mid-airs

[woodstock]

Hi

I'm studying! I really am. I set the timer for 1.5 hours and I plan to do that every day - actually wkds I'll likely study more. (or at least TRY to do that daily).

at any rate - I'm looking at some stuff from Whitt's Flying I printed off the internet re: mid-airs.

one stat - 60% of midairs actually result in a safe landing - for at least one airplane I suppose? I thought mid-airs were for the most part - your number is UP.

has anyone here been involved in a NMAC? or God forbid an actual? I'm surprised the number is 60% - that could be an old stat, but still...

 

[TangoWhiskey]

Has anyone here been involved in a NMAC? or God forbid an actual? I'm surprised the number is 60% - that could be an old stat, but still...

NMAC, yes... actual collision, thank God, no.

Situation: Angel Flight, passenger in the rear seat, my then-13-year-old-daughter in the right seat.

Mooney M20, IFR flight plan from the DFW area down to Galveston to return the patient to his home.

Houston Approach was the last approach facility to handle me. Galveston is a non-towered airport. It was a VFR day, I was just on an IFR plan to help manage the transition through Houston's class B and because I always file IFR on Angel Flight missions.

Houston Approach hadn't yet released me to CTAF, but cleared me down to 2000 feet. I did not yet have KGLS in sight, but was monitoring CTAF on the #2 COM. I was now about 15 miles out.

This is when I experienced my first "loss of comm" situation with ATC. I didn't lose a radio... I could hear ATC, they just couldn't hear me. I heard the controller call, several times "N211SC, Houston Approach". I'd reply, "Houston Approach, N211SC, go ahead, I read you loud and clear." It was like he didn't hear me at all. Finally, after about the 3rd round of this, with the controller's voice getting increasingly anxious, and with me getting closer to KGLS (about to cross the bay, now) and starting to think I should just switch frequencies to report my position on KGLS CTAF, an aircraft at a higher altitude relayed to the controller "Approach, 211SC is calling you, you just can't hear him...".

Approach jumped back quickly "Tell him to squawk VFR, frequency change approved." I replied and the other aircraft relayed, and I quickly flip-flopped to CTAF to make my initial report. Just as I finished talking, and was making my traffic scan, my eye picked up movement off my left (the airport was at my 11:00 and I was entering from the NW on a 45 for downwind to Rwy 35). About 500 feet away, climbing RIGHT AT ME was a Bonanza that had just departed KGLS and was climbing out on a modified crosswind.

I had no "choice" here, nor any time for thought... the action was as instantaneous as it was instinctive. The throttle went to idle and I pushed sharply forward on the yoke as the Bonanza roared JUST overhead (within 20 feet). My passengers had not seen our impending situation, just asked, "what was that?!". I am still not sure if their question was directed at the sudden pitch change or the 300hp Continental swirling a 3-bladed prop that just pierced our conciousness with its split-second Doppler effect. I directed their attention out the right-hand windows, and we all got very quiet and reflective.

My heart pounding, I trained my mind on the task at hand, responding only once to the "WHO THE HELL WAS THAT!?! I WANT YOUR N-NUMBER!" screams in the radio from the Bo driver... I had a job to do, and that was to not let this event start a chain of events that would lead to a distraction-based accident. I don't think I've ever checked "GEAR DOWN" more times in my life!

We joined the pattern, made a smooth touch down, we had a brief discussion amongst ourselves about what had happened, and I seemed more shaken about it than either of my passengers... they were "well, close is close, but we're all still here, right?!"

An hour later, after my nerves had a chance to relax, my daughter and I climbed aboard to begin what would now be a night-flight back to DFW. Over the bay just north of KGLS, I wondered if I was having engine problems. We just weren't getting the speed we should.

Oh... "Gear Up"

There, that's better.

 

[woodstock]

holy hell Troy my heart was pounding reading that!

 

[TangoWhiskey]

holy hell Troy my heart was pounding reading that!

Here is another... more recent, but not as bad.

A couple of weeks ago I went as safety pilot for my boss's boss in his Arrow, for him to shoot some approaches.

He's got a Garmin 430 with TIS traffic, so that helps a LOT with spotting traffic in the DFW Class B airspace. But I also learned a lesson about how to use it BETTER.

We were headed back to Denton Municipal from the east, when traffic from the left (again!) encroached within the 2nm audible warning for "TRAFFIC!" from the TIS unit. I've found that until traffic gets within that 2nm circle, you're HIGHLY unlikely to see it during the day unless it's a jet.

Using the traffic display, I was able to quickly visually aquire the traffic. Our altitude, 10:00, moving left to right. I kept my eye on it... it appeared to intersect our flight path and then turn west, towards Denton, as if it were going to the same airport we were. In the next ten-fifteen seconds, I thought, "Man, he's flying a lot slower than we are, we're really gaining on him". We turned slightly left and reduced power to give better spacing and that's when it QUICKLY became apparent that he was NOT heading away from us, he was flying TOWARDS us. Within 3 seconds of that thought ("he's going slow!"), a WWII twin-engine warbird on it's way to OSH passed us at our altitude about 200 yards to our right.

When traffic joins your course, either towards or away, the relative motion (left to right, right to left) goes away, and it can be VERY hard to see traffic until it's almost too late to react. Your closing speed is over 200 knots, there is no relative motion between you and the intersecting aircraft. If you're not looking at exactly the right place at the right time, you'll not see them til it's almost too late to react.

Here's the lesson I learned, and it's two-fold.

* If it appears that an airplane has joined your course dead on (no relative motion), then adjust your course a little (10 degrees either way, left or right) to re-establish relative motion until you're sure which way he's going.

* If you have two pilots in the plane and you have a traffic tool like TIS, one of them can keep visual contact with the target airplane, and the other can alternate between traffic and TIS to verify the new direction of the target (towards or away from you). If I was by myself, I don't think I'd take my eyes off the target to double-check TIS; it can be hard to re-acquire the traffic especially in haze. When the traffic is that "close in" to me, I want to keep an eye on it. In that case, I'd revert to the previous tip.

Gotta keep your head on a swivel!!

 

[wsuffa]

Two 'nears' for me. Both in or around the traffic pattern.

First was Hamilton, Ohio, one evening after an instrument lesson. I kept the plane at HAO, but my instructor was based at Blue Ash, less than 10 miles as the plane flies. I was returning to HAO, and was at pattern altitude. Winds were favoring 28. As I was on the 45 to downwind, all of a sudden a twin roared overhead. No traffic calls on frequency. He had departed 28 and made a wide sweeping, climbing turn to depart to the east. My guess is that he was talking to approach to climb into/through the Class B (HAO is under the CVG shelf).

The second was at San Marcos, Texas on a day when EAA was having the SW regional fly-in at NEw Braunfels. We were doing practice ILS approaches at San Marcos as SAT was too busy. On the second missed, we went back to Austin approach, who immediately cut us loose and terminated services. Since we were headed for Castroville next, we climbed in the HYI traffic pattern. At the same time, the TIS traffic alert went off - there was an aircraft transiting the HYI pattern enroute to BAZ.... at pattern altitude. Mind you, he wasn't flying the pattern, he was transiting across the pattern. Without talking on CTAF. I banked hard right, and crossed behind him. Way too close for comfort.

 

[Ken Ibold]

I had just sold my Mooney 201 to a guy in Miami and he was flying my wife and I back to Boca Raton, where we had a car parked. He was a former Mooney C owner, so there were some differences in the airplane, but he insisted on flying his new airplane. I am not an instructor, and he did not have any kind of checkout before we launched other than the briefing I gave him on such things as hot starts, electric gear/flaps, and how to work the RNAV. Anyway, Catherine and I stupidly got on board and we flew up to Boca, which was untowered at the time. There were a few scattered rain showers around, and we had to dodge one on the short flight. We directly entered the downwind and I was preoccupied with making sure he was finding the right trim/flap settings, getting the gear down, etc. and he was looking outside. I thought.

We were on a right downwind (standard traffic) for 23 and just about to turn base when out of nowhere there appeared on our right a Malibu, with a simultaneous CTAF broadcast of "Malibu XXXX entering modified downwind for 23, Boca." Modified how?

The buyer's wife, who was sitting behind me, shouted "plane!" loud enough to be heard over the headsets. I grabbed the yoke and peeled left, basically taking control of the airplane in a very non-positive sort of way. Nonetheless, the buyer dropped his hands to his lap and I flew out, re-entered the downwind, and then turned the controls back to him for his first landing in the airplane. The Malibu guy must have been in some kind of hurry. His airplane was in front of the FBO when we landed, but he was long gone.

We all learned a lot that day.

 

[TangoWhiskey]

On the second missed, we went back to Austin approach, who immediately cut us loose and terminated services. Since we were headed for Castroville next, we climbed in the HYI traffic pattern. At the same time, the TIS traffic alert went off - there was an aircraft transiting the HYI pattern enroute to BAZ.... at pattern altitude. Mind you, he wasn't flying the pattern, he was transiting across the pattern. Without talking on CTAF. I banked hard right, and crossed behind him. Way too close for comfort.

See now, Bill, I didn't say it in my earlier post, but I had this 'odd' feeling from the tension in the controller's voice that he KNEW that traffic was there and converging, and wanted me cut loose BEFORE something happened.

Sounds like this controller wanted to get rid of you quick, too... I'd hate to think that any controller would really just dump you to avoid a spot on his record... Nah, that couldn't happen... it's too immoral.

At least tell me to 'squawk vfr, separation services terminated, last observed traffic is ....'

 

[wsuffa]

Austin's pretty good to us. Really.

I suspect he was really quite busy with the fly-in traffic. Although BAZ is in San Antonio's airspace, it is not far south of Austin's area (HYI is technically in Austin's airspace, but MARCS intersection on the SAT/MARCS8 arrival overlies HYI - and that is the handoff point for SAT). When I cleared the alert from the box, I saw 5 other targets within about 3 miles of my location. I'm certain he was working some of them.

OTOH, I don't have much good to say about the yahoo that busted through the traffic pattern - at altitude.....

We have met the enemy....

 

[alaskaflyer]

NTSB Identification: SEA04FA083A
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 16, 2004 in Tenino, WA
Probable Cause Approval Date: 9/13/2005
Aircraft: Cessna 170B, registration: N3510D
Injuries: 1 Fatal, 1 Minor.

At 2038:10, a Cessna 170B and a Cessna 210J collided in-flight about 5 miles southeast of Tenino, Washington, at 3,000 feet mean sea level (about 2,700 feet above ground level). The Cessna 170B, flown by a private pilot, sole occupant of the airplane, was transponder equipped squawking code 1200 and emitting Mode C altitude information. The Cessna 170B had just descended from 7,500 feet msl and was leveling off at 3,000 feet on a magnetic heading of 322 degrees when the collision occurred. The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field. The pilot of the Cessna 210J, also the sole occupant, was not emitting a transponder code, and therefore no altitude or other identifying information was available. However, a radar target was observed to the left and on a collision course with the Cessna 170B, and is assumed to have been the Cessna 210J; there were no other aircraft observed in the immediate vicinity. At 2036:11, the aircraft were approximately 3 1/2 nautical miles apart, the Cessna 210J oriented on a heading of north, while the Cessna 170B was on a magnetic heading of 309 degrees. At 2036:34, both aircraft were still on their respective headings, however, their lateral separation had diminished by 3/4 of a mile; the airplanes were now 2 3/4 miles apart. At 2036:58, lateral separation was reduced by 1/2 mile to 2 1/4 miles, and at 2037:22 lateral separation was further reduced to 1 1/4 miles. At 0337:46, 24 seconds prior to the collision, radar data indicates the aircraft were separated by a lateral distance of approximately 3,300 feet. Based on scratch marks and paint transfer signatures observed on both aircraft, as well as an estimated speed of the overtaking Cessna 210J being 150 knots and the GPS readout speed of the Cessna 170B of 113 knots, calculations revealed a closure speed of 41 knots, and a collision angle of 8 degrees. A calculated convergence angle of 22 degrees was determined for the Cessna 210J and 150 degrees for the Cessna 170B. It was concluded that based on the Cessna 210J's convergence angle and pilot's unobstructed forward field of vision, the Cessna 210J pilot should have been able to detect the presence of the Cessna 170B using normal visual scanning procedures consistent with visual flight rule (VFR) operations.

 

[Steve]

I've had 3 NMAC's that I can recall.

1. Long solo cross-country in a C150 approaching MLU a PA-18 did a wing-over off my right wing less than 200' away from below. Approach never mentioned the traffic and I later saw the Super Cub making touch and go's at MLU while I was refueling.

2. VFR cross-country from Lambertville, MI to Ann Arbor MI. in a C177B. I just happened to have the Ann Arbor tower supervisor in the right seat and he spotted a C150 above and to the left about 1/8th mile away descending towards our flight path. He took the yoke and we made a rolling climb to the right as the C150 passed under us. I didn't see the C150 until it was out the right side window in the turn.

3. VFR at night approaching Weiser airpark from West Houston I was in the back seat of a 172 a friend of mine was flying with her instructor in the right seat. I noticed a strobe below out the left window that first looked like a tower, but it stayed in the same relative position as we entered the 45 for downwind, then rose to our altitude. I pointed it out to the pilot and the instructor and the instructor broke off the 45 to make a wide downwind. We stayed "outside" the pattern and followed the other aircraft to landing at Weiser. It turned out to be a PA-28 in the pattern at Weiser that was doing touch and go's and not talking on the unicom frequency. We were no more than 500' apart at mid-downwind.

 

[TangoWhiskey]

The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field.

Richard, was this YOU?

 

[woodstock]

wow guys, glad you are all here to tell the tales. Richard - that you??!!

I've had a few nears but not THAT near - just a little too close for comfort but nothing happened.

I did read today that anything beyond 1.5 miles out (small plane) is too far to see very well. which means that once you can see them they are pretty darn close.

they also said the plane will suddenly blossom in your windshield just before impact - apparently b/c you couldn't see them well before and they are moving fast.

 

[TangoWhiskey]

I did read today that anything beyond 1.5 miles out (small plane) is too far to see very well. which means that once you can see them they are pretty darn close.

I've observed that to be true, during the day. At night, airplanes are very easy to spot if they aren't down low in the ground clutter.

they also said the plane will suddenly blossom in your windshield just before impact - apparently b/c you couldn't see them well before and they are moving fast.

I've observed that to be VERY true... especially if they are coming at you from one of the front quadrants as opposed to closing from behind. You notice that the post by Richard said that the closing speed on that collision was computed to be 40mph... from behind, things happen slower.

 

[alaskaflyer]

Goodness no, not me. Just thought it was apropos for the survivability factor discussion. Plus a plug for my trusty brand of steed!

I've been in more than one situation where I've had to change heading or altitude to avoid a potential near miss (the latest being a Hawker climbing out of a class D that I was transiting overhead - no doubt the scoundrel had me on TCAS but it was still uncomfortably close), but fortunately nothing actually hair-raising. Closest one (other than the Hawker buzz) - over Bryce Canyon NP, same altitude, a Maule and I closing on each other out of each other's window post. Saw each other at about the same time - 1/4 mile maybe, decent bank turn got us out of each other's way.

 

[TangoWhiskey]

Goodness no, not me. Just thought it was apropos for the survivability factor discussion. Plus a plug for my trusty brand of steed!

Glad it wasn't you! Saw Cessna 170B and had to wonder!

I wonder if the engine was dislodged, or REMOVED from the aircraft... the report wasn't clear. I can't imagine he could have stayed within a flyable CG range if the engine had departed the plane.

Closest one (other than the Hawker buzz) - over Bryce Canyon NP, same altitude, a Maule and I closing on each other out of each other's window post. Saw each other at about the same time - 1/4 mile maybe, decent bank turn got us out of each other's way.

That's exactly the situation I fear the most. There are blind spots, just like when driving a truck. Will the enemy be there?

 

[alaskaflyer]

Glad it wasn't you! Saw Cessna 170B and had to wonder!

I wonder if the engine was dislodged, or REMOVED from the aircraft... the report wasn't clear. I can't imagine he could have stayed within a flyable CG range if the engine had departed the plane.



That's exactly the situation I fear the most. There are blind spots, just like when driving a truck. Will the enemy be there?

Nope, engine completely removed. Here's the full narrative. And actually, in the institutional knowledge of the 170 type club, there has been at least one other successful landing of a 170 sans engine after the loss of a propeller blade in flight and the subsequent vibration destruction of the engine compartment and motor mounts.

HISTORY OF FLIGHT

On May 16, 2004, approximately 2040 Pacific daylight time, a Cessna 170B high-wing airplane, N3510D, and a Cessna 210J high-wing airplane, N3329S, collided in flight approximately five nautical miles southeast of Tenino, Washington. The Cessna 170B had departed Roseburg, Oregon, at approximately 1834 and was en route to the Wax Orchards Airport, Vashon Island, Washington. The Cessna 210J departed Kelso, Washington, at an unspecified time and was en route to the Renton Municipal Airport, Renton, Washington. There was one occupant onboard each aircraft. The pilot of the Cessna 210J, a certificated commercial pilot, sustained fatal injuries, while the certificated private pilot of the Cessna 170B sustained minor injuries. Visual meteorological conditions prevailed and both aircraft were operated under 14 CFR Part 91 regulations.

According to the Federal Aviation Administration (FAA), both pilots received weather briefings but neither pilot filed a flight plan, and neither aircraft had requested or were receiving air route traffic control radar services at the time of the collision.

The pilot of the Cessna 170B reported that moments before the collision he was level at 3,500 feet mean sea level and had just changed his heading from 350 degrees to 318 degrees. The pilot stated, "I was looking down at my map as part of this 'normal scan' that I do when the collision occurred. I never saw the other airplane." The pilot further stated that the aircraft pitched down and went into an uncommanded left turn, requiring him to stabilize the angle of bank by holding full right aileron. The pilot reported that he then realized that the engine had come off the airplane, but he was still able to maintain a nose down attitude and keep his speed up. The pilot further reported that he then attempted to move the elevator and rudder enough to see if they were responsive, which they were. The pilot stated that as the airplane continued in the left turn through a southerly heading to an easterly heading, he saw what appeared to be parts of something falling out of the sky below him. The pilot said, "...that's when I thought I'd been hit by another airplane." The pilot reported that as he proceeded turning and losing altitude rapidly, he picked out a field where he thought he could land. The pilot further stated, "I moved the flap handle a little to see how much they moved, and when I saw they worked I decided to add some flap to reduce my speed as I approached the field." The pilot reported that he then applied right rudder to raise the left wing before "clipping" the tops of some trees and going through one powerline wire which bordered the field on the south. The pilot stated that after the airplane impacted the ground and nosed over, he immediately exited the aircraft and sought help at a nearby house. The aircraft came to rest inverted on a magnetic heading of 120 degrees, and there was no post impact fire.

A witness, who is also a private pilot and the owner of the property where the Cessna 210J came to rest, reported that while in his house he heard an airplane flying around, prompting him to go outside to see what it was. The witness stated that he looked up and thought he heard airplanes overhead, then saw the two accident aircraft coming together. The witness further stated, " saw them about 5 to 8 seconds before they hit. Both were straight and level. Neither took evasive action in any way." The witness stated that one airplane was heading north and the other one was heading northeast when he observed the collision. The witness further stated that after several airplane parts impacted the ground close to his house, he looked up again and saw "the silver aircraft" gliding north without an engine before it went out of sight over some trees.

The Cessna 170B came to rest in an open pasture with its engine located approximately one-half mile southwest of the main wreckage. The airplane's right cabin door and left lower cowling were located approximately three-quarters of a mile south of the main wreckage.

The Cessna 210J, which included the main cabin/cockpit area and engine, was located about one-quarter mile southwest of the Cessna 170B's main wreckage. The aircraft's wing was located approximately 400 feet south of the aircraft's main wreckage, while the airplane's tail section was discovered in a thick brush about one-half mile south of the main impact site.

PERSONNEL INFORMATION

The pilot of the Cessna 170B held a private pilot certificate with an airplane single-engine land rating. He also held a third-class medical certificate, issued on January 8, 2003, and had accumulated a total flight time of 282 hours, with 126 hours in make and model, and 23 hours in the last 90 days.

The pilot of the Cessna 210J held a commercial pilot certificate with airplane single and multiengine land ratings. He held a first-class medical certificate, issued on May 15, 2003, and had accumulated a total flight time of approximately 1,000 hours, with 5 hours logged in the previous 6 months.

AIRCRAFT INFORMATION

The 1955-model Cessna 170B, was a single-engine high wing all metal airplane featuring fixed conventional landing gear and a fixed pitch propeller. The airplane, serial number 27053, had accumulated a total time of 2,319 hours, with 34 hours since its last inspection. Maintenance records disclosed that the most recent annual inspection was completed on May 22, 2003. The airplane was equipped with a 150 horsepower Continental O-300 engine, with 913 hours since its last overhaul. The airplane was not painted, with the exception of one 8 inch light blue stripe running from the forward cowling to the end of the rudder along both sides of the airplane parallel to its longitudinal axis. Approximately 6 inches of each horizontal stabilizer tip was painted with a light blue color.

The 1969-model Cessna 210J, was a single-engine high wing all metal airplane featuring a retractable tricycle landing gear and a constant speed propeller. According to maintenance records, the Cessna 210J, serial number 21059129, had undergone its most recent annual inspection on March 4, 2002. At the time of the inspection records indicate the airplane had a total airframe time of 2,818 hours, with the engine having accumulated a total of 575 hours since its last overhaul. At the time of the accident the flight was operating in accordance with 14 CFR 91.203(b), Federal Aviation Administration Special Flight Permit, authorizing the flight to be flown from Grove Field (1W1), Camas, Washington, to the Renton Municipal Airport (RNT), Renton, Washington. The Special Flight Permit, issued on May 13, 2004, and valid until May 30, 2004, was for maintenance purposes. The airplane was painted white with alternating red and black stripes running the full length of the airplane on both sides, parallel to the longitudinal axis of the aircraft. Both wingtips were painted red. (See photograph #9 for Cessna 210J paint scheme)

METEOROLOGICAL INFORMATION

The nearest weather reporting station was located at the Olympia Airport, Olympia, Washington, 14 nautical miles northwest of the accident site. At 2054, observation reported wind calm, visibility 10 statute miles, overcast clouds at 7,500 feet, temperature 15 degrees C, dew point 9 degrees C, and an altimeter setting of 30.00 inches of Mercury.

WRECKAGE AND IMPACT INFORMATION

Physical evidence as well as paint transfers were consistent with a mid-air collision. A red paint transfer signature, approximately 11 inches in length was observed on the left side of the Cessna 170B's top engine cowling, oriented approximately 30 degrees to the Cessna 170B's longitudinal axis from left to right, and from the rear towards the front. (See photographs #3 and #4) Red paint transfer signatures were also observed on the underside of the Cessna 170B's left wing strut through approximately 70 percent of its span. (See photographs #5 and #6) Two parallel blue paint transfer signature line marks were located on the Cessna 210's lower right side fuselage area, above and in the approximate location of the aircraft's lower rotating beacon and right main landing gear. The top line mark measured approximately 7 inches in length and was located about 1 inch below the longitudinal rivet line. The bottom line mark, approximately 6 3/4 inches in length, was measured about 5/16 of an inch below and parallel to the top line mark. Both line marks were oriented at an approximately 2-degree negative angle relative to the longitudinal rivet line when looking from the aft section of the airplane forward. Additional paint transfer signatures were observed in the same general area. (See photograph #8)

The Cessna 170B, with the exception of its engine, came to rest inverted in an open pasture at coordinates 46 degrees 47.67 minutes North latitude, 122 degrees 46.63 minutes West longitude on a measured heading of 120 degrees magnetic. The airplane's engine was located approximately 1,964 feet away from the main wreckage on a magnetic bearing of 207 degrees at 46 degrees 47.448 minutes North latitude, 122 degrees 46.981 minutes West longitude.

The cabin and cockpit areas remained intact. Examination of the cockpit area revealed the throttle was full in, carburetor heat full on, the mixture control was broken off, and the flap handle was in the down position, which equates to the Flaps Full Up position. The center section of the fuselage, approximately 5 feet aft of the cabin was bent upward at an angle of approximately 45 degrees. Flight control continuity was established to all control surfaces.

The right wing remained secured to the fuselage at all attach points. The wing's leading edge tip was crushed aft with the top inboard section of the wing wrinkled adjacent to the aft wing root area. The wing's aileron, flap and wing strut were not damaged.

The left wing remained attached to the fuselage and had sustained substantial damage. Examination revealed that its aileron and flap were secured at their respective wing attach points, but approximately 50 percent or more of each control surface was bent, twisted and mangled. The underside of the wing's support strut was bent upward approximately 70 degrees at its midpoint, and exhibited red paint transfer signatures through approximately 50 percent of its span.

The airplane's engine, which had separated from the aircraft, exhibited impact damage. All six cylinders and the exhaust system remained attached to the engine. The bottom front one-third of the oil sump was broken off. The left magneto was separated from the engine, while the right magneto remained attached. The firewall was bent and deformed on all four sides.

The propeller remained attached to the crankshaft. Blade #1 was bent aft approximately 90 degrees with gouging toward the outboard leading edge. The outboard 6 inches of blade # 2 was bent rearward approximately 30 degrees, and leading edge gouging was also noted at the mid-span region.

The pilot reported no anomalies with the airframe or engine prior to the midair collision.

The Cessna 210J wreckage was scattered over a distance of approximately one-half mile throughout a densely wooded area, with a wreckage distribution path oriented on a magnetic heading of 010 degrees. The tail section, the first piece observed in the debris path, was located at coordinates 46 degrees 47.140 minutes North latitude, 122 degrees 47.050 minutes West longitude. The main wreckage, including the cabin and cockpit, was located at coordinates 46 degrees 47.541 minutes North latitude, 122 degrees 46.828 minutes West longitude. The airplane's engine, which separated during the collision, was located approximately 25 feet prior to the main wreckage and in line with the wreckage distribution path.

The tail section was separated from the airplane's aft bulkhead just below the rear window, and was located approximately 2,595 feet from the main wreckage on a magnetic heading of 183 degrees. The left horizontal stabilizer and elevator remained attached to the empennage. The outboard two-thirds of the right horizontal stabilizer was separated and missing, while the inboard one-third remained attached with leading edge crushing observed. The lower half of the rudder remained attached to the vertical stabilizer, while the rudder's upper half was separated and missing. The inboard one-third of the right elevator remained attached to the empennage, and the outboard two-thirds was separated and missing. The horizontal stabilizer's elevator trim tab was attached, with an up angle of approximately 15 degrees observed. The vertical stabilizer remained attached to the fuselage with approximately the top 18 inches bent and deformed.

The Cessna 210J's carrythrough wing was located in a densely forested area about 412 feet prior to the main wreckage area and approximately 45 feet to the right of the energy path. The wing came to rest in an inverted position perpendicular to the energy path. The right wing tip was bent and twisted with three metal wing support structures observed protruding from the wing tip area. An area of the wing's right leading edge at the mid-span region, approximately 5 feet long, was crushed aft about 3 feet. The left wing tip was not damaged. Both left and right cabin/cockpit area side structural supports remained attached to the wing.

The center section of the airplane, which included both main landing gear, was bent and twisted. Both main landing gear were observed to be in the retracted position.

The distance between the resting place of both airplane's main wreckage was approximately 1,131 feet. The magnetic heading from the Cessna 210J to the Cessna 170B was measured at 031 degrees magnetic.

(Refer to the attached wreckage diagram)

MEDICAL AND PATHOLOGICAL INFORMATION

A postmortem examination of the Cessna 210J pilot was conducted by the Thurston County Coroner's Office, Olympia, Washington. The cause of death was attributed to multiple blunt force injuries to head, neck and extremities. No causes which could be considered causal to the accident were reported. Toxicological testing was performed by the FAA's Civil Aeromedical Institute (CAMI) of Oklahoma City, Oklahoma, and all tests were negative.

TESTS AND RESEARCH

Radar data provided by the FAA revealed two targets on converging courses in the same airspace where witnesses observed the mid-air collision. At 2038:10 the data depicts one target partially superimposed over the second target. (See Attachment 1, RADAR DATA.)

The pilot of the Cessna 170B possessed a portable Global Positioning System Garmin GPSmap 196 unit, which he was using to navigate on the cross-country flight. The unit was secured by the NTSB investigator-in-charge (IIC) at the accident site and subsequently sent to Garmin for their assistance in downloading data pertinent to the investigation. Trackpoint data revealed that the flight departed Roseburg, Oregon, at approximately 1830, reaching its cruise altitude of 7,500 feet mean sea level (msl) at 1909. The flight proceeded on a magnetic heading of 350 degrees and started its descent out of 7,500 feet msl at 1938, leveling off at 3,500 feet msl at 2009 on a magnetic heading of 348 degrees. At 2034 the pilot initiated at descent out of 3,500 feet msl, concurrent with a left turn to magnetic heading of 318 degrees. At 2038:10 the airplane was at 3,005 feet msl on a magnetic heading of 322 degrees at 113 knots; however, at 2038:14 trackpoint data revealed the aircraft was on a magnetic heading of 243 degrees at an altitude of 3,017 feet msl, with an airspeed of 24 knots. The aircraft continued in a left turn, and 49 seconds later, at 2039:03, the aircraft was at 2,919 feet msl indicating 59 knots on a magnetic heading of 006 degrees. 5 seconds later, at 2039:08, the airplane had descended to 1,358 feet on a magnetic heading of 278 degrees and an airspeed of 141 knots. Data revealed that at 2039:10 the airplane had turned back to the right to a magnetic heading of 325 degrees and was at an altitude of 1,303 feet msl. At 2039:34, the last trackpoint data indicated the airplane was 888 feet msl at 68 knots on a magnetic heading of 005 degrees. (Refer to Attachment 2, Cessna 170B Garmin GPS data)

 

[Dean]

In my short time of flying I have had one nmac, and that was this last Gaston's fly-in. I was departing Point lookout on Rwy 11, as I lifted off I heard a Bonanza call entering left downwind for 29, as I turned to the north to leave he called turninng base for 29. Well quess what, he didn't know 11 from 29 and was coming right at me. I turned sharper and lost some altitude and we missed each other by about 200'. I told him that 29 was at the other end of the runway and thanks for scaring the **** out of me.
He never said a word and landed without making another call. My wife wanted to go back and kick his a$$.

 

[Steve]

I wonder if that was the same Boneheadnanza that flew right downwind for 6 while 3 other planes were entering left downwind for 24 at Gaston's.

In my short time of flying I have had one nmac, and that was this last Gaston's fly-in. I was departing Point lookout on Rwy 11, as I lifted off I heard a Bonanza call entering left downwind for 29, as I turned to the north to leave he called turninng base for 29. Well quess what, he didn't know 11 from 29 and was coming right at me. I turned sharper and lost some altitude and we missed each other by about 200'. I told him that 29 was at the other end of the runway and thanks for scaring the **** out of me.
He never said a word and landed without making another call. My wife wanted to go back and kick his a$$.

 

[Steve]

The physical loss of an engine on a single engine airplane is often an irrecoverable situation, but there are exceptions.

I remember reading about this one which occurred between a C172 and T-38 and was survivable

http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X23999&key=1

 

[AdamZ]

None for me thank G-d but Did have this intersting experience a week or two ago. Flying back from Latrobe PA to KLOM we were at 7000 in a PA 32. ATC reported a VFR flight in a PA 28-181 somewhere at our 8 O'clock converging same altitue. We were on and IR plane in haze at dusk. The Archer was on flight following. We told the controller No Joy Controller responded you should converg in about 8s mile or what ever the distance was and you should be better able to see him then. YA THINK? I flew from the right seat and my pilot friend was looking behind us for the traffic. Then we tell them still no joy and were a few miles apart ATC tells us position and tells us were converging. I'm thinking why the heck dosent he climb or decend one of us or turn one of us. Then ATC dumps us off to Harrisburg App. We check in and tell them immediatly we are looking for traffic and No Joy and the controller immediatly tells the other plane to climb to 7500 whcih he acknowldeges and does at whcih time we can spot him.

Don't know why the first controller couldn't do that his sector wasn't all that busy that we could hear. When it all comes down to it you gotta rely on yourself.

 

[ScottM]

climbing RIGHT AT ME was a Bonanza

Why does it always seem to be Bonanzas when I hear these stories??

 

[silver-eagle]

Why does it always seem to be Bonanzas when I hear these stories??

In a rush to get to their beamer....?

 

[Len Lanetti]

Why does it always seem to be Bonanzas when I hear these stories??

Not always Bonanzas but 50% in my case.

#1 Near Miss - Me flying a 150 on shore traffice patrol, very hazy hot summer day - may have been reported as 5 in haze, following the Atlantic City Expressway toward Atlantic City International. From my 6 o'clock postion 1/3 of an A36 right wing flew underneath the last 1/3 of my left wing. Close enough to see the pilot...bushy brown mustache, Classic Ray Bans...the plane had a nice interior. The guy never saw us, he went by before I could do a thing (he was probably going a good 50 knots faster).

#2 Near Miss - Me in the right seat of an Aztec at night climbing KPNE D-> ARD VOR...them in a 172 descending ARD D-> KPNE. When they flicked on their landing light we saw them just above us and crossing from left to right. It gave the PIC enough time to go from nose up to nose down attitude and they passed off our right side. We flew the rest of that flight with the landing light on.

Friend of mine tells a story of a Cessna flying under the Grumman Lynx he was giving dual in, they are on final...when he sees the Cessna come under he pulls up but the back of the Grumman prop chews into the leading edge of the Cessna's vertical fin. The Grumman stalls but my buddy recovers and lands. He sees the Cessna on the ground, the PIC of the Cessna didn't even know they had a mid air 'till my buddy points out his chewed up tail.

Len

 

[Henning]

The pilot of the Cessna 170B possessed a portable Global Positioning System Garmin GPSmap 196 unit, which he was using to navigate on the cross-country flight. The unit was secured by the NTSB investigator-in-charge (IIC) at the accident site and subsequently sent to Garmin for their assistance in downloading data pertinent to the investigation. Trackpoint data revealed that the flight departed Roseburg, Oregon, at approximately 1830, reaching its cruise altitude of 7,500 feet mean sea level (msl) at 1909. The flight proceeded on a magnetic heading of 350 degrees and started its descent out of 7,500 feet msl at 1938, leveling off at 3,500 feet msl at 2009 on a magnetic heading of 348 degrees. At 2034 the pilot initiated at descent out of 3,500 feet msl, concurrent with a left turn to magnetic heading of 318 degrees. At 2038:10 the airplane was at 3,005 feet msl on a magnetic heading of 322 degrees at 113 knots;

Any comments on this? Courses, altitudes?

 

[Henning]

has anyone here been involved in a NMAC? or God forbid an actual? I'm surprised the number is 60% - that could be an old stat, but still...

Naaa, pruned a few trees is about it.

 

[alaskaflyer]

Any comments on this? Courses, altitudes?

Drives me crazy. My little near-near-miss at Bryce Canyon as an example. I was at the proper VFR altitude, he wasn't.

 

[gprellwitz]

Any comments on this? Courses, altitudes?

Well, at the time of the accident he was at a proper VFR altitude, since the even/odd +500 doesn't start until 3000' AGL, and the elevation there is around 250'. That said, he wasn't legal until a few minutes before that, which I presume is your point. I'm just not convinced that it played much of a role in this accident. Could be indicative of his general attitude towards flying, though.

 

[Henning]

Well, at the time of the accident he was at a proper VFR altitude, since the even/odd +500 doesn't start until 3000' AGL, and the elevation there is around 250'. That said, he wasn't legal until a few minutes before that, which I presume is your point. I'm just not convinced that it played much of a role in this accident. Could be indicative of his general attitude towards flying, though.

Exactly my point, attitude. It shows a lack of attention and concern for detail and proceedure. Just toolin along fat dumb and happy... do dee do dee do...then . I'm good with it, someone had to kill the dude in the 210.

 

[Dave Krall CFII]

Well, at the time of the accident he was at a proper VFR altitude, since the even/odd +500 doesn't start until 3000' AGL, and the elevation there is around 250'. That said, he wasn't legal until a few minutes before that, which I presume is your point. I'm just not convinced that it played much of a role in this accident. Could be indicative of his general attitude towards flying, though.

Are routine cruise climbs to increase groundspeed a good idea then or should steeper climbs, even employing S turns, be used until leveling out on a cardinal cruise altitude ASAP?

 

[gprellwitz]

Are routine cruise climbs to increase groundspeed a good idea then or should steeper climbs, even employing S turns, be used until leveling out on a cardinal cruise altitude ASAP?

Dave, I'm not sure where you're going with this in respect to the accident report. It stated

cruise altitude of 7,500 feet mean sea level (msl) at 1909. The flight proceeded on a magnetic heading of 350 degrees and started its descent out of 7,500 feet msl at 1938, leveling off at 3,500 feet msl at 2009 on a magnetic heading of 348 degrees.

so climbs (or descents) weren't an issue with altitude selection here. (emphasis mine)

Am I just missing your point?

 

[Dave Krall CFII]

Dave, I'm not sure where you're going with this in respect to the accident report. It stated
so climbs (or descents) weren't an issue with altitude selection here. (emphasis mine)

Am I just missing your point?

I'm not applying it to that accident in particular, just a thought on how soon and in what way to get an aircraft to a safe cruise altitude.

 

[gprellwitz]

I'm not applying it to that accident in particular, just a thought on how soon and in what way to get an aircraft to a safe cruise altitude.

POH (for the Cessnas I fly most) specifies a cruise climb speed somewhat higher than Vy to provide for both better visibility and better engine cooling. That, combined with shallow S-turns, should optimize the climb for visibility. However, it does increase the amount of time you spend at altitudes that would potentially have oncoming traffic.
Per AIM when complying with ATC altitude clearances (4-4-9):

Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least 500 feet a minute, advise ATC.

I would take "operating characteristics" as meaning the cruise climb (or descent) procedures specified in the POH.

 

[flyingcheesehead]

has anyone here been involved in a NMAC? or God forbid an actual?

How near is near?

The two closest I've been involved with:

1. On the way to OSH this year, a Grumman went less than 1/4 mile off my nose, left to right. Luckily, I'd seen him much earlier and was keeping a close eye on him. No big deal, really.

2. Instrument training flight, somewhere west/sw of MSN, I think on our way to PVB to practice NDB approaches or something. ATC calls traffic. Negative contact. ATC calls traffic again, still negative. CFII says to slow the airplane down to 90 knots. Several seconds later, a Bonanza flashes into my non-blind spot (damn foggles) and passes about 40 feet in front of us and 10 feet below, left to right. Scared the &*#$%) out of me. CFI calmly says "VFR separation" and we continue on our way. After this, I started pulling the hood off after traffic calls. Ticked the II off, but frankly, I spot traffic a lot sooner than he does...

I'm surprised the number is 60% - that could be an old stat, but still...

Maybe it's 60% where one plane lands? Or 60% of planes involved in general? It seems fairly common for one of the two planes to make it down OK. I only know of one where both made it (near UGN a couple years ago).