A Cessna 207 and a Cessna 175 collided midair while in cruise flight in day visual meteorological conditions in Anchorage, Alaska.
Both airplanes were operating under visual flight rules, and neither airplane was in communication with an air traffic control facility.
The Cessna 175 pilot said he was making position reports during cruise flight about 1,000 feet above mean sea level when he established contact with the pilot of another airplane, which was passing in the opposite direction. As he watched that airplane pass well below him, he noticed the shadow of a second airplane converging with the shadow of his airplane from the opposite direction.
He looked forward and saw the spinner of the converging airplane in his windscreen and immediately pulled aft on the control yoke. The airplanes collided.
The Cessna 207 descended uncontrolled into the river. Its pilot died in the crash.
Although damaged, the Cessna 175 continued to fly, and the pilot proceeded to an airport and landed safely.
An examination of both airplanes revealed impact signatures consistent with the two airplanes colliding nearly head-on.
About four years before the accident, following a series of midair collisions in the Matanuska Susitna (Mat-Su) Valley (the area where the accident occurred), the FAA made significant changes to the common traffic advisory frequencies (CTAF) assigned north and west of Anchorage, Alaska.
The FAA established geographic CTAF areas based, in part, on flight patterns, traffic flow, private and public airports, and off-airport landing sites. The CTAF for the area where the accident occurred was at a frequency changeover point with westbound Cook Inlet traffic communicating on 122.70 and eastbound traffic on 122.90 Mhz.
The pilot of the Cessna 175, which was traveling on an eastbound heading at the time of the accident, reported that he had a primary active radio frequency of 122.90 Mhz, and a non-active secondary frequency 135.25 Mhz in his transceiver at the time of the collision. The transceivers from the other airplane were not recovered, and it could not be determined whether the pilot of the Cessna 207 was monitoring the CTAF or making position reports.
Probable cause: The failure of both pilots to see and avoid the other airplane while in level cruise flight, which resulted in a midair collision.
NTSB Identification: ANC18FA045AB
This June 2018 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
One pilot said he dove just in time from an airplane approaching from behind .
If the plane from behind was that close how could he know weather to dive or pull up .
The answer is he couldn’t ,and if he could tell that meant planes were no where near each other to cause a mid air .
Unless the all pilots are under atc ,adsb is useless because if you are watching a little 2 inch screen you are in much more danger of a mid air. Than a non equipped craft .
The ADS-B audio warning was NOT at the last split second that you some how came to believe. It gave us adequate heads up that an aircraft was closing on us, indicating and stating the location (5 o’clock), same altitude. Looked back, spotted the aircraft we were being warned about, assessed that quickly dropping down would be the best action. It was perhaps 10-15 seconds between the warning and when the aircraft went overhead, (100 feet or so above), apparently not seeing us. Hard to say how close to a midair it would have been if we had remained at the higher altitude, totally unaware, if not for ADS-B. Too close in any case!! FYI we have a 12 inch AFS 5800 screen, “not some 2 inch screen” to squint at… Again ADS-B SUPPLEMENTS and ENHANCES your normal scanning, not replacing it. It is a good thing.
Neither aircraft had ADS-B. They were in an area where the CTAF changes frequency and they were on different frequencies. No indication in the report that if either had their lights on.
It is a good thing. Not the total solution, but still a good thing. Resistance is illogical.
Back when I worked in Southeast Alaska we had convex mirrors mounted under our wingtips. We used them for ensuring the landing gear was up or down on our C-185’s and DHC-2 Beaver. If an aircraft was near you with strobes or nav lights on. You really noticed them in those small mirrors especially behind and below you.
That was with Amphibious floats.
One suggestion that no one follows is to have your lights on (yes ever in the daytime). There is a reason daytime running lights work with cars. They are called anti-collision lights (including the landing light) for a reason. Lights are cheaper then airplanes to replace. (Sorry, off my soapbox now)
Both aircraft were at 1000 msl traveling in opposite directions, legal but obviously problematic. I attended an AOPA Flight Instructor Refresher Clinic years ago where an interesting suggestion was made because of the tendency of pilots to level off at common altitudes such as 1000, 2000, etc. Even 3000 is usable in any direction. The hemispheric rule starts at over 3000 agl. The suggestion was to fly something in-between the common altitudes used when below the altitudes that apply to the hemispheric rule. Seemed very strange at first but for many years I’ve done that many times – i.e. instead of 3000, I may level at 2750, between the two common levels 2500 and 3000, when on a short route between airports or during training maneuvers.
Only location here in Alaska that would require ADS-B would be flying into the Class C airport at Anchorage, so most of the GA aircraft here have no requirement for the equipment, which is unfortunate in my opinion. It has already saved me from several close calls, especially one that came up from behind me at the 5 o’clock blindspot position, with the panel calling out “traffic!” I dropped quickly lower as a Cessna ended up crossing over me I would have never seen otherwise. As with any piece of equipment, yes, you should have your eyes up and out, (eagles, for one, are not equipped!) but it is amazing how it substantially increases your awareness of aircraft around you, a real “eye opener”! You won’t believe how many times, even being aware of other aircraft on your screen how difficult they were to spot, well in advance, and most times not until they were within 20 or so seconds of closure, if you saw them at all. Allows you time to maneuver up, down, left and right to ensure no conflict by the time they get near you. Improper “eyes down in the cockpit” complaints should not mean not to equip. ADS-B AUGMENTS your outside scans. With proper use, it is a game changer!
A major problem in my area which has a lot of flt. training. On many flights I have close visual contact with these acft. and can see that most pilots and students have their heads down playing with the magic instead of looking out visually for traffic.All of these acft. are equipped with ads-b which leads too more heads down.
Were these aircraft equipped with the MANDATORY ADS-B? See why having BOTH IN and OUT matter? Betcha they were not…Alaska is the wild west in aviation and the accidents there prove why it is a bad idea to ignore FAA rules.
ADSB is not mandatory nor required in some airspace and I would bet it wasn’t required in the airspace the collision occurred, however, with that said, if both had had ADSB, this collision MAY not have happened.
Crash was in 2018, well before ADS-B mandate.
There’s still a lot of aircraft in Alaska today without transponders, let alone ADS-B. They remain clear of rule airspace, so the expense of ADS-B is not required, even though it clearly would prevent many midairs.
CTAF isn’t the solution, ADS-B IN AND OUT is. I find it odd that, as a Capstone proof of concept testing ground, ADS-B is not mandated for commercial operators. Going in and out of uncontrolled Juneau and Ketchikan during the summer can be like Oshkosh…and no ADS-B.
This accident was in 2018; well before ADS-B mandate.
gbigs,
Two things: ADS-B out installations were not mandatory until January 1, 2020. This accident occurred in June of 2018 so it is probable that neither aircraft was upgraded. Also, this accident occurred in Class G airspace below 10,000 feet MSL. ADS-B out is not required unless you plan on flying within “rule airspace.” That would include operating at any altitude within a “Mode C Vail” which is a 30 mile radius surrounding Class B airspace.
In the lower 48, we can’t hardly swing a cat by the tail without being within rule airspace at some point in our flights so most of us are getting on board with having ADS-B installed. There’s no point in shouting about these two guys not being in compliance.
Also keep in mind that In Alaska, ADS-B rule airspace is less restrictive than over the continental United States; it’s required in Class A airspace—above 18,000 feet msl, not above 10,000.
It’s not wise to assume ADS-B, or any other “miracle technology” is going to save your bacon. It might help, but there are no guarantees in life like that. Better to keep your eyes outside, head on a swivel, not inside the airplane staring at a computer.
Good point Greg.
FWIW, in addition to airspace where ADSB isn’t mandated, there are a bunch of aircraft that don’t have to equip anywhere. Any aircraft that doesn’t have an electrical system is exempt. Even aircraft that DO have electrical systems can still get a special circumstances permission to enter Class C.