Minden NV. Midair Collision 16 Sept 2024

CAP C-206 vs 1946 Globe Swift collide in the crosswind turn to downwind.
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[@TheJhicks0506]

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.

[@windwatcher11]

The NTSB needs your info.

[@FreshTillDeath56]

Oh my goodness. Sorry you had to see this.

[@CharlieTheAstronaut]

@@windwatcher11 Fairly sure he did that already :)

[@markburton8680]

@@FreshTillDeath56 57 year ago I witnessed KC-135 crash at Offutt AFB, now I’m 70 and agree it stays with you. 😢

[@nancychace8619]

Any bad accident stays with you. I was on the scene of a fatal pick-up vs. freight train, once -

[@AlexMalikin]

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.

[@randbarrett8706]

He’s not trying to make a living do it, unlike professional journalists

[@davidpearn5925]

There are journalists and then there are Murdoch media charlatan/entertainers.

[@kristensorensen2219]

We still are indebted to Juan for his steadfast dedicated work!❤🎉

[@kristensorensen2219]

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!!

[@deanoflip7459]

❤❤❤

[@lonzo61]

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.

[@jdbarney]

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!

[@ASchallau]

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.

[@johnallport9565]

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!

[@baomao7243]

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.)

[@Neil_]

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...

[@baomao7243]

@@Neil_ no tower

[@johnallport9565]

@@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.

[@johnallport9565]

@@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!

[@scottiniowa1]

Excellent demonstration of Aviate, Navigate, Communicate by the CAP instructor

[@aubweymagobwey]

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_USNavyReserveRN]

@@aubweymagobwey Doesn’t lower-priced Garmin system or ForeFlight provide something similar to TCAS and will tell you where other aircraft are?

[@kamakaziozzie3038]

@@PfizerRN_USNavyReserveRNyou 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.

[@alandaters8547]

@@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!

[@kukajin9560]

@@kamakaziozzie3038 ads-b isnt required everywhere

[@Look_What_You_Did]

So your solution is to pray... You need your ticket pulled as you are mentally unstable.

[@overhead18]

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.

[@kevinm.n.5158]

I almost had a head-on with a medevac helo on takeoff. They were about 200ft away but that's plenty close enough

[@Flyby-1000]

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...

[@ikefork2606]

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.

[@rwill156]

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.

[@jerseyshoredroneservices225]

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.

[@mikewilley5678]

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..

[@zeropoint216]

which airport?

[@danieljones8587]

Amen!

[@ThatBoomerDude56]

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.

[@carstuff4u942]

Ok boys, please leave the ADBS data ON!

[@patrickcoleman6088]

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.....

[@Showboat_Six]

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.

[@GonzoT38]

​@@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

[@santiagocamacho1077]

@@Showboat_Sixfound the dummy

[@erickborling1302]

Aircraft may not have been required to use a transponder, even. Always act as though everyone else doesn't have a radio.

[@phillipzx3754]

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.

[@chipcity3016]

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.

[@JustFamilyPlaytime]

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.

[@localcrew]

Probably a vulture. Buzzards are only found in Europe. I think. I’m not an entomologist.

[@FreshTillDeath56]

Funny, but glad you're okay all the same 😂

[@lawrencefranck9417]

@@localcrewthey are all vultures but people call them buzzards which they are not.

[@localcrew]

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.

[@stoatzsanswich8744]

@@localcrew Entomologists are for bugs 😂

[@8AD858D8]

Always wanted a Globe Swift, it's sad that two legends were lost in the same accident.

[@jnlketcham]

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]

Wait until you learn about cell phones

[@Maggie-tr2kd]

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.

[@Avionics_test_pilot]

The McCauley prop hub is filled with 5606 red fluid . That’s where that red fluid on the wing comes from.

[@dannunn6911]

I agree. Have had many prop seal leaks on the 182 with red oil streaking on the blades. Not sure how much it holds.

[@RenoBanditofromTexarito]

Bingo

[@LittleManFlying]

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.

[@gregoryknox4444]

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.

[@danieljones8587]

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.

[@gerrycarmichael1391]

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.

[@thedownwardmachine]

Thanks for explaining that red fluid 🙏

[@weschilton]

It did look like blood, right? Terrifying!

[@smartysmarty1714]

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.

[@lug01]

A highlight of my control tower career was being present for a Swift fly-in to Santa Maria on a clear back in the early 1980s. Don't recall how many there were but it was a lot. Spectacular. ADSB is a good thing.

[@SteveBull-tg8mi]

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.

[@jimpalmer1969]

ADSB was designed to prevent these types of accidents in uncontrolled airspace. You have it on your airplane and you turn it off. UGH

[@Showboat_Six]

@@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.

[@soccerguy2433]

​@@Showboat_SixnO. It's not

[@soccerguy2433]

​​@@Showboat_SixOut has to be mandatory because IN won't do any good without OUT

[@HAL9000-su1mz]

Almost a replay of the B-17/P-63 incident in Dallas, Texas.

[@louisadamo2510]

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.

[@Showboat_Six]

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.

[@EllsworthJohnson-ui1xm]

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.

[@sircrapalot9954]

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.

[@fredglazer2913]

@@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.

[@alandaters8547]

@@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!

[@trustyaeronaut]

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.

[@skyepilotte11]

Thx Juan...RIP Swift pilot....lucky CAP Cessna landing safely.

[@dks13827]

From what we know so far.......... the Swift should have made several several several calls as he approached that airport and traffic pattern. What a rookie mistake, IMO.

[@fat_biker]

There's probably a limit to how many he has time to make if he is taking off from a home field literally a stones throw away. Also, how many radio calls was the civil air patrol aircraft making as they ran through touch & goes? Had they made one recently enough that a pilot flying in from an airfield quarter of a mile away to get fuel would have heard it after he climbed in & took off?

[@alandaters8547]

In a way, the ADSB makes "calls" for you, but he thought that was not important.

[@jamiesuejeffery]

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.

[@todd.mitchell]

73 DE NØIP

[@elcastorgrande]

No matter how expert and proficient you are, one lapse and you're dead.

[@alandaters8547]

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!

[@Look_What_You_Did]

Right that is the only possible outcome. Despite evidence that directly and irrevocably disproves that assertion.

[@johncarter1137]

Dan Gryder is always preaching the importance of making radio calls to other aircraft in the area. People may not like his style, but he makes a lot of sense.

[@avlisk]

My immediate thought, too. (Love Dan's work.)

[@AlanMydland-fq2vs]

both these guys are smart

[@Darkvirgo88xx]

Yep, don't just do position reports, he advises asking a question to get response from other pilots . The Watsonville crash is a example of making position reports and not listening to other pilots.

[@fat_biker]

That interested me - it seems like if there are two of them in the plane & they hear a radio call from somebody claiming to be where they are, it would make sense for the one not busy flying the plane to get on the radio & mention that you are in the same place & looking, so that the other guy knows he may not be as alone as he assumes.

[@MachTuck]

Are all aircraft, in this category at least, supposed to have an ADSB system?

[@FreshTillDeath56]

Remarkably good work, Juan. This is great coverage. I'm so sorry this happened, everyone's worst nightmare...

[@danielreuter2565]

Of course it's the guy with no adsb who's not making timely radio calls...

[@EllsworthJohnson-ui1xm]

Thought he made a call, that is why the 206 was looking as they stated.

[@renerpho]

@@EllsworthJohnson-ui1xm "timely"

[@PilotCooking]

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.

[@annabodot962]

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.

[@joeshmooo5327]

Sounds like Don wasn't so bright. Flying intentionally without ADSB, a total disregard for others lives.

[@EllsworthJohnson-ui1xm]

Not necessarily, you have no idea who was at fault, period. I flew for 53 years, never had a problem, used all the equipment, talked to ATC always, but I don't find fault with those who were not so equipped. You can fly a J3 without radio or any other gadgets, so I would assume you want them out of the air as well.

[@chipcity3016]

adsb is not required to fly safely, its a relatively new tech and not a "catch all" However in its absence, one must be particularly diligent in making consice radio calls, and using all your human powers of observation, sight, sound etc at heightened levels.

[@joeshmooo5327]

@@chipcity3016 "not a catch all". Maybe not but its another tool that has been developed. DUMB DUMB DUMB not to use it.

[@joeshmooo5327]

@@EllsworthJohnson-ui1xm Thanks Boomer!

[@johnwkindig1613]

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...

[@bryceleinan]

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.

[@BeechSportBill]

Many hours in 206s… almost no forward visibility forward during cross wing to downwind …

[@evan010101]

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.

[@gasdive]

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.

[@captainsalty9022]

Classic high wing-low wing collision. Both aircraft were in each other’s blind spot.

[@lemonator8813]

​@evan010101 have you looked inside and airplanes cockpit? Not a lot of room for that. That's why many planes have mirrors installed

[@gasdive]

@@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.

[@donaldmueller6599]

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

[@TechGorilla1987]

You need to take a key from Sal over there and rename the channel "What's Going On In General Aviation." The skies seem to be a dangerous place of late.

[@TobyMcVinn]

Statistically that’s actually untrue surprisingly.

[@SgfGustafsson]

They're safer than ever

[@TechGorilla1987]

@@SgfGustafsson I'll trust that as I haven't statistics to prove otherwise. Sure seems that this isn't the case. That said, I bet there are statistically more aircraft flying today which would help to support your comment.

[@TechGorilla1987]

@@TobyMcVinn You probably have the stats on your side. I will give you that point for sure.

[@bmwlane8834]

Toby, all these crashes lately won t show in statistics for a while.

[@billpennock8585]

Interesting, I had always thought that 45 degree entry to downwind was normally done at the midway point of the downwind but this appears that it happened right at the normal turn from cross wind. I have a question too, how confident are you that the engine was pushed to the right rather than shook to that position post impact? I guess I'd hate to think that the Swift entered the downwind by descending into the area where the turn from cross wind pattern work would be happening. Of course can we assume that the 206 radioed his intention to do a touch and go into a left pattern?

[@jamesonpace726]

We all know those close to home usually skip the details like calls, etc at "their" airport....

[@MRBIG-lg9zl]

Sometimes the old salts are the dangerous ones. I'm skeptical of anyone claiming a field is "theirs". Horribly dangerous attitude!

[@mikeclarke952]

Somebody forgot SOP of tuning into the CTAF and announcing your intent and presents. I'm not a pilot, just a friend's passager for many years in a Cessna 170. Such a stupid mistake.

[@Ghost_Hybrid]

CTAF calls should be mandatory at untowered airports. I can't belive there are pilots who don't/won't use their radios to keep themselves and others safe.

[@EllsworthJohnson-ui1xm]

Believe it or not, there are aircraft without electrical systems and radios, and they are legal. If you are concerned about that, maybe you should stay on the ground, after all you never know when a J3 may be exercising the right to fly.

[@Ghost_Hybrid]

@@EllsworthJohnson-ui1xm Even paraglider pilots use radios. A handset radio with a mic and thumb-switch is enough. You don't need an expensive radio to deconflict pattern work on CTAF.

[@USCombatEngineervet2006]

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

[@lawman5511]

A 45 entry to 34 from that other airport makes no sense.

[@chipcity3016]

My local field is uncontrolled and has instructors that encourage only calls on base! F that! I call on every leg and at least 5 miles out inbound. Lastly ive never been a fan of decending on the live side with 45 joins to downwind. I always fly well over the top of the pattern, decend on the dead side, then join on the cross wind. Making clear calls as i carefully merge with the existing traffic. I always respect the fact that it is my burden to merge safley with established traffic in the pattern.

[@wendygerrish4964]

Thank you.

[@LarsLarsen77]

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.

[@annabodot962]

You can see below, but need to know how to look. You can't see directly below the plane though. I spotted two V-22's almost beneath us taking off and we were at 2,500'. Very fortunate you stuck you head out so you guys could evade. We evaded too but had a lot more room than you did!

[@rudedog302]

Thanks Juan, great information as usual, very sad this happened, it could have easily been three fatalities.

[@arts.4014]

Why didn't the Cessna pilot report his own position in response to the Swift's radio call?

[@Neil_]

"Cessna XXXX crosswind to downwind, do you have us? We don't see you." Better then looking down at a screen hoping you "see" them.

[@CuriousMouseExploration]

I don't understand why there is no TCAS system on ALL airplanes. It would especially behoove small planes at uncontrolled airports to have them. Our local airport has a tower that is active in the day. I don't recall if they ever did vote for it, but there was a proposal to not allow anyone to land at it without instrument ability after hours. I don't remember if they've ever had mid-air collisions, but they have had quite a few planes miss the airport when weather was bad. One plane took out 2 apartment buildings because he was way too low at the wrong time and he didn't have instrument training. It was foggy day. This killed only one person sleeping in her apartment, but it was horrible.

[@Showboat_Six]

A TCAS system would cost more than the aircraft

[@anthonyvallillo422]

It would have to be a special edition of TCAS, because when I was flying the big ones that had TCAS, it probably could not have handled the amount of traffic that can exist at a busy GA non towered airport. And, if I recall correctly, it was more or less inhibited close to the ground, because it only issued commands in the vertical dimension. Juan, chime in here, since you are current on the 777, and its been 16 years since I flew anything with TCAS.....

[@jerseyshoredroneservices225]

Because it's very expensive and because some people like to fly around anonymously.

[@kendrapratt2098]

Sounds like what just happened in Oregon

[@OhMySack]

TCAS is a relatively new technology and depending on the level of the system, can be uber spendy. The ADSB that was shut off was suitable to accomplish the task....had it been on. As for the incident you cite, it would have no bearing on the event.

[@whogivesacrap84]

This is my cap squadron.. im so glad my squadron mates are ok and pray for the pilot who passed and their family

[@annabodot962]

Prayers from fellow CAP NC member.

[@unvergebeneid]

Beautiful aircraft. Too bad its pilot was a little bit paranoid about the FAA monitoring him.

[@EllsworthJohnson-ui1xm]

I understand, I never had a problem with the FAA, but some people do.

[@tedsaylor6016]

We need to get Juan some more quality airplane models, he deserves them.

[@xfirehurican]

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.

[@GroovyVideo2]

my father had a 1946 Globe Swift

[@maxcorey8144]

As an A&P mechanic I have worked on both the 206 and the Swift. Both are great aircraft.

[@tomscott4723]

So did the guy pass his check ride?

[@EllsworthJohnson-ui1xm]

Poor response to a serious situation.

[@jamesphillips2285]

I know for the driving test where I live "contact" with another vehicle is an automatic fail. Does not matter who's fault it is.

[@weirdshibainu]

Thanks for all the information Juan.

[@chawkinz]

We used to call that X-wind to downwind turn the coffin corner.

[@libertine5606]

Thanks Juan. I just downloaded the circular and will review it.

[@Dremekeks]

Just goes to show you how ADS-B can save lives.. required to have it installed in your airspace legally or not, this might have prevented this accident. Heart goes out to the family of the deceased.

[@noelwarner1235]

Sad when anyone loses their life.Sounds like the instuctor pilot knew what he was doing to prevent another crash.

[@wisconsinfinn2890]

We need to get Juan a high wing model

[@flyingdozeroperator]

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.

[@annabodot962]

Condolences. Very sad and sounds like a great guy was lost.

[@flyingdozeroperator]

@@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.

[@annabodot962]

@@flyingdozeroperator I watch him too. I feel for you. Just awful. So much can go wrong in a nano second.

[@jayc4562]

The prop hub has some red dyed engine oil. No 5606 hyd fluid. As per McCauly data. Engine oil pressure adjusts prop angle.

[@r4raced4doom2]

5606 is not engine oil.

[@mikefromflorida8357]

5606 is hydraulic fluid, not engine oil.

[@PaulHilliard-yl7fm]

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!!!

[@alexaltrichter1597]

How lucky there wasn't 3 victims. RIP to the lost soul.

[@davidchristensen6908]

I know nothing about flight except to pay someone to fly me. I come to your channel because as uneducated about fly as I am you always explain things so I can understand what happened in a fire, crash and anything airplane repeated. Best wishes

[@tedantares2751]

So, the guy killed himself, almost killed two other pilots and destroyed property simply because he did not want to be tracked!

[@EllsworthJohnson-ui1xm]

Sure would not want you on any jury for me. You have already decided who was at fault without knowing any of the facts. Last I knew, it is still the responsibility of both pilots to 'see and avoid'. Had four eyes in the 206

[@edfrawley4356]

The author Dale Brown lives on Lake Tahoe and is also a CAP pilot. Knowing his professional attitude and attention to detail I would be very surprised if he was involved in this accident. But not knowing? Im keeping my fingers crossed until we know more.

[@robertmarquez9841]

Used to live and work near that airport, lot's of gliders and small aircraft and close calls.

[@StarJar58]

I'm guessing the left wing tip hit the nose. Maybe the engine lurched to the right, when the engine broke loose due to the severe vibration.

[@timmotel5804]

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.

[@EllsworthJohnson-ui1xm]

Great post, no finger pointing, but great advice which I always followed, talked to ATC whenever possible, flight following, etc.

[@JFirn86Q]

You gotta be on your toes in the traffic pattern... don't rely on ADS-B data nor what people are saying. Someone may not have ADS-B, some may not be communicating correctly or at all, always look both ways. What a shame, but very glad to see the CAP plane landed safely.

[@nohandleleft]

I was an electronic warfare drone with the Navy for a long time, I'm thinking there would be a massive market for low cost radar systems. Make it phased array so you can resolve azimuth and altitude, adhesive flexible antennas, 360 degree view, no moving parts, feed the numbers in to your TCAS. Seems like a billion dollar idea :-) WX radar is already ubiquitous and affordable, at least as far as instrumentation goes, it seems odd that we're still in the dark ages here. Many cars sold today have some form of radar for collision avoidance and blind spot detection. It's time we got more sophisticated! Anyone complaining about 'the government' tracking ADS-B might want to look at the little snitching spy device in their pocket, it's a million times worse! (cell phone)

[@d.t.4523]

Thank you, keep working.

[@scofab]

Very sad... thanks again Juan.

[@greener8116]

My father was an attorney who specialized in aviation accidents. The fact that pilots wire their planes to turn off their ADBS isn't only dangerous, but it will also lead to their liability in an accident. Yes, I know it isn't required, but the courts and families won't see it that way. Especially the jurors in a trial.

[@txkflier]

I came really close to being in a midair in 1976 at an uncontrolled airport. We both radioed that we were 5 miles out inbound. I was north of the field and he was to the southeast. When I was at mid-field on a left downwind, he was flying low over the windsock to see which way the wind was from. After that, he never said another word, but I was making calls at every turn. Just after I turned final, I found him flying beside me just off my right wingtip. He had made right traffic at a left traffic field without any announcements. I turned away from him and went around.

[@smesui1799]

HORRIFIC !

[@SGTSnakeUSMC]

Turning off ADSB is like covering one eye...it finally bit him.

[@billfly2186]

ADSB and a radio are not required in this airspace. I wouldn't fly without them, but there's a lot of rag wing taildraggers flying around without them and doing what they want.

[@lv7603]

You are 💯 right.

[@trustyaeronaut]

I’m one of those ragwingers flying around without any adsb out, but I do have my iPad running with adsb in at least. I would love to get adsb out on my Aeronca, but the problem is there is no easy battery powered adsb out solution available.

[@TimHayward]

CTAF procedures need a rethink. Many time in a CTAF pattern I have wanted a roll-call or some other way to know what everyone's plan is.

[@ChavngRynsPvts]

If I hear someone else on freq I just ask them what they're doing and tell them what I plan to do, then it's calls as normal.

[@SgfGustafsson]

It's pretty standard for everyone to re-annouce their calls when someone new makes a radio call

[@jaysmith1408]

@@SgfGustafssonprotocol for our medical helicopters is to call up the local field inquiring about traffic upon liftoff from the hospital heliport. Careflight (number) off of the hospital, eastbound, anyone in the pattern at (airport)? We’d say yes, our location, and that we’d widen our pattern to avoid them. Helps that we were familiar with each other’s operations.

[@brianthomas1999]

You can ask. I was recently flying a left traffic pattern, there was a helicopter in a right pattern roughly mirroring my position. "XYZ Field, Cessna 123A, who's landing first?"

[@PaulHilliard-yl7fm]

If I don't know or suspect more folks than my adsb displays, I simply call out my position and ask for response!!!!

[@allensanders5535]

can you go by how the engine is sitting on the ground you said it tore loose from its mounts in the collision if that the case then only hoses and cables where holding the engine in the aircraft it's only a miracle the engine even stayed in the plane when it touched down on the runway.

[@petermattei8510]

Almost bought one for sale at North Las Vegas apt years ago. It's a flying dart. Sad to see this.

[@clintstinkeye5607]

Professionals are essential. You provide a valuable data set Thanks.

[@TheJmich2001]

Thank you Capt

[@timickes]

My grandpa owned 2 swifts the second one was involved in a fatal with his mechanic as p.i.c. and a guy that was interested in buying it. This was in cottage grove Oregon

[@annabodot962]

Thank you so much for this analysis, Juan. Staying tuned to see your upcoming video about patterns and untowered airports.

[@PatrickLipsinic]

The red color might be from the propeller. McCauley puts red dye in their props to diagnose leaks.

[@mikefromflorida8357]

The red dye is simply the color of 5606 hydraulic fluid. It has nothing whatsoever to do with diagnosing leaks. Where did you get your A&P?

[@andystampfli9127]

5 miles north of Solon Springs Wisconsin, a cirrus landed on us 53. Looks like it was a walk away landing on the highway. No chute. From the article ive seen it sounds like it was a cirrus company pilot.

[@UnitSe7en]

The only way both craft had no visibility on the other is if they were both in a left-hand bank with the Swift on the inside and above, descending. Swift should have made a call at at-least several mi. out. Pattern entry should not have been the first contact with the airspace. (We're assuming the other flight was making appropriate calls on pattern legs) Sad loss of what I can only assume should be a very experienced pilot and a beautiful plane.

[@darrylr]

Eyeballs ain't enough. Please install and use ADS-B Out, and ideally have ADS-B In traffic displays. Especially around Minden where there are many hard to see gliders (many of which do have transponders and/or ADS-B Out). I don't think Minden has good ADS-R/TIS-B coverage at pattern altitude so you really want ADS-B Out and dual-link receivers in that environment.

[@ElChupahuahua]

2024. Technology available everywhere for everything. Still having mid-air collisions because people want to be cheap and unsafe.

[@drizztcat1]

7:23 I almost had a heart attack seeing that oil spill. It looked like something else.

[@stevenrogge964]

Mr Brown I am sorry to hear about Don Bartholomew and this accident. We were good friends years ago and lost touch with each other the years. Don was an excellent pilot and i flew that plane many years ago. It saddens me most to lose Don. What a loss.

[@OpusBuddly]

ERAU Prescot was emphatic on clearing turns in the pattern.