This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Earlier today I departed VFR from Runway XX at ZZZ in my Piper Tri-Pacer.
On the downwind leg I made my last radio call on CTAF announcing a departure to the southeast.
After confirming there was no traffic on final, I turned toward a heading of 133° and started a climb from pattern altitude to my chosen en route altitude of 2,500 feet. After announcing my departure I continued to listen to the radio and watch targets on my ADS-B traffic advisory screen.
One target caught my eye as it was on a collision course with me approaching from the northeast heading southwest at nearly the same altitude — they appeared to be cruising at 2,500 feet, the altitude I was climbing to.
After watching the target on my screen and quickly realizing they were not changing their course per FAR 91.113, I quickly arrested my climb.
Shortly after I arrested my climb I watched their N number pass by approximately 200 feet above us, off my nose. I could not see them on the left due to my high wing.
After writing down their N number, I called the CTAF and asked if they were on channel. They stated they were and I asked if they saw me 200 feet below as they passed. They stated they did not.
I said, “OK” in reply.
End of event.
Primary Problem: Human Factors
ACN: 1900486
Heads down looking at an ADSB fish finder screen will be the direct cause of numerous future mid air collisions. When will we learn?
Were all the lights on? Not everyone has ADSB in.
Sounds like a normal day at my home airport. Patterns of convenience, also known as playing “Dodge-a-Plane”.
Yup, typical traffic pattern and surrounding area congestion. Leave straight, arrive straight, stay wide or high passing through.
And look outside, most airport areas don’t require ADS-B.
No doubt ADSB is a magnificent tool to help identify traffic and scares one a bit when they realize how many targets are out there that they were missing before ADSB.
One problem with relatively low-level flying is that everyone seems to choose 2000, 2500, or 3000. And there are no east-bound west-bound guidelines for those altitudes. I’ll never forget a suggestion made at a FIRC long ago. Chose something in-between, i.e. 2250/2750, to get away from those crowded altitudes.
Exactly; practice some precision
(Former FIRC instructor)