Early Analysis: Midair Collision March 7, 2023 Winter Haven, FL 

Zachary mace was a coworker and a dear friend, he was one of the kindest and funniest people in our workspace and he will be missed by every life he touched. His constant joyous attitude and quick thinking jokes were something I’ll never forget. He was incredibly knowledgeable in every field he had interest in. When it came to piloting it was even that much more obvious. He was a couple years ahead of me in pilot school even tho he was a year younger than me and whenever I had a question he was more than happy to help. I just wanted to say please don’t take any life for granted, hug your loved ones, tell them u appreciate them because you never know when tragedies like this will occur. We were supposed to be pilots together but now my first mentor is gone. I love you dearly Zach and I’ll miss you forever❤️

I was flying at Winter Haven a few weeks ago holding short of the runway waiting on traffic to land that was on final when a seaplane took off from the lake and cut straight across the approach end of the runway. My instructor and me were dumbfounded. I never want to do traffic pattern work out there ever again.

As a helicopter pilot I always assume the fixed wing traffic can’t see me and I fly accordingly (like motorcycles that drive “defensively”). Judging by the comments it seems the J3’s don’t do that. Also, these days an iPad with a ADSB receiver is cheap considering the amount of situational awareness it gives you around the busy pattern.

I've had a similar experience, but not at a seaplane base and well before we had ADS-B. It happened at a non-towered airfield in Colorado back in 1995 as I was flying a C-172, doing touch and goes on an early spring afternoon. There was no other traffic in the pattern at the time. I was flying a left traffic pattern, making my standard radio calls and no one was replying to them. Upon my fifth circuit, I began my base turn to final when suddenly, a J-3 Cub appeared about 50 feet in front of me. I veered hard to my right, added full power and proceeded to ciimb, while keeping the Cub in my view. The Cub had entered from the right and turned in front of me just as I was turning on to the final approach leg. After having the crap scared out of me, I re-entered the pattern, did a full stop landing and taxied to the ramp, parking next to the Cub that had nearly collided with me. After shutdown, as I got out of the Cessna, I approached the pilot of the Cub, an elderly gentleman with a younger chap who was riding as his passenger. I said to him, "Do you know that you cut me off on final just a few minutes ago? Did you even see me?" He just gave me a blank stare and said "no, I did not". He didn't even have a radio with him, which wasn't required in the airspace we were both flying in. Since that day, I've been extra vigilant when flying in to any non-towered airport. Even with ADS-B, it can still be a challenge, especially when traffic volume is high. I think the requirement of having a working radio and ADS-B out to operate in the entire NAS is a must. It's a small investment that has great benefits. Perhaps in this case it would have helped prevent this collision from occurring. Fly safe and fly often.

I had a seaplane take off at the same time I did after a touch and go on runway 23 at KGIF. I'm sure it seemed much closer than we actually were but I had to actively turn to avoid the cub on the my upwind leg. This is the only landing I've done there and I immediately left the pattern and said "never again". Unbelievable that this is a SOP for Jack Brown's and it's no surprise that this accident happened.

I've flown at this airport throughout private, instrument, commercial. It's a miracle this accident hasn't happened sooner since this is a known problem at winter haven. Theres been several instances where I've had to change course in the pattern to avoid the cubs

I was good friends with the instructor on board the cadet. She and I went through flight training together at Polk State from Student pilot to commercial pilot. Such a tragedy that 4 souls had their lives cut short.

This is a great example of just because you can do it, doesn't mean you should do it. Given the proximity to the airport and the increase in traffic in this area. It is probably time to accept change and update the Cubs with more modern equipment. While it is not a sure thing, a radio and ADS-B are just two more tools that could have prevented this tragedy.

Prayers for the families involved and my daughter who is the best friend of Faith the instructor 🛐💔

So the sea base folks have been flying pretty much through an airport's traffic pattern with no transponder or radio for decades. How long before one of their aircraft ends up a bit higher than planned for whatever reason. Who has ever thought this was acceptable is beyond me.

Why would the Cub not have had at least a portable aviation radio, if for no other reason than safety and traffic awareness in a busy piece of airspace? The floatplane base is immediately under the traffic pattern for the airport.

I had three classes with Zach. I remember him as a funny and smart person. He was my age. I took off from KBOW (Bartow) right after the accident had occurred. I have been cut off before at Winter Haven and NEVER go over there. It's a scary airport.

I've based my airplanes out of KGIF for over 20 years, love this airport and am gutted by the tragedy. I used to have a J-3 on wheels and have also flown at Brown's. I always used a handheld in my J-3 and would consider that the bare minimum to have aboard and use. KGIF is a prime candidate for new remote tower technology, but just having everyone up on com is the single best policy to mitigate risk.

When I hear "they have been doing it for 60 years like that", I knew the reason for the crash. Those procedures might be adequate 60 years ago - today they certainly are not.

The age of the student pilot in the Warrior was just 19 and his flight instructor 23 and newly married. Such a tragedy all the way around.

I just cannot wrap my mind around this situation. Having training patterns in an uncontrolled area with other low altitude traffic paths crossing is call for a trouble already. And non one remains concerned all these “60 years” about having a training (!) seaplane fleet right at the side. And not equipped with a 400 bucks simple radio or tablet with adsb. How could it be in y.2023? And both those were “teaching”! Just insane. Heart with the families(((

I am truly amazed that ADS-B in and out are not required in ALL planes in ALL airspace. And it's just crazy to fly without a radio in 2023.

With today's technology, there is no reason why the J3 doesn't carry a handheld radio. In Socal, older training airplanes carry ADSB in such as the Sentry with iPad to provide situation awareness in the congested practice area and around the busy class D airspace.

Accidents don’t just happen surprisingly. As others have noted, there have been several close calls already. But no one took it seriously enough to take any action.

KGIF is a hazardous airport to stay clear of. I went there once and encountered a runway incursion and a seaplane below me out of nowhere cutting me off on final.

The visuals done for this video are top notch! Thanks for producing some of the best aviation accident videos! You guys are saving lives!

I second the comment from ALK// Winterhaven is too busy for this practice, Turning right base for the seaplane base with no radio in Winterhaven left traffic is pretty crazy IMHO Damn// my condolences for all the family's who are involved, easily mitigated IMHO

I attained my Seaplane rating at Jack Brown’s back in 2012. While I think the instructor had a handheld for listening, the Cub was not equipped. We never climbed more than 500 ft agl, and most other traffic was above us. We also landed at some other lakes that were a bit farther away from the main airport.

I like your sober, no nonsense early analyses. Here as a private pilot myself, I find it unacceptable that the seaplane is not mandated to have a radio, even a handheld one for monitoring the traffic at the adjacent real airport. And I also find it unacceptable that the seaplane was flying a pattern that is in conflict with the land based pattern. The seaplane should be required to fly over the center of the land field, to both see the windsocks and determine what other traffic is in the land pattern before joining their own pattern for the lake. Approaching in opposition to the base leg of the landing runway is asking for trouble. And yes a tablet with ForeFlight could give the NORDO seaplane situational awareness in addition to proper procedure to mesh with the runway pattern, and a handheld comm radio.

I fly a C-150 in North Carolina. Every airport I fly to (even mid week) have crowded traffic patterns due to all the new students wanting a career in aviation. I find it difficult to get any pattern work due to crowded airspace. Glad to see enthusiasm for flying. Just be careful, and if you have a bad feeling about something, bug out and practice something else and live to fly another day.

This reminds me my local airport where there are seaplane operations in close range with landplanes. The only difference is that airport is towered, while this one is not. Great analysis as always!

Also in the Cub the instructor was sitting in the back, and he wouldn't have had much or any view forward.

With air powered generators for electronics such as transponders and radios or adsb-in devices like the iLevil Bom there are inexpensive ways to improve communication and awareness on older non-electrical planes.

I was departing rwy 23 at GIF once and a seaplane was climbing off the lake, somewhat in the same direction but our paths were converging. I couldn't see it at all from the left seat, but my instructor did and took over to make an early crosswind to put some distance between us.

Great analysis as always. Thank you sir for your service!

It's really insane that this type of accident could occur while the seaplane is "following regs". This student pilot is doing touch n goes, doing everything correctly, and basically get drilled in the face right after turning base with no radio call from anyone else, this is unacceptable.

Great analysis and presentation! Yes- the stars aligned with the obvious result this time, but I'm surprised that it hasn't occurred before now. I am betting that the sea plane base will be required to at least carry portable radios so as to at least monitor, and therefore be aware, of any traffic that they should avoid. Times change, and so do procedures. This accident may be what it takes to overhaul their SOP at these fields. RIP to all.

Great video.

Great video Richard. Will be interesting to see what if any changes to procedures will happen there. One thing at 5:30 when you have the map having the J-3 coming in from the Northeast... that Mode-C Veil is only 2NM from the airport to the NE. I wonder if the J-3 was coming in from the North or even circling in from the NW, otherwise he was inside the mode-c moments before the collision.

This was a very unfortunate accident. I have been planning to attain my CPL-ASES with Jack Brown's school for a while. Thanks for the great breakdown. As a CFI who teaches in the PA-28, I try to remain as diligent as possible for the low wing descending into high wing scenario. This was definitely the perfect storm. RIP to all on board.

ALL manned aircraft should have radios, no exceptions.

Colonel McSpadden Thank you for this report. I am not a pilot but am trying to understand these accidents.

I flew out of Winter Haven airport back in 1987. I flew out of there every day for a month. My friend Marvin had an airplane too. We would fly all over Florida in those days. Sun n fun was a great air show that we both flew into that day. We landed on Dolphin island to watch the Thunder Birds do an air show. What great times, but I’m soooo saddened to hear about 4 Pilots getting killed at Winter Haven airport in a mid-air collision! God rest their souls. 😭

The J3 needed a hand radio if they was going to be that close to the airport. there is no excuse for not knowing what is going on at the airport they are landing near.

Thanks for the video. One thing that AOPA can do today to help avoid future accidents is to push the FAA to allow portable ADS-B out systems like the uavionix skyecho. They are battery powered and can be dropped on the glareshield of any aircraft. This would have also prevented the crash of the UPS Caravan when it hit a powered parachute west of Houston. Ask just about any pilot and they have at least one experience where traffic information may have saved their bacon.

Thank you. Such an unfortunate and sad accident and loss of life. RIP to all lost. Hearing the Left-Base call and the immediate ELT broke my heart.

Thanks for these videos. Very informative. 👍👍🛩️🛩️🛩️

Nice analysis. It's time for the seaplane guys to accept radios, transponders, and adsb.

We have a cub and always carry a handheld. I booked my husband a seaplane rating with JB this spring and I’m reconsidering it until at least a handheld can be carried

As a student pilot I dreaded performing pattern work at Winter Haven, KGIF, I used to refer to them as cowboys ! as they would fly traffic patterns with no radios or ADFB, It was a free-for-all. It brings the stress levels up. You're constantly worried about conflicts. I think it's time they do away with this old regulation of no radio on older planes. I agree with an earlier comment It's irresponsible to fly without a radio in a congested area and I think it's just to save a buck.

Did my SES rating at Jack Browns . Knowing the proximity to Winter Haven I took an ICOM hand held with me but the Cubs have an intercom using headsets so I could not hear the ICOM. Did a lot of flying in and out of Winter Haven/Gilbert both fixed wing and helicopter and out has gotten busy over the years. Bottom line is SEE AND AVOID. Yes, it might have been a perfect storm type situation but the end result is unacceptable. I've spent hundreds of hours in traffic patterns with gliders and tow planes and one must continually be looking.

Although regulations allow it, tough to believe the j3 had no radio or even a handheld. I hope this changes.

Just because that is how you have always done it, doesn't make it the correct way. Radio's, GPS, ADS-B.. Come on people, let's get with the times. This is uncalled for in this day and age.

Forty-five-degree entry to downwind-Recommended by the Aeronautical Information Manual, this entry requires you to fly a 45-degree angle to the midpoint of the downwind leg, at which point you will join the flow of traffic on the downwind at the specified pattern altitude. It enables you to more easily see and be seen as you enter the pattern.

When I trained over 20 years ago, I was amazed to learn radios/transponders weren't required in Class E and G airspace. As a "rusty pilot" returning to GA, ADS-B and ELT's are definitely a good thing for towered fields, but also add cost to an already exorbitantly priced endeavor. Further, to be useful to other pilots, ADS-B IN is required. Having recently returned to flying, I was shocked by the increase in radio traffic, some doing pattern work as I soon will. I don't think the answer is requiring ADS-B, but I'm amazed radios STILL aren't a requirement. Then again, there were CFI's on both planes. Technology and money can't fix everything.

The J3 doesn't have a radio or ADSB.. A Sporty's PJ2 portable handheld radio is 250 bucks. Get one and turn it on when around an airport.

At least a handheld, for monitoring and callouts in the pattern.

The single thing that scares me the most about flying in GA, is other airplanes without radios or ADS-B. If you’re in an ultralight or a glider, fine, but if you’ve got an engine which can power a radio, you should have one. Period. I sincerely hope the AOPA will, if not push for, at least not block, any attempts to make radios required equipment. 4 lives. There’s no argument against having a radio worth 4 lives.

This reminds me of one instance when I had just took off from my home base and heard a call from someone entering the pattern. I never saw the other plane, and it scared the hell out of me. The sun was not in my eyes. It just felt too close for comfort. I guess in WWII, I would have been the one who got shot down.

I have owned a Cub and always had a handheld wired to an external antenna. We don't need an electrical system to drive it--just keep it changed in the hangar-- and it works adequately to help at controlled and non tower airports. Seems like Jack Brown needs to think more about safety. Also, with the number of low volume airports I have seen with control towers, this one seems to need attention.

RIP it's always hard to watch when we lose members in the aviation community. May they soar proudly in heaven. Blue skies and tailwinds.

Why would the cub, with no radio, fly into a traffic pattern of an airport at pattern altitude without keeping a sharp eye out?

Two days prior to this there was a fatal crash at Lantana airport in Palm Beach county. Flight instructor and student pilot were ferrying a Diamond DA40, N804ER, from Kentucky. The pilot was an experienced flight instructor with over 700 hours, and an unknown amount of additional flight hours in his 5 years flying helicopters in the Army. The crash was just off of Runway 28 numbers seemingly after an approach for Rwy 10. Very disheartening to say the least.

"...the J3 has no radio or no ADS-B equipment..." as someone who spends their entire working day troubleshooting complex technical ([edit[ admittedly non-aviation) problems I just shouted "WELL THERE'S YOUR PROBLEM!" Pilots are trained to "Aviate. Navigate. Communicate." and in such a busy airspace, all 3 are DEEPLY important. (edit) This is heartbreaking.

Why would you not even have a handheld at this point?!?! While I’ve met some of the greatest people in the pilot community, I’ve also encountered some of the most arrogant and inconsiderate. Completely avoidable and a damn shame.

Yeah, it was totally worth saving a few quid on ADS-B and radio equipment.

But the Warrior should not have been stationary in the J3's windscreen since it had just turned base. That's a 90 degree turn with wings banking and un-banking, so no way would it have been stationary. But it is crazy to me that they are allowed to operate at the sea plane base without radio, so close to another airport. That is just an accident waiting to happen and sadly it now did.

As long as the regulations don't require pilots to talk at uncontrolled airports, things like this will continue to happen which is ridiculous because this accident was 100% preventable. All that J-3 needed on board was a handheld radio which could have been bought on ebay for under $100. In 14 years of flying I've had two close calls and both of them involved THE OTHER PILOT not communicating on the frequency.

I was just about to ask if those 3D graphics were done in FS2020 (I got it recently and, as I will never be able to get a medical, I've been doing a *lot* of flying in it), but then I saw the credit at the end. Impressive that a consumer-level sim is now good enough to be used for depicting safety-of-flight issues like this. Meanwhile, I think the single simplest solution here would be to change Winter Haven's RWY 05 pattern to a right-hand pattern, to reduce the odds of such head-on closing situations between landplanes on approach to 05 and seaplanes coming back to the seaplane base. Perfect solution? No, but it would certainly reduce the risk in and of itself, regardless of equipment on either aircraft.

So the J3 didn't even have a handheld radio? I have flown a J3 and used a handheld radio, foreflight with a Sentry to monitor traffic. i am not sure why anyone would fly without these basic safety tools today.

No adsb and no radio in a non-towered airport flying the wrong way through the pattern?!? Bad idea right? Ok we’ll twist the altimeter knob before takeoff, perfectly safe… what’s the worst that could happen.

Never approached Brown's that way on many flights there. Very unusual and not in conformance I believe with their standard procedure to fly close to Gilbert Field there and under that traffic pattern . Always approached from the north , east or due south of Jack Brown's and not by flying over the close by lakes other than Lake Jessie. In my opinion seaplane should not have been there.

I wonder if short approaches should be NA for rwy 29 at Winterhaven because the constant attention to the runway and the large descent rate distracts from see and avoid of the floatplane traffic

Richard didn’t comment about how a simple hand held radio may have made a difference in this situation. Condolence to both families involved.

Was the Warrior's ADS-B capable of pinpointing its very last altitude (from GPS?) as it collided with the J3 Cub? I am not informed how it operates but I imagine it would have, I guess, as preliminary NTSB report indicates where the collision occured.

Got my float rating in a j3 about 30 years ago, at JBSB, got a feeling the club in the accident was the plane I used

What happened to the general rule that when flying over the traffic pattern at an untowered airport always stay at least 500' above pattern altitude? It appears that the Cub entered the traffic pattern of KGIF where it should not have.

High wing / low wing blind spots could have factored in as well. Seems less likely if the collision was head on though.

The FAA handbook states 1,000 feet AGL not MSL. I looked at my charts and can not find the approved procedure to fly at the lower altitude. One obvious problem is the turn to final, on the piper, is typically at 500 feet AGL, the same as the other plane. One plane a little high the other a little low?😢 The piper had ADSB out. I'm interested in its last reported altitude.

How about requiring radios (hand held) for Jack Brown planes?

This is so sad. I cant help wonder what the instructors where looking at when entering a know busy airport area...

1. The seaplane approach conflicts with the circuit. 2. The seaplane ops is not synched with the Airport. It should be treated as another runway. 3. What happened in the airport tower. 4. Might be worth checking with LHR, as there's a flying club just to the west.

Unconscionable to not have at least a radio in the J3.

yellow cub not making radio calls while flying through the final approach path of the active runway at a busy airport, pilot must have been a real smart guy

Wow. No handheld radio, no portable ADS-B in receiver (like a Sentry) paired with Foreflight. Things that just makes sense to have when your plane has no electrical.

R.I.P TO FAITH AND ZACHARY!!! I knew faith for about 4 years she was a classmate of mine during instrument ground I stopped training for 2 years and came back and she became a flight instructor.. I spoke to her 3 weeks ago and I can't believe this happened. I go to sunrise currently and we've been closed for 2 weeks. .. can't believe this. Winter Haven airport is literally 5min away from my house. And I used to see the yellow cub fly past my house all the time... what a tragedy

How not having a radio and a traffic detection device is not mandatory for EVERY aircraft is beyond me.

Wouldn’t a hand held radio be an option for the Cub?

At Swansea UK it’s busy with high wing Icarus and low wing P38 planes from both schools…can’t imagine life with no radios…there are still close calls…yesterday with Icarus taxing to T/O with me on final. This with parachuting adjacent.

It's unfortunate that it has to take lost of 4 lives to consider safety protocols to make that area safer. I have a feeling at minimum FAA should ban touch on goes for Winter Haven airport and also bring Seaplane base operators to modern aviation by requiring ADSB and radios in all their airplanes.

It would be fascinating to hear the logic behind not having a radio and adsb from the Cub driver.

I like having ADS-B in our aircraft…although it’s not 100% full proof it helps keep myself and my family safer while flying

I carry an ADS-B receiver in my pocket - my cell phone. Is there an app that would alert me to the presence of another aircraft?

What about the cub being overhead wing and the other being a low wing plane resulting in a blind spots for both?

😲😲😯😯😲😲Thank you and great work,I love your videos ! 😁👍👍👍👍👍

Given the small margins for error and lack of radios, the midair was bound to happen sooner or later. Having no communications and conflicting flight paths is a recipe for disaster. A handheld VHF could have prevented four fatalities.

Why would the J3 not have ADSB out? I thought current regs required ALL aircraft to have ADSB out as of a few years ago.

Honestly, in 2023 every aircraft shuold have a radio and transponder, there is simply too much traffic to not have active communication about position and intentions.

Excellent analysis as usual. Thanks for this. Honestly, I cannot believe this has not happened earlier at these facilities over the years....the entire operation with Winter Haven landing west seems a bit suspect given the close proximity to the Cubs patterns. Anyway, hopefully some good policies with come of this sad event. Rules in aviation are too often written in blood.

I just read a huge amount of the comments, here, and people bring up some great points. 1. By FAA Regulations that old aircraft doesn't require a radio, ADS-B, or a transponder. In modern times this a recipe for a collision. I fly with an instructor that has a WWII-vintage Cub equipped with a radio, but no transponder or ADS-B out. He does fly with ForeFlight and a Sentry Lite ADS-B receiver. At least have something, never have nothing. 2. Looking out the window constantly scanning for traffic: Obviously yes there's no argument against that, but here's my technology argument. I drive my wife's Subaru with Eye Sight. When it's on, it will not permit me to hit the car in front of me. I can be picking something up off the floor not looking forward and it will automatically slam on my brakes if the car ahead of me slammed on its brakes. Technology is here to assist humans. ADS-B alone won't auto-pilot an aircraft away from a collision, but it will warn the pilot of another aircraft in proximity so the pilot can look for the other aircraft. 3. BLUETOOTH HEADSETS!!!! I didn't read anyone mention that ForeFlight on an iPad with ADS-B from an ADS-B receiver like my Sentry ANNUNCIATES the ADS-B/TIS-B traffic warning loud and clear in my A20 Bluetooth headsets. All day long I'm HEARING "Traffic 2 o'clock 3 miles same altitude", in my Bluetooth A20. This argument that pilots have to look down at their screens to notice ADS-B traffic is simply not true with Bluetooth. 4. TIS-B. A transponder generates your position and modern ADS-B/TIS-B is broadcasted by towers to ADS-B receivers like Sentry and GDL-50/52 and ANNUNCIATED by ForeFlight. While this isn't always 100% reliable (your signal must make it to ATC and you have to be in range of a tower) every possibility to display your position to another aircraft helps. 5. Do they really have to have a converging traffic pattern for that sea base ????

A plane flying into opposing traffic with no radio. What can go wrong?

I can understand not having ADSB or it being an expensive outlay for budget ranged aviation but radios should be mandatory on any aircraft that requires a licence or is above a certain weight and size.

It is Time to make ADS-b out mandatory for all planes in all air spaces. With tail, light systems and others. It is certainly not cost prohibitive as perhaps it once was.

my problem with this crash is the fact the cubs did not have ADSB in/out, I know by law the plane does not have to have electronic, however, since these planes were being used for training purposes it is the responsibility of the company to provide a safe environment for the students and trainers alike. This is criminal in my book just is the law lets you be cheap or does not force you to be safe with the lives of others does not mean you don't have a moral responsibility to be safe. I agree old planes should not be forced to have electronic however, I do not agree when the plane is being used by a company that provided a training service with the aircraft and is now responsible for the lives of the instructors and students. If the company would have to use the tool available to them as ADSB to make their training planes safe this would not have happened. Also, this company was operating in a high-traffic area and did not put in the right tools for the job. I don't care what this companies record is, I would vote with my dollars and no one should use this company unless they are going to make sure their equipment is set up to be as safe as possible, training is a part of flying where your attention if not focuses were it should be and therefore you need to have eyes outside all the time and that might not save you.. I agree with personal planes not having electronics but not aircraft being used in a business training environment.

I’ve been seeing that cub flying around since I was a kid. I remember them always flying into harbor side for a bit to eat, before they remodeled it and it wa still a good place to eat and hang out.