is gliders only maybe or closed? and they gave a warning on the radio of "aerobatics north of the field" and a Pitts came right up in front of us and went into a hammerhead stall to the right. If my friend had not immediately jammed the yoke in the opposite direction, we would have been dead. Again, in a Cessna high wing aircraft vs a Pitts. Scared the daylights out of me.
@@nancyoffenhiser4916 --- "Big sky-little airplane" doesn't really ever apply. It just sounds good. And no matter how hard you look for traffic, something can and will be missed. There is a fly in fish boil (sounds weird, but absolutely delicious) held on Washington Island in northern WI each year (or at least there used to be, not sure now) and the last time I flew in there probably about 13 years ago, I vowed to never do it again. Without exaggeration, there had to be no less than 25 planes in the pattern or entering soon with more on the way, trying to land for at least an hour. Like a swarm of mosquitos. It was the non-towered wild wild west. Some things just aren't worth the risk. After a mid-air on something like that, you'd have just enough time to regret your decision to participate before you hit the ground. Part of flying safe is staying out of potential trouble zones. A lot of these planes were old or home built, and didn't even have radios in them.
Not using ADSB (terrible idea). Entering pattern wrong (terrible idea), not communicating until in the pattern (terrible idea). All totally legal. If you want to endanger yourself, go for it. But I want to come home to my family, so please don’t be so selfish.
@@josh885 that is simply not true. If it is, I would like to see the FAR on that. If you’re in class or bravo or 10,000 feet MSL then it is required. But I don’t think there was any laws on the Books that says you need to have ADSB on if you have it.
I always tell my students to talk early and often on the radio (but not too often obviously). Can't stand it at uncontrolled fields when people don't announce their presence until they're about 20 seconds from entering the traffic pattern. I mean, the whole point of a radio is to give people *advanced* warning.
I try to announce 10 miles out from (west,east,north,south) with intentions (left or right pattern or straight in, ect.). 5 miles out again stating intentions and coordinating with other aircraft (always be listening!) Finally announce pattern entry and appropriate calls for pattern to landing. Just one more tip is check and double check and double-check the CTAF frequency is correct, and your transmitting and receiving the proper radio (ie. #1 or #2)
Almost identical to a fantastically lucky near miss I experienced at Toronto Island Airport (Now Billy Bishop Airport, YTZ) in 1972. I was on my second solo flight, flying a Cessna 150. I was on the crosswind leg, just a couple seconds from achieving the circuit height at 1250ft asl, so was still in nose-high climb attitude. At the moment that I lowered the nose to commence the turn onto downwind, I came face on to the flying school Piper Seneca twin making an improper 45 degree entry to the downwind at the crosswind corner rather than halfway down. I could see and identify the instructor and student before they dropped a wing and spiraled out of sight. I went through their wake turbulence perhaps a half second later. I'm still here, so yes, I got my aircraft back on the ground! ... my circuit was not pretty (landing was perfect) but I had the tower clear the circuit before attempting it, as I was pretty much messed up. "How did this happen?" you could ask. There is always Swiss cheese! In this case, the Flight School 'rules' were that the student would not be charged for a second wet hour with instructor if the plane was on the ground by the 1hr, 5min mark. They had miscalculated the day's exercises and were 'late'. The instructor was flying, to save the student's wallet, and went for a cowboy entry to downwind. I was low and climbing, blind to them, and donkey dumb, and they were in a low wing Seneca, and blind to me, seemingly similar to today's report. I never again flew a crosswind without dropping the nose a couple times in the last 100ft of climb to check the horizon for interlopers. But it was just dumb luck that I had those chances at all. This one gave me the shivers!
I learned early on from a seasoned CFI to lift the wing on the side of the upcoming turn when flying a high-wing…and only then begin the turn. I have never shaken that check-for-traffic safety habit. That being said, i’ve still been VERY scared upon hearing a radio call announcing entry into the pattern right on right on top of my position. (It was at KVCB Nut Tree. After landing i tried to find that pilot IMMEDIATELY…but she did a quick roll into the hangars and disappeared. Unnerving.)
And what was tower doing while all this is going on? I get it's VFR and ultimately your responsibility, but in the circuit you'd think they'd be somewhat aware of who is where and any potential conflicts... even in '72...
@@Neil_ Yes, radio silence all 'round from the tower and the Seneca. A year or two later that airport went full commercial with DC-9s and other STOL traffic, so I left for the countryside and gliders. I think that the Seneca just wanted to slip in and get it on the ground. The CFI was the instructor, and came in hot and blind from an unusual approach direction. I reported the incident within seconds and tried to use all the words that mandate preservation of the tape, like in-air near miss, and close encounter, but apart from my pants there was no emergency to declare. The tower however knew that it was a giant screw-up and tied themselves in knots to make sure there were going to be no further conflicts ... two aircraft behind me were put in holding orbits and the touch and goes ahead of me became land and clear the runway clearances. I flew the gnarliest circuit after being ejected wildly out of position by the encounter, and the circuit final was certainly the longest I ever flew before or since. Fully stabilized from two miles out! My instructor was Air Canada bound and putting in hours and I expect that everybody got together and made the tape disappear. That flight and the get back in the saddle right away flight later that day were never charged.
@@baomao7243 Interesting. So that catches a real good look on the circuit side, but not on the renegade entry side which is obscured by the dropped wing. The dropped nose is a bit inefficient for the climb out but level flight for just a moment at 100 ft and 50ft below pattern gives a decent 180-200 degree look up ahead and right and left. My flying days are history but the imagination still fires all the neurons!
I owned a Swift from 2012 to 2019. I never met Don Bartholomew, owner of the Swift involved in this midair, but I knew him by reputation. I think I also sat in on one of this seminars at one of the Swift Nationals. This is very sad news and a great loss to that type club. At least the other airplane landed safely. That takes some of the sting out of this tragic incident. I'm offering my condolences to the entire Swift community for this most unfortunate incident. And thanks to Juan for providing this service to us aviators, and also for commenting on Mr. Bartholomew and his contributions to the Swift type club.
I agree. However there are some pilots especially from ATP aka Career Trak. I'm calling them to state their positions and these assholes don't respond. Screw Career Trak. Assholes.
Such a bummer about the swift pilot. I moved to Tennessee to do my flight training a few months ago but I grew up in northern Nevada and have flown with civil air patrol in the Tahoe area and flown GA out of Minden. The 206 being able to land in the shape it was in after the collision is amazing, and the CAP pilots surviving is something to be truly thankful for.
That C206 engine’s displacement to the right could be entirely due to the massive vibration caused by the loss of one blade. I wouldn’t determine direction of impact on the basis of that. Even the hydraulic fluid splatter on the left leading edge can’t be put down to relative tracks of both aircraft, as slipstream, etc could’ve played a part.
I would think the NTSB will be looking more into any witness marks from the impact (on both aircraft if possible) to determine the collision angles etc.
I was reading the comments to see if anyone else had brought this up. I feel that is more likely, but hopefully, the investigation will be able to determine this for sure.
I was lined up behind a Civil Air Patrol Cessna for about 15 minutes on the 16th admiring it's paint job. It wasn't in NV, but I was hoping they weren't doing a cross country and crashed over there. What a horrible accident, great job by the instructor. I would have never thought the oil access on the cowling would play such a role. Condolences to the friends and family of Mr. Bartholomew. While a part of me understands his affinity to ADSB tracking his movement, it's so important to take as many safety precautions as possible not only for yourself, but for other pilots and both pilots passengers and loved ones. If you have a cell phone they'll track you if they really want. Edit: Just looked into this because the ADS-B being off didn't sound right. 91.225(f) - Except as prohibited in paragraph (i)(2) of this section, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless - Authorized by the FAA when the aircraft is performing a sensitive government mission, requested by ATC if operation would jeopardize safe execution of traffic control, military operations for national security. The exception in 91.225 (i)(2) is in regards to unmanned aircraft. Mr. Bartholomew appears to have been violating a FAR in his operations of this aircraft, and according to friends he violated this often.
Always interested in midair collisions. My father survived one in San Antonio, TX back in 1990. He was the CFI in a Cessna 172 (N1466V). Thanks for all your great content!
I remember that mid-air between the C172 your father was flying and a T-38. I'm glad he and his student survived, as did the pilots in the T-38. That accident led to the USAF hosting a mid-air collision avoidance seminar at Randolph AFB a few years later. Two fellow crew members from the Civil Air Patrol and I attended that seminar. A few months later, while flying between Boerne Stage (5C1) and New Braunfels (BAZ), we had a near mid-air with a T-38, and I believe the training contributed to us avoiding having an actual mid-air.
All that space in the air and all these mid air collisions crazy, I imagine most are like this one, everyone near the airports where it's most densely populated with aircrafts
When I was in college at ERAU Prescott in the early 80's two aircraft from the local FBO's collided mid air. Both crews were able to execute successful emergency landings and walk away but to look at those two airplanes you'd have been hard pressed to figure how they came together without fatal results.
In Canada you enter the pattern at 90 degrees lessening the blind spot turning downwind as you can see both ways. Traffic patterns that are both on the same side of the field , a left and right pattern, are far safer and superior to a left only pattern. I saw the crash at Reno last year and the cobra in Texas did the same thing turning 45 degrees down wind making the blind spot under your belly. Cheers Donald
Not sure it's actually MIL-H-5606 in a McCauley hub. The McCauley manual doesn't make it sounds like it is, but it is indeed red. The manual states: "Internal Lubrication- On some models, grease is applied to the bearings for lubrication when the propeller is assembled. However, on other models the lubrication medium is oil. On oil-filled propellers, the hub cavity is partially filled with red dyed engine type oil which is sealed in the hub and isolated from engine oil. This oil provides lubrication and corrosion protection to blade bearings and other internal parts. The oil is dyed red to aid in the troubleshooting of suspected propeller leaks." 5606 has a pretty distinctive feel and smell. I don't think anyone knowledgeable would mistake it for anything else. I confess that I'm also not confident that the 206's engine position can tell us much about the impact angle. I suspect that this engine did a lot of shifting between the point of impact and becoming stationary on the ground. I'm honestly surprised it remained with the airframe. I've heard of big Continentals departing the aircraft within one rotation after shedding an entire blade. I've personally seen an IO-520-F on a C-207 that lost about 4 inches off of one blade tip but managed to fly for about 20 minutes. The engine stayed put, but the Lord mounts were demolished.
@@LittleManFlying They're probably extremely lucky it stayed with the plane... would it statically stable without that extra mass out front? Admittedly for something that slow the pilot might be able to keep up with it, but those would be pretty long odds with everything else they had going on.
It’s not 5606. It’s an indicator dye they put in the oil on the front side of the prop hub. It’s bright red so you can’t miss it and you know the prop has a problem.
!! We were friends since 7th grade. He did all the work (or at least signed off my work) on my 182. I helped him on his Swift from the time he bought it at Chino until he moved north. The worst was stripping the Imron paint job we had applied.
Juan, having walked away from a mid-air in our Skylane C-182 (N95726) over Richmond in 1984, your high-wing comments are exceptionally relevant. Had I been flying a low-wing aircraft, I'm convinced I would have seen the other aircraft (also high-wing) with ample time to avoid the collision.
@@annabodot962 Thank you. I usually watch Blancolirio whenever there's an incident. You can only imagine what a shock to hear that someone you know was just involved in a fatal mid-air collision.
It's a horrible, sickly feeling... A few years back a former co-worker and his son perished in a crash in Connecticut. I was already thinking how sad it was and then they announced his name.. RIP to all.
You can't even see below you in a high wing. I was in a 152 once as a passenger, and the tower alerted us to traffic, but we couldn't find it anywhere, until I opened the window and stuck my head out and saw a Chinook 100 feet below us flying at the same speed and same direction as us.
The reason why the CAP utilizes the Cessna high wing aircraft is because you can see below them much better than you can a low wing aircraft. When they need to see directly below themselves they can roll the aircraft either to the left or right depending on which side they need to look out of.
I was in a similar situation in the late 1960s while entering the pattern at KSLC. One high wing/one low wing. One climbing/one descending. No collision, but it was close -- several feet at best. I knew the other pilot; he was in my algebra class. We were closer together that afternoon in the pattern than when we were sitting in class.
This is heavy. I was part of a near mid air that happened in a very similar manner in the traffic pattern at an uncontrolled airport. The pilot of a high wing cessna made radio calls as far as 15 miles out, but he neglected to clarify which pattern entry he was planning, only what direction he was coming from. We were in left closed traffic, I was the instructor with a student working on landings, and so I kept an eye out as we climbed out of a go-around, watching for this cessna. We turned crosswind as the cessna called that he was midfield, so I was on high alert looking to make sure that he was indeed overflying 500' above pattern altitude before turning back around to enter the pattern on the 45. I still didn't see him, and then as my student turned downwind, right after he made his downwind call, the cessna made a radio call in the turn from left crosswind to downwind. Turns out he was slightly below pattern altitude, just right behind us, and for some reason entered on the crosswind while we were in the crosswind. We had been making lots of radio calls all the way around the pattern, so he should've been aware we were there. I didn't realize this until we rolled out of the turn from crosswind to downwind and just a few hundred feet off to our left, the cessna was rolling out of his turn, sliding up and over towards us. I immediately took control, broke out of the pattern to the right and did a wide 360 to re-enter on the 45 and give him plenty of room, and when we got on the ground I asked the cessna pilot over the radio what his intentions were, or if he was even aware of us or looking for us, to which he didn't respond. I don't think he ever saw us. Just a reminder that you can't trust other pilots in traffic patterns, just like you can't trust other drivers on the road... and clear communication about intentions as well as location is paramount for safe pattern operations. Looking back, I could've queried the cessna about their intentions of how they'd like to enter the pattern before they did, and that may well have helped significantly. Please be careful out there in GA pattern operations.
A highlight of my control tower career was being present for a Swift fly-in to Santa Maria on a clear day back in the early 1980s. Don't recall how many there were but it was a lot. Spectacular. ADSB is a good thing.
I saw the Reno Air Race T-6 crash last year in person. I've been much much more careful about traffic patterns and radio calls since then, but I fly a jet out of a very busy non-controlled airport with both a flight school and helicopter school. No close calls, but a lot of incidents. If we aren't careful, its only a matter of time...
I'm a 20-year CAP member with about 3,000 CAP PIC hours. CAP's accident rate is much lower than GA, but incidents like this remind me that we are not immune despite our strong focus on safety. Juan, thanks for all you do for the pilot community.
It looks to me like the CAP crew were most likely innocent victims. The same thing could have happened to the best pilot in the world if somebody else comes barreling in from the wrong side in a "hotter" aircraft (i.e most likely coming from above-left and behind) like that. The only thing that could realistically warn you of that is ADSB, but apparently the other pilot was a tin-foil-hat type.
My aviation career started at age 14 when I joined the CAP and became active in line ops and all aspects of the CAP. Soled age 16 on SEPT 13, 1970, pvt age 17, and now retired AA Airbus Capt ......... CAP is a great organization. These accidents are sad. VFR Uncontrolled just plain dangerous anymore. Good report Juan. Fly safe folks.
Yes, indeed, very dangerous these days. Back in the 1970s, I never gave it a second thought. Today, it's the first thing on my mind and remains there throughout the flight.
I knew CAP wasn't for me the first time i went to Oshkosh as a kid and saw the cadets my own age in "uniforms" running around pretending they were doing some important mission, with their salutes and "sirs". Then again, Boy Scouts wasn't for me either, for most of the same reasons.
Boy Scouts are normally respectful of leaders but I don’t recall salutes as part of protocol. CAP is inspired by the Air Force so salutes seem a natural adoption. The training the cadets receive (almost free of charge) is quite good.
I was running an amateur radio noon net in the greater Reno Nevada area that day. We had a couple of conversations about this accident. It was a sad thing to hear only on the radio.
My CFI has been flying out of the same little uncontrolled airport for decades. And man did he get on my ass when I didn't make good radio calls! Not mean, but he was definitely getting his point across.
That Cessna's engine being out of kilter one way or another I'd view with a jaundiced eye. They are stupendously lucky that the imbalance, at climbing power, after losing a blade didn't dance that engine completely out of the aircraft. The position of the sun and the glint from a silver fusilage makes it tough to see easy to lose even after sighting them.
The difference between turn signals and ADSB is that my turn signals don't make every inch of my driving internet-searchable years later. I'm not defending this outcome, since we're all sitting here arguing with 20/20 hindsight anyway, but these two things really are on different scales.
Just one more reason to use every device available to you when flying. ADS-B is one of those devices. This collision may have been preventable. Thank You Juan & Best Regards.
Well he won’t have to worry about the FAA following his every move anymore. Just glad to hear the other pilots are ok. Just an absolutely senseless and possibly avoidable tragedy.
ADSB only broadcasts OUT… Unless you have IN/OUT installed ADSB will not tell you where other aircraft are! ADSB out is the only mandated requirement to be installed in any aircraft.
It has not been determined who was at fault, just because you have all the bells and whistles does not mean you can not make mistakes. Wait for the final report.
Juan Brown quoted that the pilots were looking at their ADSB display (and outside) to see if they could find the aircraft that had just made the call, but couldn’t see him on the scope. It’s not required to use ADS-B at remote uncontrolled airports, but it’s surely foolish not to have it on if it’s available.
@@Showboat_Six You keep repeating this, but the Cessna apparently had ADSB In installed, so it could possibly have helped the pilot locate the Swift, had the Swift been transmitting.
@@Showboat_Six Apparently the Cessna 206 did have ADSB IN as they checked the panel for traffic and saw nothing. If, as speculated, the other pilot had his ADSB turned off, the whole value of the system was lost due to HIS action and it cost him his life and could have killed 2 others. A truly senseless situation!
I was once flying a low wing aircraft I made my call as i turned for final. I had a sneaking suspicion that i was not alone, so i slid to the side off the centre line of my final approach. Sure enough there was a high wing 150 right below me. I went round. If i had of continued my final approach the probability of a collision was very high. That was 15 years ago and ive never forgotten it. These days i more sweep onto final with a curved approach, i find it gives me much better visibility.
Thank you for demonstrating the possible flying angles and high wing vs. low wing with the model planes. It helps me to understand how the accident possibly happened. I look forward to an update when more information is available.
Several of my coworkers live near MEV - I was commenting to one of them who is a fellow part 107 pilot on top of being glider licensed - he and I both wondered if someone wasn’t making enough calls on the downwind leg to 34.
The Wikipedia entry for the Globe Swift reports a similar accident in 1952 at Love Field Dallas. A Globe Swift on approach collided in mid air with DC-6. The DC-6 landed saftly with no injuries. The two people on the Swift died.
During flight training I was doing pattern work at an untowered airport in a 172 on downwind and had a bonanza enter the pattern directly above me, never made a call, my instructor and I had no idea he was there until he filled our windshield, definitely one of the scariest moments I’ve experienced.
Have to admit that I'm not totally enthused about the privacy issues surrounding ADSB, but I have to admit that it has saved my butt many times. I fly in/out of an uncontrolled and very busy airport in SoCal, and it is often a madhouse of planes and helicopters trying to arrive, depart, perform T&G's, and shoot practice RNAV approaches into the same runway. Now it's rare that I don't take some form of evasive action to avoid traffic, and probably 1/3 of them are initiated by the ADSB depiction of traffic around this airport. Using it, even on a short flight, might have saved this pilot's life.
@@wilsonpickett3881 Apparently, you're just picking up on what everyone already knows. That's nice. However, you are _late_ to the party, not early. Relax. We know. This isn't about conspiracies and government tracking. It's about a tool that gives private pilots a means to avoid mid-air collisions, and conspiracy theorists who think it's more important that nobody knows where you are.
@@jimpalmer1969 No it was designed to keep track of your flights, if it was for safety, then IN&OUT would have been mandatory instead of only OUT required. In all OUT equipped aircraft you still do not see or get any warning about location of other OUT aircraft.
The short version: A near midair I/we experienced over the Pacific while orbiting (waiting for the A-4 fast-movers) our C-130R cell - me looking at the starboard refueling hose pod - another TransPac C-130R flew by in a floating climb, so close that the UNITED STATES MARINES fuselage paint on the 'opposing' 130's port side almost appeared stationary.
There was a time when I didn't like the govt telling me I had to install my ADSB...then I went flying one day, and the ADSB helped me avoid a potential mid-air collision. it made me a believer. This is a lesson for all of us.....
ADSB only broadcasts OUT… Unless you have IN/OUT installed ADSB will not tell you where other aircraft are! ADSB out is the only mandated requirement to be installed in any aircraft.
@@Showboat_Sixportable adsb IN is cheap, so the fact it's not mandated (and I agree it shouldn't) is not a real hindrance, as it is still accessible for little cost
Looking at the glass panel searching for aircraft on ADSB is also a contributing factor, keep yours eyes outside, especially at an uncontrolled airport
That coupled with entering the pattern however he pleased. I can't figure out what his intention was... to land on 16 or 12? 34 dosen't even make sense if he was coming from the south.
yes, however no earlier calls were heard, 10 miles, 5 miles, 3 miles, the only call also was not the proper location. Personal opinin here... I think he must have called entering left downwind..... If he said he was going to enter on the 45 he was doing it very incorrectly.
Civil Air Patrol - SAR Pilot since 2009 - EXACTLY the reason ADSB needs to be affordable for all. We had similar incidents up in Idaho. Taken the lives of many from lack of communication in tour areas and in the pattern.
CAP MO from NC and totally agree. Bad enough we are in a military area and need to glue eyeballs out of the plane because of that. But not using ASDB in a non-military aircraft when you have it installed is irresponsible.
“Affordable “? Small investment to protect life and improve safety- imho if you can’t afford safe flying May you can afford flying. Iam amazed insurance companies don’t require it or impose higher premiums for those without it.
@@JoshuaTootell Uavionix TailBeacon is relatively cheap (for avionics) at ~$2K. It is less than an hour to install and maybe another hour to set up. I was one of the first to have it installed when it first came out. Just barely made the cutoff date for the FAA rebate. It worked great and just required you to fly with your position lights on all the time.
Many years ago I was flying a Hawk XP back from Tillamook, Ore to Aurora, Ore., and had an o-ring fail on the CS prop. As I adjusted the prop, a blast of oil sprayed covering the windshield except for a small area at the lower left. My oil pressure was stable so I figured the motor was fine, but I was still above the Coast Range which made me a bit nervous. I had just bought a brand new Garmin GPS-90, so I hit the "nearest airport" function. The closest airport was over 20 miles away. So I peeked through that little spot and kept on flying. Once over the "closest airport" and knew that the engine was still running fine, I headed to the Aurora Airport. On landing, I went inside and told the manager what had happened. Everyone came outside to have a look. They looked at me and asked why I was so calm. My reply was once I knew I still had a good engine (and to leave the prop alone) my nerves settled down and I flew the XP as my CFI(s) had drilled into my head over the years. That was my one and only mishap as a pilot over the last 50 years as a PPL.
@@michaeldipasqua1281Thank you for your comment, which is completely disconnected from the original comment. You might be thinking about one of the other comments, or maybe you're giving random responses to other people's comments. Can't tell if it is purposeful, or if you're a bit off. Odd, though.
Extending condolences to all. And a Good job Cessna pilot. Must of been something seeing the motor mounts come apart. Thank god the motor stayed on. CG shifting unbelievable.
Keeping that ADSB turned off so the "man" does not know what you are doing fits into one of those hazardous attitudes the FAA talks about, I think. I would tell stories about almost being run over in the traffic pattern, but every pilot has them.
ADS-B should be able to be "Turned off or in STBY" by the pilot... Damn thing should be active at power up and left on until at least 3 mins after master switch "OFF" via time delay relay...
Yep agree! And it's almost borderline reckless to do so. Now you've placed other nearby aircraft at risk of a mid-air collision. Dangerous behavior IMO.
I was a GA mechanic in the 90's when altitude encoding had to be added to transponders, some were not happy at all that their altitude would be known. Those guys would probably have a real conniption over ADS-B.
For whatever reasons they have, lots and lots of aircraft fly around the US without ADSB, including military aircraft on routine flights. I'd say that their motivations are irrelevant, all that matters is the behavior. If it's reckless for that guy then you gotta say it's reckless for everybody.
Hey Juan -- regarding ADS-B out and the propensity of some pilots to switch it off, I want to bring your attention to CFR 14 91.225(f), which states: (f) Except as prohibited in paragraph (h)(2) of this section, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless- (1) Otherwise authorized by the FAA when the aircraft is performing a sensitive government mission for national defense, homeland security, intelligence or law enforcement purposes and transmitting would compromise the operations security of the mission or pose a safety risk to the aircraft, crew, or people and property in the air or on the ground; or (2) Otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions. Paragraph (h)(2) has to do with unmanned aircraft and is not applicable. So, it has been my reading as a pilot (and seems clear enough in the regs) that if you've got ADS-B installed, it MUST be turned on, and not doing so is a violation of the CFRs.
I had a guy depart zephyrhills fl airport to the west. I departed going west as well. He did a 180 right into the crosswind on which I was departing and gave no radio call until entering the 45. He had adsb which gave me the heads up.
i can't count how many times I've been in the pattern at an uncontrolled airport and just praying no one else is in the same spot I'm in or about to be in. so sad 😢
@@PfizerRN_NavyReserveCaptainyou would think the now required ADS-B equipment would greatly enhance safety. One of the problems for this kind of situation at relatively low altitude there may not be a ground station to relay the signal.
@@kamakaziozzie3038 ADSB is useless if a pilot chooses to endanger anyone around him (and himself) by turning it off. It seems similar to driving your car at night with the lights off- insane!
@PfizerRN_USNavyReserveRN Yes, they exist, but ADSB is not required and not everyone has it, therefore you cannot trust that you'll always see every plane around you on your box.
This tragic story relates to another current, general aviation story…airport user fees. As Florida airports prepare to use ADS-B data to charge pilots with landing fees, we can be sure many more pilots will switch off their ADS-B out transmissions, in violation of FAR 91.225(f). As demonstrated by this accident, turning ADS-B off increases the probability of a midair collision for the pilots who turn the system off, as well as every other pilot sharing the skies. ADS-B is a powerful safety tool that has undoubtedly made aviation safer. Now, the misuse of ADS-B data, by opportunistic bureaucrats, threatens to compromise that safety.
I remember watching a low wing approach a Cessna I was back-seating in from our high rear as it slowly descended and we slowly climbed. Tapped my buddies’ shoulders and pointed him out. Highwing low/lowing high is bad news.
That's a good analogy, covering one eye if you have binocular vision. True as that would be, one eyed pilots exist. If anyone's curious, see FAA Guide for Aviation Medical Examiners Application Process for Medical Certification Exam Techniques and Criteria for Qualification Items 31-34. Eye - Monocular Vision.
@@jameschristiansson3137 No offense intended towards the visually impaired. I know a double amputee pilot who was able to earn his PPL using a linkage/device connected to the rudder pedals. Perhaps, I should have said, "Turning off ADSB is like me flying without my reading glasses." I can still do it, but I'm safer with them.
@@Flying_Snakes I'm sorry if I implied offense. I liked your comment. Vance Breese has a Wikipedia page. Not mentioned in the article is that his son has vision in only one eye and is a pilot and CFI. That's the first I knew of pilots with monocular vision. The FAA document I referenced recommends 6 months as a time period necessary to learn the new skills required to fly with vision in only one eye. Your original example remains correct.
@@jameschristiansson3137 No worries, I often forget to be cognizant of inclusion these days, lol. I think it is great that the FAA allows pathways for the disabled to get a license to fly. Thanks for the comments, safe flight!
Wrong analogy. It's like flipping off other pilots that rely on ADSB for accurate traffic management. I know a few pilots that purposely have their adsb switched off...but happily monitor adsb traffic on a Fore Flight using a Sentry receiver.
Sounds like the Globe Swift Pilot failed to do the proper radio call outs when entering a non towered Un controlled airfield. At minimum I call out at 15, 10, 5 miles with Altitude and intentions!!! Did not have to happen!!!
An incredible incident that you have posted. The fact that the 206 could land was an act of divine intervention. Condolences to the family of Don. Thanks for your very informative videos which are always have good instructional value as well.
I was first on scene. A crop duster (Piper Pawnee) had made a pass over an orchard. After pulling-up from the pass he was facing a box canyon. He turned left and not right. He bellied the plane into the side of the box canyon. The fuel tank sits above the pilots knees. The pilot opened the canopy, stepped up on the seat, had one foot on the canopy rail, and the Pawnee erupted in flames. Eerie to see him die there, frozen in time while only a few steps to safety. I can see it today, as fresh in my mind as it was 42 years ago.
Per 14 CFR 91.227 and 91.225, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times, unless authorized by the FAA or directed by air traffic control (ATC)
Even if you don’t want to run ADSB out, at least buy a Sentry and get some ADSB in. He probably would have seen that 206 in the pattern and most likely not run into them.
I almost hit a Bonanza at 12,500 yesterday in the middle of nowhere AZ. Never showed up on our screens, but we started getting traffic alerts since we were on with approach. I think every pilot has had at least one close call. It’s ridiculous
ADS-B in and out along with avionics that show traffic and give aural alerts if you get too close should be required on all aircraft in all airspace. See and avoid never worked well and in 2024 using such an archaic thing that gets people killed when a much better system is available is beyond ridiculous.
We had a local guy from Chattanooga TN back in the 70s who had owned a swift which was mort loyd he had a engine sperate from the airplane when he had a prop failure
Would a few cctv cameras and a lcd screen not be a cheap lifesaver? Most modern cars have a dozen cameras all over them just so you can park easily. You could even have AI aircraft detection to warn of other planes visible at the same altitude.. this is consumer technology.
I flew hang gliders, and the traffic density at my local site is often insane, with sometimes a hundred gliders sharing the air on one hill. But you can see out of them pretty well. I considered getting my PPL, and did a few lessons, but it was just terrifying the way you can't see really anything around you.
@@lemonator8813 I'm sure Garmin could come up with an equivalent of the look through helmets they use on F35s that cost a few thousand. If they wanted to, and if the FAA would agree.
Apparently his "lapse" of turning off the ADSB was habitual. Sort of like driving at night with your lights off-it is OK right up until you or someone else dies!
I keep my Bonanza at Carson City, just to the north of Minden, and have flown in there countless times over the years. It is notorious for a busy, hectic traffic pattern filled with everything from Gulfstreams to gliders, especially on weekends. Some instructors I know in the area do not let students solo down there for that reason. It is something that no one wants to see, but unfortunately not surprising. If it is true that his ADS-B was off and he made only one radio call, although legal, it is extremely reckless.
U206A rider here, High wing vs Low wing and ADSB equipment RF shadows had us closer than anyone wanted to be one time. Descent of 2000 feet when target 'appeared' out of nowhere (I spotted it visually before ADSB), and all was good.
Turn your damn ADS-B on. We controllers are too busy to care about tracking individuals for whatever perceived reasons they have to not run ads-b. It’s the cheapest safety measure you have when VFR.
your comment about ADSB being a contributing factor in the this accident, I would say that it was the contributing factor, if the Swifts ADSB had been turned on the 206 would have been able to see him.
I fly into KSZP quite often and it seems most of the locals don't bother with turning on their transponders. So often I've heard the radio calls and seen the airplanes, but they never show up on ADSB-in.
2 lessons : 1/ sense of ownership and selfishness are fatal enemies of every pilot 2/ flying anywhere around an uncontrolled airfield, there’s no way you can communicate too early or too frequently, even if nobody else is on the radio.
I flew into F00 in North Texas once, and there was an Aeronca doing touch & gos with no radio nor ADSB-Out. I’ve got ADSB out/in, but it didn’t help. I was lucky to have seen him. It’s a popular airport to practice instrument approaches; so warned everyone about the Aeronca and headed someplace else.
I used to work in the industrial park next to the Minden Airport. Almost every day, there was a lot of air traffic around lunch time and I found it amazing there were not more accidents. The airport is also a sail-plane base. And many of the hangers there are full of racing airplanes.
Correction: The red oil is from the Constant Speed Prop of the 206 (when it lost it's blade), NOT the 5606 Hyd Fluid from the Swift.
Did you see the report from NTSB from two fatal small plane accidents within 60min of each other near Wayne, NE were released today. Thanks for video, also good stuff
No biggie Blanco'!
@@DrJohn493 agreed - not a worry at all !!!!
And had that C-206 engine not shutdown very quickly, before it rotated itself right out of what was left of the engine compartment, the sudden shift in the weight and balance would've caused an immediate pitch excursion and a likely different ending for the Cessna. Years ago, I remember reading about a plane that lost a portion of a prop blade, with immediate uncontrollable shaking and before the pilot could figure out what to do, the engine departed the compartment and resulted in a loss of control. Incredible rare event, but that always stuck with me...
Ah the internet experts got you.
I witnessed this crash happen. The swift was not just on fire, there was an intense explosion immediately after impact. The swift was flying from the south.
The NTSB needs your info.
Edit: TheJhicks0506 gave written and oral testimony to the NTSB & FAA FSDO. (TY for the likes, just thought you should know 😉)
Oh my goodness. Sorry you had to see this.
@@windwatcher11 Fairly sure he did that already :)
@@FreshTillDeath56 57 year ago I witnessed KC-135 crash at Offutt AFB, now I’m 70 and agree it stays with you. 😢
Any bad accident stays with you. I was on the scene of a fatal pick-up vs. freight train, once -
Flying into our non towered airport in the MSP class B airspace, any concern I have about “the FAA knowing where I am” is greatly overshadowed by the traffic information I get on ADSB. It likely would have saved his life..
which airport?
Amen!
@@zeropoint216KSGS
Did he call in too late? Only announcing his presence as he entered the pattern. No 3 miles out call?
It's also illegal per 91.225 to disable ADS-B on an aircraft that is equipped. Worth remembering that "proper" traffic procedures are in a non-regulatory AC, but ADS-B rules are the law.
We need to get Juan some more quality airplane models, he deserves them.
On the AAL salary he has, which affords him ownership of multiple aircraft, he can afford a model too.
I was thinking the same thing. It would be easy to build a couple models for him.
I completely agree. It would actually be very helpful if he had a small fleet of models of various different aircraft types.
I mean we all complain "the media" calls a Cessna a P-51, right???
This was just discussed on another channel….
How extremely dangerous the tear drop entry is as a pattern entry.
The swift never saw the 206 because his left wing was high in the turn to down wind.
I operate a Comanche 250 out of a field just south of Atlanta. My field, along with three other nearby airfields, have a lot of training flights belonging to several flight schools at our airfield. As such, I now come come into the pattern at pattern altitude minus 100’. I think a good idea that NTSB should adopt would be high wing aircraft enter and fly the pattern altitude plus 100’ while low wing aircraft enter and fly the pattern at 100’ below said altitude. Former B-777 FedEx captain. Owned my Comanche for over thirty three years.
Loved that Comanche 250. Amazing design and power for its size. Sips gas at altitude and is a comfortable flyer for 8 hours in the seat (not including fuel stop) when needed.
Very interesting proposal. I like it!
@@johnlongphre3918 Now we just need student pilots to maintain assigned altitude +/- 75 feet.
The odds of literally anyone following that rule if it was ever implemented are near zero.
Some of the red spray you see on the 206 could be from the swifts hydraulics however the majority of it is a red dye is stored inside the hub of many McCauley propellers. It helps indicate if a crack has formed in the hub as the dye will begin to seep from the crack making it more easily visible.
This is the proper answer
Thanks for that little tidbit of info! Good thing to know.
Good to know, there was defninteily a crack! I do wonder though in a situation like this the red dye could obstruct the pilots vision.
Thank you for preaching to fly the airplane until it stops. When I had my engine out and landed in a riverbed last year in my 172, no exaggeration your words were literally going through my mind as I was rolling over the rocks before coming to a stop. Little did I know I only had half my horizontal stabilizer!
An F15 landed with one wing gone. He didn't stop he kept flying till he landed
How did you lose half the stab?
@@neuropilot7310 Log sticking out of the side of the riverbed destroyed left horizontal stab and elevator. How it didn't touch the wing strut I will never know
Juan, you're more a journalist than most people who called themselves journalists. Thank you for all you do to keep everyone more informed and safe.
He’s not trying to make a living do it, unlike professional journalists
There are journalists and then there are Murdoch media charlatan/entertainers.
We still are indebted to Juan for his steadfast dedicated work!❤🎉
I am a firm believer in reporting anytime I am within 5 miles of the airport. If we can't count on ADSB more communication could have averted this sad event!!
❤❤❤
Excellent demonstration of Aviate, Navigate, Communicate by the CAP instructor
One helluva check ride experience.
@@keithhoss4990bruh
Lame and cheap comment. Were you a military pilot?
@@keithhoss4990Lol what on Earth are you talking about? Don't project your own insecurities onto other people.
@@keithhoss4990 LOL Juan is more of a pilot than you could ever hope to be. Go back to your basement and watch those DTSB videos on endless repeat.
We live in a world where privacy or perhaps more correctly anonymity is almost impossible. ADSB might reduce a pilot's perceived privacy but the safety advantage benefit far out weighs any loss of anonymity. Excellent reporting once again, Juan.
He could have had ADSB in and at least he would have known where the Cessna was. None so blind as those who will not see.
@@geodun Good point.
Privacy? What does that even mean? It shouldn't be a secret that someone's flying 150+ mph with 3,000+ lbs of sheet metal bolts and screws with 500 lbs of highly flammable gas, might as well be a rocket. I'd like to know it's there but that's just me
@@damonevans6631 it's been done millions of even billions of times without ADSB, while I get your point and like it myself id at least like it to be easier to conceal your identity but not location, because I can find out who you are, where you live and what you've been up to in 2 minutes
I remember when the FAA was first talking about implementing ADS-B. AOPA was bitching and whining about the cost of the equipment.
Read the ads in their magazine and you see so many different ways to have ADS-B in your a/c. From the radios to your navigation lights.
I had a near mid-air some 20+ years ago. We got close enough that I could see he had David Clark headphones and blonde hair. It was no more than a 15' separation, and that's probably being generous. What saved us was altitude. He was about 5' above me and probably missed my tail by inches. It was the classic high wing low wing situation on a rural Wisconsin severe VFR day. It was all over in one second, and our collision was probably avoided by one second as well. This is something you never, ever forget and I think about it often. I highly doubt he even knew about it, as he was above me in some Cherokee product coming directly over/across the right wing of my 182. Scan for traffic all you want, but bad things can still happen. My flight back home that day was surreal and mechanical. I felt robotic, still absorbing what just happened.
Yes, good description of the after effect, thanks.
Amen! Myself as well..we flew over Indianapolis Terry airport which I think is now is gliders only maybe or closed? and they gave a warning on the radio of "aerobatics north of the field" and a Pitts came right up in front of us and went into a hammerhead stall to the right. If my friend had not immediately jammed the yoke in the opposite direction, we would have been dead. Again, in a Cessna high wing aircraft vs a Pitts.
Scared the daylights out of me.
@@nancyoffenhiser4916 --- "Big sky-little airplane" doesn't really ever apply. It just sounds good. And no matter how hard you look for traffic, something can and will be missed. There is a fly in fish boil (sounds weird, but absolutely delicious) held on Washington Island in northern WI each year (or at least there used to be, not sure now) and the last time I flew in there probably about 13 years ago, I vowed to never do it again. Without exaggeration, there had to be no less than 25 planes in the pattern or entering soon with more on the way, trying to land for at least an hour. Like a swarm of mosquitos. It was the non-towered wild wild west. Some things just aren't worth the risk. After a mid-air on something like that, you'd have just enough time to regret your decision to participate before you hit the ground. Part of flying safe is staying out of potential trouble zones. A lot of these planes were old or home built, and didn't even have radios in them.
Glad you're here and able to write about it today.
Good Lord, that's terrifying 😮
You'd wonder how many near-msses occur and the people involved are none the wiser.
Not using ADSB (terrible idea). Entering pattern wrong (terrible idea), not communicating until in the pattern (terrible idea). All totally legal. If you want to endanger yourself, go for it. But I want to come home to my family, so please don’t be so selfish.
Actually if you have ADS-B out installed, it is not legal to fly around without it transmitting.
Agreed. Maybe I missed it, was the Cessna communicating while in the pattern? Being a check ride I would have to think they were.
So they heard him but went to dash looking? WHY did they not establish com. Immediately with the Swift?
@@bernardc2553 sound like there was only seconds between hearing the call, looking for the swift, and then the collision.
@@josh885 that is simply not true. If it is, I would like to see the FAR on that. If you’re in class or bravo or 10,000 feet MSL then it is required. But I don’t think there was any laws on the Books that says you need to have ADSB on if you have it.
I always tell my students to talk early and often on the radio (but not too often obviously). Can't stand it at uncontrolled fields when people don't announce their presence until they're about 20 seconds from entering the traffic pattern. I mean, the whole point of a radio is to give people *advanced* warning.
I try to announce 10 miles out from (west,east,north,south) with intentions (left or right pattern or straight in, ect.). 5 miles out again stating intentions and coordinating with other aircraft (always be listening!) Finally announce pattern entry and appropriate calls for pattern to landing. Just one more tip is check and double check and double-check the CTAF frequency is correct, and your transmitting and receiving the proper radio (ie. #1 or #2)
Amen! The uncontrolled airport is one of the scariest places to fly because of the non-verbal piloting that always seems to happen.
Almost identical to a fantastically lucky near miss I experienced at Toronto Island Airport (Now Billy Bishop Airport, YTZ) in 1972. I was on my second solo flight, flying a Cessna 150. I was on the crosswind leg, just a couple seconds from achieving the circuit height at 1250ft asl, so was still in nose-high climb attitude. At the moment that I lowered the nose to commence the turn onto downwind, I came face on to the flying school Piper Seneca twin making an improper 45 degree entry to the downwind at the crosswind corner rather than halfway down. I could see and identify the instructor and student before they dropped a wing and spiraled out of sight. I went through their wake turbulence perhaps a half second later. I'm still here, so yes, I got my aircraft back on the ground! ... my circuit was not pretty (landing was perfect) but I had the tower clear the circuit before attempting it, as I was pretty much messed up. "How did this happen?" you could ask. There is always Swiss cheese! In this case, the Flight School 'rules' were that the student would not be charged for a second wet hour with instructor if the plane was on the ground by the 1hr, 5min mark. They had miscalculated the day's exercises and were 'late'. The instructor was flying, to save the student's wallet, and went for a cowboy entry to downwind. I was low and climbing, blind to them, and donkey dumb, and they were in a low wing Seneca, and blind to me, seemingly similar to today's report. I never again flew a crosswind without dropping the nose a couple times in the last 100ft of climb to check the horizon for interlopers. But it was just dumb luck that I had those chances at all. This one gave me the shivers!
I learned early on from a seasoned CFI to lift the wing on the side of the upcoming turn when flying a high-wing…and only then begin the turn. I have never shaken that check-for-traffic safety habit.
That being said, i’ve still been VERY scared upon hearing a radio call announcing entry into the pattern right on right on top of my position. (It was at KVCB Nut Tree. After landing i tried to find that pilot IMMEDIATELY…but she did a quick roll into the hangars and disappeared. Unnerving.)
And what was tower doing while all this is going on? I get it's VFR and ultimately your responsibility, but in the circuit you'd think they'd be somewhat aware of who is where and any potential conflicts... even in '72...
@@Neil_ no tower
@@Neil_ Yes, radio silence all 'round from the tower and the Seneca. A year or two later that airport went full commercial with DC-9s and other STOL traffic, so I left for the countryside and gliders. I think that the Seneca just wanted to slip in and get it on the ground. The CFI was the instructor, and came in hot and blind from an unusual approach direction. I reported the incident within seconds and tried to use all the words that mandate preservation of the tape, like in-air near miss, and close encounter, but apart from my pants there was no emergency to declare. The tower however knew that it was a giant screw-up and tied themselves in knots to make sure there were going to be no further conflicts ... two aircraft behind me were put in holding orbits and the touch and goes ahead of me became land and clear the runway clearances. I flew the gnarliest circuit after being ejected wildly out of position by the encounter, and the circuit final was certainly the longest I ever flew before or since. Fully stabilized from two miles out! My instructor was Air Canada bound and putting in hours and I expect that everybody got together and made the tape disappear. That flight and the get back in the saddle right away flight later that day were never charged.
@@baomao7243 Interesting. So that catches a real good look on the circuit side, but not on the renegade entry side which is obscured by the dropped wing. The dropped nose is a bit inefficient for the climb out but level flight for just a moment at 100 ft and 50ft below pattern gives a decent 180-200 degree look up ahead and right and left. My flying days are history but the imagination still fires all the neurons!
I owned a Swift from 2012 to 2019. I never met Don Bartholomew, owner of the Swift involved in this midair, but I knew him by reputation. I think I also sat in on one of this seminars at one of the Swift Nationals. This is very sad news and a great loss to that type club. At least the other airplane landed safely. That takes some of the sting out of this tragic incident.
I'm offering my condolences to the entire Swift community for this most unfortunate incident. And thanks to Juan for providing this service to us aviators, and also for commenting on Mr. Bartholomew and his contributions to the Swift type club.
I agree. However there are some pilots especially from ATP aka Career Trak. I'm calling them to state their positions and these assholes don't respond. Screw Career Trak. Assholes.
Such a bummer about the swift pilot. I moved to Tennessee to do my flight training a few months ago but I grew up in northern Nevada and have flown with civil air patrol in the Tahoe area and flown GA out of Minden. The 206 being able to land in the shape it was in after the collision is amazing, and the CAP pilots surviving is something to be truly thankful for.
Welcome to Tennessee! I know some guys who grew up in Gardnerville
That C206 engine’s displacement to the right could be entirely due to the massive vibration caused by the loss of one blade. I wouldn’t determine direction of impact on the basis of that. Even the hydraulic fluid splatter on the left leading edge can’t be put down to relative tracks of both aircraft, as slipstream, etc could’ve played a part.
Good analysis
I would think the NTSB will be looking more into any witness marks from the impact (on both aircraft if possible) to determine the collision angles etc.
I was reading the comments to see if anyone else had brought this up. I feel that is more likely, but hopefully, the investigation will be able to determine this for sure.
@@oliabid-price4517Yes, and also, the angle and tear direction of the gouges and paint transfer locations.
I was lined up behind a Civil Air Patrol Cessna for about 15 minutes on the 16th admiring it's paint job. It wasn't in NV, but I was hoping they weren't doing a cross country and crashed over there. What a horrible accident, great job by the instructor. I would have never thought the oil access on the cowling would play such a role. Condolences to the friends and family of Mr. Bartholomew.
While a part of me understands his affinity to ADSB tracking his movement, it's so important to take as many safety precautions as possible not only for yourself, but for other pilots and both pilots passengers and loved ones. If you have a cell phone they'll track you if they really want.
Edit: Just looked into this because the ADS-B being off didn't sound right. 91.225(f) - Except as prohibited in paragraph (i)(2) of this section, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless - Authorized by the FAA when the aircraft is performing a sensitive government mission, requested by ATC if operation would jeopardize safe execution of traffic control, military operations for national security. The exception in 91.225 (i)(2) is in regards to unmanned aircraft. Mr. Bartholomew appears to have been violating a FAR in his operations of this aircraft, and according to friends he violated this often.
Always interested in midair collisions. My father survived one in San Antonio, TX back in 1990. He was the CFI in a Cessna 172 (N1466V). Thanks for all your great content!
I remember that mid-air between the C172 your father was flying and a T-38. I'm glad he and his student survived, as did the pilots in the T-38. That accident led to the USAF hosting a mid-air collision avoidance seminar at Randolph AFB a few years later. Two fellow crew members from the Civil Air Patrol and I attended that seminar. A few months later, while flying between Boerne Stage (5C1) and New Braunfels (BAZ), we had a near mid-air with a T-38, and I believe the training contributed to us avoiding having an actual mid-air.
All that space in the air and all these mid air collisions crazy, I imagine most are like this one, everyone near the airports where it's most densely populated with aircrafts
@@ASchallau what happened in the incident exactly?
When I was in college at ERAU Prescott in the early 80's two aircraft from the local FBO's collided mid air. Both crews were able to execute successful emergency landings and walk away but to look at those two airplanes you'd have been hard pressed to figure how they came together without fatal results.
In Canada you enter the pattern at 90 degrees lessening the blind spot turning downwind as you can see both ways. Traffic patterns that are both on the same side of the field , a left and right pattern, are far safer and superior to a left only pattern. I saw the crash at Reno last year and the cobra in Texas did the same thing turning 45 degrees down wind making the blind spot under your belly. Cheers Donald
Thanks!
The McCauley prop hub is filled with 5606 red fluid . That’s where that red fluid on the wing comes from.
I agree. Have had many prop seal leaks on the 182 with red oil streaking on the blades. Not sure how much it holds.
Bingo
Not sure it's actually MIL-H-5606 in a McCauley hub. The McCauley manual doesn't make it sounds like it is, but it is indeed red. The manual states: "Internal Lubrication- On some models, grease is applied to the bearings for lubrication when the propeller is assembled. However, on other models the lubrication medium is oil. On oil-filled propellers, the hub cavity is partially filled with red dyed engine type oil which is sealed in the hub and isolated from engine oil. This oil provides lubrication and corrosion protection to blade bearings and other internal parts. The oil is dyed red to aid in the troubleshooting of suspected propeller leaks."
5606 has a pretty distinctive feel and smell. I don't think anyone knowledgeable would mistake it for anything else.
I confess that I'm also not confident that the 206's engine position can tell us much about the impact angle. I suspect that this engine did a lot of shifting between the point of impact and becoming stationary on the ground. I'm honestly surprised it remained with the airframe. I've heard of big Continentals departing the aircraft within one rotation after shedding an entire blade.
I've personally seen an IO-520-F on a C-207 that lost about 4 inches off of one blade tip but managed to fly for about 20 minutes. The engine stayed put, but the Lord mounts were demolished.
@@LittleManFlying They're probably extremely lucky it stayed with the plane... would it statically stable without that extra mass out front? Admittedly for something that slow the pilot might be able to keep up with it, but those would be pretty long odds with everything else they had going on.
It’s not 5606. It’s an indicator dye they put in the oil on the front side of the prop hub. It’s bright red so you can’t miss it and you know the prop has a problem.
Don will be sorely missed. I contacted him a little over a week ago about an issue with my Swift. Blue skies, friend.
!! We were friends since 7th grade. He did all the work (or at least signed off my work) on my 182. I helped him on his Swift from the time he bought it at Chino until he moved north. The worst was stripping the Imron paint job we had applied.
Juan, having walked away from a mid-air in our Skylane C-182 (N95726) over Richmond in 1984, your high-wing comments are exceptionally relevant. Had I been flying a low-wing aircraft, I'm convinced I would have seen the other aircraft (also high-wing) with ample time to avoid the collision.
Was the airplane repaired and the same N95726 that crashed fatally in 1998? Bad luck for that plane or the registration…😮
@@miguelkamal256 According to Aviation Safety Network: 1984 2 fatalities - see and avoid. 1998 3 fatalities unqualified pilot flight into imc.
I can't believe this. Don Bartholomew was my neighbor. When Juan mentioned his name, I couldn't believe my ears. We live on the same airstrip.
Condolences. Very sad and sounds like a great guy was lost.
@@annabodot962 Thank you. I usually watch Blancolirio whenever there's an incident. You can only imagine what a shock to hear that someone you know was just involved in a fatal mid-air collision.
@@flyingdozeroperator I watch him too. I feel for you. Just awful. So much can go wrong in a nano second.
It's a horrible, sickly feeling...
A few years back a former co-worker and his son perished in a crash in Connecticut.
I was already thinking how sad it was and then they announced his name..
RIP to all.
@@Alvin-1138 I'm old and I've seen way too much of this in my lifetime.
You can't even see below you in a high wing. I was in a 152 once as a passenger, and the tower alerted us to traffic, but we couldn't find it anywhere, until I opened the window and stuck my head out and saw a Chinook 100 feet below us flying at the same speed and same direction as us.
The reason why the CAP utilizes the Cessna high wing aircraft is because you can see below them much better than you can a low wing aircraft. When they need to see directly below themselves they can roll the aircraft either to the left or right depending on which side they need to look out of.
I was in a similar situation in the late 1960s while entering the pattern at KSLC. One high wing/one low wing. One climbing/one descending. No collision, but it was close -- several feet at best. I knew the other pilot; he was in my algebra class. We were closer together that afternoon in the pattern than when we were sitting in class.
This is heavy. I was part of a near mid air that happened in a very similar manner in the traffic pattern at an uncontrolled airport. The pilot of a high wing cessna made radio calls as far as 15 miles out, but he neglected to clarify which pattern entry he was planning, only what direction he was coming from. We were in left closed traffic, I was the instructor with a student working on landings, and so I kept an eye out as we climbed out of a go-around, watching for this cessna. We turned crosswind as the cessna called that he was midfield, so I was on high alert looking to make sure that he was indeed overflying 500' above pattern altitude before turning back around to enter the pattern on the 45. I still didn't see him, and then as my student turned downwind, right after he made his downwind call, the cessna made a radio call in the turn from left crosswind to downwind. Turns out he was slightly below pattern altitude, just right behind us, and for some reason entered on the crosswind while we were in the crosswind. We had been making lots of radio calls all the way around the pattern, so he should've been aware we were there. I didn't realize this until we rolled out of the turn from crosswind to downwind and just a few hundred feet off to our left, the cessna was rolling out of his turn, sliding up and over towards us. I immediately took control, broke out of the pattern to the right and did a wide 360 to re-enter on the 45 and give him plenty of room, and when we got on the ground I asked the cessna pilot over the radio what his intentions were, or if he was even aware of us or looking for us, to which he didn't respond. I don't think he ever saw us. Just a reminder that you can't trust other pilots in traffic patterns, just like you can't trust other drivers on the road... and clear communication about intentions as well as location is paramount for safe pattern operations. Looking back, I could've queried the cessna about their intentions of how they'd like to enter the pattern before they did, and that may well have helped significantly. Please be careful out there in GA pattern operations.
A highlight of my control tower career was being present for a Swift fly-in to Santa Maria on a clear day back in the early 1980s. Don't recall how many there were but it was a lot. Spectacular. ADSB is a good thing.
I saw the Reno Air Race T-6 crash last year in person. I've been much much more careful about traffic patterns and radio calls since then, but I fly a jet out of a very busy non-controlled airport with both a flight school and helicopter school. No close calls, but a lot of incidents. If we aren't careful, its only a matter of time...
All that going on and it’s not controlled?
This is my cap squadron.. im so glad my squadron mates are ok and pray for the pilot who passed and their family
Prayers from fellow CAP NC member.
Thoughts and prayers from a fellow CAP cadet in the CA wing.
Prayers from Kentucky, GLR-KY-214
Prayers from NER-001-001
I'm a 20-year CAP member with about 3,000 CAP PIC hours. CAP's accident rate is much lower than GA, but incidents like this remind me that we are not immune despite our strong focus on safety. Juan, thanks for all you do for the pilot community.
It looks to me like the CAP crew were most likely innocent victims. The same thing could have happened to the best pilot in the world if somebody else comes barreling in from the wrong side in a "hotter" aircraft (i.e most likely coming from above-left and behind) like that. The only thing that could realistically warn you of that is ADSB, but apparently the other pilot was a tin-foil-hat type.
Thank you for you service young man !!!!!
My aviation career started at age 14 when I joined the CAP and became active in line ops and all aspects of the CAP. Soled age 16 on SEPT 13, 1970, pvt age 17, and now retired AA Airbus Capt ......... CAP is a great organization. These accidents are sad. VFR Uncontrolled just plain dangerous anymore. Good report Juan. Fly safe folks.
Yes, indeed, very dangerous these days. Back in the 1970s, I never gave it a second thought. Today, it's the first thing on my mind and remains there throughout the flight.
I knew CAP wasn't for me the first time i went to Oshkosh as a kid and saw the cadets my own age in "uniforms" running around pretending they were doing some important mission, with their salutes and "sirs". Then again, Boy Scouts wasn't for me either, for most of the same reasons.
Boy Scouts are normally respectful of leaders but I don’t recall salutes as part of protocol. CAP is inspired by the Air Force so salutes seem a natural adoption. The training the cadets receive (almost free of charge) is quite good.
@@gregoryschmidt1233 exactly, I’m not a fan.
I was running an amateur radio noon net in the greater Reno Nevada area that day. We had a couple of conversations about this accident. It was a sad thing to hear only on the radio.
73 DE NØIP
@@todd.mitchell 73! KB7QOD
73. WT7S
We all know those close to home usually skip the details like calls, etc at "their" airport....
Sometimes the old salts are the dangerous ones. I'm skeptical of anyone claiming a field is "theirs". Horribly dangerous attitude!
My CFI has been flying out of the same little uncontrolled airport for decades. And man did he get on my ass when I didn't make good radio calls! Not mean, but he was definitely getting his point across.
My dad had a 1946 Globe Swift.
He sold it in 1950 when he & my mom bought a couple lots to build the house where I grew up.
That Cessna's engine being out of kilter one way or another I'd view with a jaundiced eye. They are stupendously lucky that the imbalance, at climbing power, after losing a blade didn't dance that engine completely out of the aircraft. The position of the sun and the glint from a silver fusilage makes it tough to see easy to lose even after sighting them.
ADSB. Reminds me of a guy I met who didn't use his turnsignals. He said, "It's nobodies business where I'm going."
The difference between turn signals and ADSB is that my turn signals don't make every inch of my driving internet-searchable years later. I'm not defending this outcome, since we're all sitting here arguing with 20/20 hindsight anyway, but these two things really are on different scales.
Just one more reason to use every device available to you when flying. ADS-B is one of those devices. This collision may have been preventable. Thank You Juan & Best Regards.
Great post, no finger pointing, but great advice which I always followed, talked to ATC whenever possible, flight following, etc.
Well he won’t have to worry about the FAA following his every move anymore. Just glad to hear the other pilots are ok. Just an absolutely senseless and possibly avoidable tragedy.
ADSB only broadcasts OUT…
Unless you have IN/OUT installed ADSB will not tell you where other aircraft are!
ADSB out is the only mandated requirement to be installed in any aircraft.
It has not been determined who was at fault, just because you have all the bells and whistles does not mean you can not make mistakes. Wait for the final report.
Juan Brown quoted that the pilots were looking at their ADSB display (and outside) to see if they could find the aircraft that had just made the call, but couldn’t see him on the scope.
It’s not required to use ADS-B at remote uncontrolled airports, but it’s surely foolish not to have it on if it’s available.
@@Showboat_Six You keep repeating this, but the Cessna apparently had ADSB In installed, so it could possibly have helped the pilot locate the Swift, had the Swift been transmitting.
@@Showboat_Six Apparently the Cessna 206 did have ADSB IN as they checked the panel for traffic and saw nothing. If, as speculated, the other pilot had his ADSB turned off, the whole value of the system was lost due to HIS action and it cost him his life and could have killed 2 others. A truly senseless situation!
I have a few hours in 844CP, the horror when I learned of the accident. I’ve flown with both CAP pilots, great pilots.
I was once flying a low wing aircraft I made my call as i turned for final. I had a sneaking suspicion that i was not alone, so i slid to the side off the centre line of my final approach. Sure enough there was a high wing 150 right below me. I went round.
If i had of continued my final approach the probability of a collision was very high.
That was 15 years ago and ive never forgotten it.
These days i more sweep onto final with a curved approach, i find it gives me much better visibility.
What are you flying? A piper, Mooney?
@@shable1436 Homebuilt Bowers Flybaby
Thank you for demonstrating the possible flying angles and high wing vs. low wing with the model planes. It helps me to understand how the accident possibly happened. I look forward to an update when more information is available.
Turning off ADS-B is like turning your lights off while driving at night.
Yeah, on a bicycle
That was my exact thought.
The Swift wasn't equipped with it.
Several of my coworkers live near MEV - I was commenting to one of them who is a fellow part 107 pilot on top of being glider licensed - he and I both wondered if someone wasn’t making enough calls on the downwind leg to 34.
Swifts were originally powered by 85hp In the GC-1A, then Continental 125s in the GC-1B version. All other engines are modifications.
Correct
Remarkably good work, Juan. This is great coverage. I'm so sorry this happened, everyone's worst nightmare...
The Wikipedia entry for the Globe Swift reports a similar accident in 1952 at Love Field Dallas. A Globe Swift on approach collided in mid air with DC-6. The DC-6 landed saftly with no injuries. The two people on the Swift died.
During flight training I was doing pattern work at an untowered airport in a 172 on downwind and had a bonanza enter the pattern directly above me, never made a call, my instructor and I had no idea he was there until he filled our windshield, definitely one of the scariest moments I’ve experienced.
Have to admit that I'm not totally enthused about the privacy issues surrounding ADSB, but I have to admit that it has saved my butt many times. I fly in/out of an uncontrolled and very busy airport in SoCal, and it is often a madhouse of planes and helicopters trying to arrive, depart, perform T&G's, and shoot practice RNAV approaches into the same runway. Now it's rare that I don't take some form of evasive action to avoid traffic, and probably 1/3 of them are initiated by the ADSB depiction of traffic around this airport. Using it, even on a short flight, might have saved this pilot's life.
Wait until you learn about cell phones
Sounds like F70
Though you shouldn’t expect ADS-B nor even radio calls near Minden, “extensive glider activity.”
He would have picked it up with ADSB In alone since the Cessna had ADSB Out.
@@wilsonpickett3881 Apparently, you're just picking up on what everyone already knows. That's nice. However, you are _late_ to the party, not early. Relax. We know. This isn't about conspiracies and government tracking. It's about a tool that gives private pilots a means to avoid mid-air collisions, and conspiracy theorists who think it's more important that nobody knows where you are.
ADSB was designed to prevent these types of accidents in uncontrolled airspace. You have it on your airplane and you turn it off. UGH
@@jimpalmer1969
No it was designed to keep track of your flights, if it was for safety, then IN&OUT would have been mandatory instead of only OUT required.
In all OUT equipped aircraft you still do not see or get any warning about location of other OUT aircraft.
@@Showboat_SixnO. It's not
@@Showboat_SixOut has to be mandatory because IN won't do any good without OUT
@@Showboat_Six Found the dummy
@@Showboat_Six That is some seriously messed up logic.
The short version:
A near midair I/we experienced over the Pacific while orbiting (waiting for the A-4 fast-movers) our C-130R cell - me looking at the starboard refueling hose pod - another TransPac C-130R flew by in a floating climb, so close that the UNITED STATES MARINES fuselage paint on the 'opposing' 130's port side almost appeared stationary.
Ok boys, please leave the ADBS data ON!
There was a time when I didn't like the govt telling me I had to install my ADSB...then I went flying one day, and the ADSB helped me avoid a potential mid-air collision. it made me a believer. This is a lesson for all of us.....
ADSB only broadcasts OUT…
Unless you have IN/OUT installed ADSB will not tell you where other aircraft are!
ADSB out is the only mandated requirement to be installed in any aircraft.
@@Showboat_Sixportable adsb IN is cheap, so the fact it's not mandated (and I agree it shouldn't) is not a real hindrance, as it is still accessible for little cost
@@Showboat_Sixfound the dummy
Aircraft may not have been required to use a transponder, even. Always act as though everyone else doesn't have a radio.
Looking at the glass panel searching for aircraft on ADSB is also a contributing factor, keep yours eyes outside, especially at an uncontrolled airport
Of course it's the guy with no adsb who's not making timely radio calls...
Thought he made a call, that is why the 206 was looking as they stated.
@@EllsworthJohnson-ui1xm "timely"
That coupled with entering the pattern however he pleased. I can't figure out what his intention was... to land on 16 or 12? 34 dosen't even make sense if he was coming from the south.
@@NightTrainIndustries what a hot mess. Just another one of these old "don't tell me what to do" half assed pilots. Got himself killed this time.
yes, however no earlier calls were heard, 10 miles, 5 miles, 3 miles, the only call also was not the proper location. Personal opinin here... I think he must have called entering left downwind..... If he said he was going to enter on the 45 he was doing it very incorrectly.
Civil Air Patrol - SAR Pilot since 2009 - EXACTLY the reason ADSB needs to be affordable for all. We had similar incidents up in Idaho. Taken the lives of many from lack of communication in tour areas and in the pattern.
CAP MO from NC and totally agree. Bad enough we are in a military area and need to glue eyeballs out of the plane because of that. But not using ASDB in a non-military aircraft when you have it installed is irresponsible.
“Affordable “? Small investment to protect life and improve safety- imho if you can’t afford safe flying May you can afford flying. Iam amazed insurance companies don’t require it or impose higher premiums for those without it.
I don't know how much it costs for ADS-B out, I'm close enough to a Mode C veil that virtually everyone has it. But ADS-B in is cheap.
Affordability wasn't the issue here. Apparently the Swift was equipped with ADS-B Out, but the pilot chose to fly with it turned off.
@@JoshuaTootell Uavionix TailBeacon is relatively cheap (for avionics) at ~$2K. It is less than an hour to install and maybe another hour to set up. I was one of the first to have it installed when it first came out. Just barely made the cutoff date for the FAA rebate. It worked great and just required you to fly with your position lights on all the time.
Many years ago I was flying a Hawk XP back from Tillamook, Ore to Aurora, Ore., and had an o-ring fail on the CS prop. As I adjusted the prop, a blast of oil sprayed covering the windshield except for a small area at the lower left. My oil pressure was stable so I figured the motor was fine, but I was still above the Coast Range which made me a bit nervous. I had just bought a brand new Garmin GPS-90, so I hit the "nearest airport" function. The closest airport was over 20 miles away. So I peeked through that little spot and kept on flying. Once over the "closest airport" and knew that the engine was still running fine, I headed to the Aurora Airport.
On landing, I went inside and told the manager what had happened. Everyone came outside to have a look. They looked at me and asked why I was so calm. My reply was once I knew I still had a good engine (and to leave the prop alone) my nerves settled down and I flew the XP as my CFI(s) had drilled into my head over the years.
That was my one and only mishap as a pilot over the last 50 years as a PPL.
Truth is if you own a cell phone your every move is tracked anyway. The limited time spent in the air there’s a good reason to be tracked by others.
@@michaeldipasqua1281Thank you for your comment, which is completely disconnected from the original comment. You might be thinking about one of the other comments, or maybe you're giving random responses to other people's comments. Can't tell if it is purposeful, or if you're a bit off. Odd, though.
@@skipdreadman8765 odd that you put so much thought into this. Was clearly meant for another comment.
@@michaeldipasqua1281 Odd doesn't require a lot of thought to recognize. You're a lot easier to spot than you think.
We need to get Juan a high wing model
Extending condolences to all. And a Good job Cessna pilot. Must of been something seeing the motor mounts come apart. Thank god the motor stayed on. CG shifting unbelievable.
Keeping that ADSB turned off so the "man" does not know what you are doing fits into one of those hazardous attitudes the FAA talks about, I think. I would tell stories about almost being run over in the traffic pattern, but every pilot has them.
I almost had a head-on with a medevac helo on takeoff. They were about 200ft away but that's plenty close enough
ADS-B should be able to be "Turned off or in STBY" by the pilot... Damn thing should be active at power up and left on until at least 3 mins after master switch "OFF" via time delay relay...
Yep agree! And it's almost borderline reckless to do so. Now you've placed other nearby aircraft at risk of a mid-air collision. Dangerous behavior IMO.
I was a GA mechanic in the 90's when altitude encoding had to be added to transponders, some were not happy at all that their altitude would be known. Those guys would probably have a real conniption over ADS-B.
For whatever reasons they have, lots and lots of aircraft fly around the US without ADSB, including military aircraft on routine flights.
I'd say that their motivations are irrelevant, all that matters is the behavior.
If it's reckless for that guy then you gotta say it's reckless for everybody.
Hey Juan -- regarding ADS-B out and the propensity of some pilots to switch it off, I want to bring your attention to CFR 14 91.225(f), which states:
(f) Except as prohibited in paragraph (h)(2) of this section, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless-
(1) Otherwise authorized by the FAA when the aircraft is performing a sensitive government mission for national defense, homeland security, intelligence or law enforcement purposes and transmitting would compromise the operations security of the mission or pose a safety risk to the aircraft, crew, or people and property in the air or on the ground; or
(2) Otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions.
Paragraph (h)(2) has to do with unmanned aircraft and is not applicable. So, it has been my reading as a pilot (and seems clear enough in the regs) that if you've got ADS-B installed, it MUST be turned on, and not doing so is a violation of the CFRs.
Thank you for that!!!
Always wanted a Globe Swift, it's sad that two legends were lost in the same accident.
We used to call that X-wind to downwind turn the coffin corner.
I had a guy depart zephyrhills fl airport to the west. I departed going west as well. He did a 180 right into the crosswind on which I was departing and gave no radio call until entering the 45. He had adsb which gave me the heads up.
i can't count how many times I've been in the pattern at an uncontrolled airport and just praying no one else is in the same spot I'm in or about to be in. so sad 😢
@@aubweymagobwey Doesn’t lower-priced Garmin system or ForeFlight provide something similar to TCAS and will tell you where other aircraft are?
@@PfizerRN_NavyReserveCaptainyou would think the now required ADS-B equipment would greatly enhance safety. One of the problems for this kind of situation at relatively low altitude there may not be a ground station to relay the signal.
@@kamakaziozzie3038 ADSB is useless if a pilot chooses to endanger anyone around him (and himself) by turning it off. It seems similar to driving your car at night with the lights off- insane!
@@kamakaziozzie3038 ads-b isnt required everywhere
@PfizerRN_USNavyReserveRN Yes, they exist, but ADSB is not required and not everyone has it, therefore you cannot trust that you'll always see every plane around you on your box.
Flying with the adsb off and having a midair with a civil air patrol.
The poor kid in the 206. All the right equipment with a cowboy flying in blind.
As always Juan, your reports are so informative. I'm not an aviator, so I learn so much about aviation from listening to your channel.
This tragic story relates to another current, general aviation story…airport user fees. As Florida airports prepare to use ADS-B data to charge pilots with landing fees, we can be sure many more pilots will switch off their ADS-B out transmissions, in violation of FAR 91.225(f). As demonstrated by this accident, turning ADS-B off increases the probability of a midair collision for the pilots who turn the system off, as well as every other pilot sharing the skies. ADS-B is a powerful safety tool that has undoubtedly made aviation safer. Now, the misuse of ADS-B data, by opportunistic bureaucrats, threatens to compromise that safety.
FAR 91.225(f) is explicit that turning off ADSB-out based on pilot whims is not at all "perfectly legal".
@@TheJimsokoloff You are correct. I will edit the post. Thank you.
I remember watching a low wing approach a Cessna I was back-seating in from our high rear as it slowly descended and we slowly climbed. Tapped my buddies’ shoulders and pointed him out. Highwing low/lowing high is bad news.
Turning off ADSB is like covering one eye...it finally bit him.
That's a good analogy, covering one eye if you have binocular vision. True as that would be, one eyed pilots exist. If anyone's curious, see FAA Guide for Aviation Medical Examiners Application Process for Medical Certification Exam Techniques and Criteria for Qualification Items 31-34. Eye - Monocular Vision.
@@jameschristiansson3137 No offense intended towards the visually impaired. I know a double amputee pilot who was able to earn his PPL using a linkage/device connected to the rudder pedals. Perhaps, I should have said, "Turning off ADSB is like me flying without my reading glasses." I can still do it, but I'm safer with them.
@@Flying_Snakes I'm sorry if I implied offense. I liked your comment. Vance Breese has a Wikipedia page. Not mentioned in the article is that his son has vision in only one eye and is a pilot and CFI. That's the first I knew of pilots with monocular vision. The FAA document I referenced recommends 6 months as a time period necessary to learn the new skills required to fly with vision in only one eye. Your original example remains correct.
@@jameschristiansson3137 No worries, I often forget to be cognizant of inclusion these days, lol. I think it is great that the FAA allows pathways for the disabled to get a license to fly. Thanks for the comments, safe flight!
Wrong analogy. It's like flipping off other pilots that rely on ADSB for accurate traffic management. I know a few pilots that purposely have their adsb switched off...but happily monitor adsb traffic on a Fore Flight using a Sentry receiver.
Ironically and sadly enough, the Swift Museum Foundation 3rd prize in the raffle is an ADS-B receiver.
oh my, there is some irony there. for sure!!! please encourage adsb at all times, Out AND IN
Sounds like the Globe Swift Pilot failed to do the proper radio call outs when entering a non towered Un controlled airfield. At minimum I call out at 15, 10, 5 miles with Altitude and intentions!!! Did not have to happen!!!
An incredible incident that you have posted. The fact that the 206 could land was an act of divine intervention. Condolences to the family of Don. Thanks for your very informative videos which are always have good instructional value as well.
I was first on scene. A crop duster (Piper Pawnee) had made a pass over an orchard. After pulling-up from the pass he was facing a box canyon. He turned left and not right. He bellied the plane into the side of the box canyon. The fuel tank sits above the pilots knees. The pilot opened the canopy, stepped up on the seat, had one foot on the canopy rail, and the Pawnee erupted in flames. Eerie to see him die there, frozen in time while only a few steps to safety. I can see it today, as fresh in my mind as it was 42 years ago.
Nightmare fuel. Sorry you had to witness that, and RIP to the pilot.
Per 14 CFR 91.227 and 91.225, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times, unless authorized by the FAA or directed by air traffic control (ATC)
Good on the IP for taking control and flying the 206 all the way to a safe landing.
Even if you don’t want to run ADSB out, at least buy a Sentry and get some ADSB in. He probably would have seen that 206 in the pattern and most likely not run into them.
I've survived a mid-air collision in an ASK-21 glider. Admittedly it was with a buzzard. The bird I think did not make it.
Probably a vulture. Buzzards are only found in Europe. I think. I’m not an entomologist.
Funny, but glad you're okay all the same 😂
@@localcrewthey are all vultures but people call them buzzards which they are not.
You are correct on all counts. 1. People do (erroneously) refer to them as buzzards. 2. They are not, indeed, buzzards. 3. They are actually vultures.
@@localcrew Entomologists are for bugs 😂
Thanks for explaining that red fluid 🙏
It did look like blood, right? Terrifying!
I think it's actually red dye that's added to the oil in McCauley constant speed prop for leak detection
I almost hit a Bonanza at 12,500 yesterday in the middle of nowhere AZ. Never showed up on our screens, but we started getting traffic alerts since we were on with approach. I think every pilot has had at least one close call. It’s ridiculous
ADS-B in and out along with avionics that show traffic and give aural alerts if you get too close should be required on all aircraft in all airspace. See and avoid never worked well and in 2024 using such an archaic thing that gets people killed when a much better system is available is beyond ridiculous.
Always look forward to your excellent analysis Juan. Factual and informative.
We had a local guy from Chattanooga TN back in the 70s who had owned a swift which was mort loyd he had a engine sperate from the airplane when he had a prop failure
Many hours in 206s… almost no forward visibility forward during cross wing to downwind …
Would a few cctv cameras and a lcd screen not be a cheap lifesaver? Most modern cars have a dozen cameras all over them just so you can park easily.
You could even have AI aircraft detection to warn of other planes visible at the same altitude.. this is consumer technology.
I flew hang gliders, and the traffic density at my local site is often insane, with sometimes a hundred gliders sharing the air on one hill. But you can see out of them pretty well.
I considered getting my PPL, and did a few lessons, but it was just terrifying the way you can't see really anything around you.
Classic high wing-low wing collision. Both aircraft were in each other’s blind spot.
@evan010101 have you looked inside and airplanes cockpit? Not a lot of room for that. That's why many planes have mirrors installed
@@lemonator8813 I'm sure Garmin could come up with an equivalent of the look through helmets they use on F35s that cost a few thousand. If they wanted to, and if the FAA would agree.
No matter how expert and proficient you are, one lapse and you're dead.
Apparently his "lapse" of turning off the ADSB was habitual. Sort of like driving at night with your lights off-it is OK right up until you or someone else dies!
Thanks Juan, great information as usual, very sad this happened, it could have easily been three fatalities.
I keep my Bonanza at Carson City, just to the north of Minden, and have flown in there countless times over the years. It is notorious for a busy, hectic traffic pattern filled with everything from Gulfstreams to gliders, especially on weekends. Some instructors I know in the area do not let students solo down there for that reason. It is something that no one wants to see, but unfortunately not surprising. If it is true that his ADS-B was off and he made only one radio call, although legal, it is extremely reckless.
As an A&P mechanic I have worked on both the 206 and the Swift. Both are great aircraft.
U206A rider here, High wing vs Low wing and ADSB equipment RF shadows had us closer than anyone wanted to be one time. Descent of 2000 feet when target 'appeared' out of nowhere (I spotted it visually before ADSB), and all was good.
Beautiful aircraft. Too bad its pilot was a little bit paranoid about the FAA monitoring him.
I understand, I never had a problem with the FAA, but some people do.
Thank you so much for this analysis, Juan. Staying tuned to see your upcoming video about patterns and untowered airports.
Turn your damn ADS-B on. We controllers are too busy to care about tracking individuals for whatever perceived reasons they have to not run ads-b. It’s the cheapest safety measure you have when VFR.
I have never seen a Swift before, but ater two seconds i fell completely in love with the plane.
That’s not 5606 on the 182. McCauley props are filled with a red indicator dyed oil so you can identify a leak requiring service.
your comment about ADSB being a contributing factor in the this accident, I would say that it was the contributing factor, if the Swifts ADSB had been turned on the 206 would have been able to see him.
I fly into KSZP quite often and it seems most of the locals don't bother with turning on their transponders. So often I've heard the radio calls and seen the airplanes, but they never show up on ADSB-in.
2 lessons :
1/ sense of ownership and selfishness are fatal enemies of every pilot
2/ flying anywhere around an uncontrolled airfield, there’s no way you can communicate too early or too frequently, even if nobody else is on the radio.
I flew into F00 in North Texas once, and there was an Aeronca doing touch & gos with no radio nor ADSB-Out. I’ve got ADSB out/in, but it didn’t help. I was lucky to have seen him. It’s a popular airport to practice instrument approaches; so warned everyone about the Aeronca and headed someplace else.
Lessons learned = lives saved. Great report Juan
I used to work in the industrial park next to the Minden Airport. Almost every day, there was a lot of air traffic around lunch time and I found it amazing there were not more accidents. The airport is also a sail-plane base. And many of the hangers there are full of racing airplanes.