NASA

I believe that the cause of the incident is due to the current task loads of ATC operators. On this flight, Approach did seem to have a higher volume of traffic than previous times I have flown through their airspace.

Crossing over the upwind leg while there is traffic is not only illegal, but is very dangerous. I am certain that the evasive action taken prevented the collision of the two aircraft.

To prevent a recurrence of this event, I shouldn’t fly a single-engine piston aircraft for more than three cumulative hours without fueling up. Having a personal minimum can standardize the manner in which I fly older general aviation aircraft that might not be relied upon based on their original performance data.

Before reaching the hold short line, an automobile crossed directly in front of taxiing aircraft from the left to the right. I estimate that the vehicle missed the propeller/spinner of aircraft by less than 1 foot.

When the Phenom 300 added power to begin moving, the C172 was struck with jet thrust to aft of airframe and put into a ground spin to the right.

I believe that this was a very hazardous attitude to take with safety and that the pilot did not really care who he cut off and that it was the plane’s responsibility to move for him.

After some reflection I realize that there were probably some contributing factors to my failure to secure the bag. I had not slept well the two previous nights — some noise at the hotel kept waking me up, had spent two days in the sun at the air show, and had not eaten much the day this happened.

The pilot of Aircraft Y did nothing to deconflict from a very near collision. Instead, he aggravated this dangerous situation with both erroneous CTAF calls and his incorrect entry into the airport environment.

For some reason, when I got to 4,500 feet, I leveled off thinking it was an appropriate altitude. I remained on this heading for about five to 10 minutes when my ForeFlight-equipped iPad alerted me that it was overheating.