Watsonville, CA Mid-Air Collision August 19, 2022 

As an old Cherokee pilot, this one ticks me off. The older, more experienced, richer, hot rod twin pilot comes blasting in like an X15 to an uncontrolled airport where the less experienced, new pilot is doing training touch and goes around and around the pattern. The hot rod twin pilot automatically assumes that his hot rod status gives him priority. A Cessna 150 is about the slowest bird out there, and it's so slow that after watching the twin barreling down on him, he couldn't even get out of the way. Airplanes are hard to see in ground clutter. The twin pilot was careless and reckless barging straight in to a pattern where he knew there were at least two other airplanes flying "normal" rectangular patterns. How was he going to stop anyway? Chop power, shock cool engines, dump the flaps, dump the gear, plop it down and stand on the brakes? The 152 pilot should have made an emergency steep turn away from the extended center line of the runway to get away from the twin pilot, but who wants to steep turn away from somebody you can no longer see when you're only a few hundred feet in the air? We're not crop duster pilots! Standard pattern entry at uncontrolled airports is recommended for just this reason. Straight in approaches are always subject to higher risk. There's a reason such a high percentage of mid air collisions happen on short final! Great job as usual Juan!

This has been a complaint of mine for years as a tower controller. These high performance twins and singles refuse to slow down and insist on doing in excess of 150kts in the pattern full of Cessnas and Cherokees doing 90. They get indignant when you ask them to slow.

That old timer 340 pilot just grinds my gears. I’m sorry I’m not ageist but we all know those type of old timers and their attitudes. When you assume you know it all that’s when disasters happen in the air and you put countless lives in the danger flying like that.

Thank you as always for your professional and thorough report. This is reason 25 why I stopped flying as a private pilot. I’ve been in this exact scenario at least three or four times. In all cases I extended my downwind in anticipation of the faster aircraft. I absolutely despise straight in approaches at uncontrolled controlled fields. This guy came screaming in because he didn’t feel like waiting in line with everybody else. The Cessna did everything right and ultimately cost him his life. He monitored and communicated on the frequency and scanned for traffic, and recognize the threat and decided to go around. This one just makes me mad. Rest In Peace

It seems like the Cessna 340 was basically in the wrong for multiple reasons. Way too fast, not respecting the existing traffic in the pattern, just assuming they can beat the other aircraft to the punch. My feeling is that's why he had such a high rate of speed; he figured he could beat the 152 which was still downwind, and make them have to go around. Turns out his math was off.

“I see you, you’re behind me.” “I’m gonna go around ’cause you’re coming at me pretty quick man.” The 152 pilot clearly had sufficient situational awareness to be looking back, and was trying to get out of the way. My suspicion is that the 152 pilot heard the twin pilot call 10 mile final, and thought that he could safely make another touch and go and still be out of the way. He clearly didn’t think that the twin would be coming in so fast. Why would he? Why would anyone? Plus, legally, he had right of way.

Honestly I'm impressed the 152 could track the 340 behind him and overtaking. I've been into WVI several times in jets, the largest was pushing our luck in a G-III - I remember asking all the pattern aircraft to wait since we'd be running the circuit at 160 KIAS. The local traffic was kind enough to oblige and when we landed there was a lineup of a half dozen Cessnas waiting to get back in the air. That said, the twin Cessna coming in faster than I'd approach an uncontrolled airport in a jet, another pilot with too much airplane and not enough sense.

Having abandoned flying after forty years I still listen to every word from Juan. What a service to the profession his insights. Truly unique. Once as I was about to rotate in a 150 at a small field much to my surprise a twin Barron was about to land from downwind. The Barron pilot was never on the radio and did not have any idea where he was.

I think we all realize that you are limited in "hardware" to make such videos from a hotel room but it was still presented in a concise, understandable and informative manner. Good job.

So sad. This is why we have traffic patterns! I know people don’t have to use them … but this is why we use them. I know it’s tempting to do a long straight in, especially after a long flight , but this is why we have traffic patterns. Thanks for the report Juan

Having landed at this airport 3 weeks ago, I might add my first time. It was a Saturday and busy I was coming from the north and considered a mid field fly over and tear drop into the downwind leg. But they had parachute operation that day and was concerned about a conflict. I considered a straight in approach but after listening to the traffic on the radio I opted for southern approach into a 45 into the downwind leg. There was at least 3 planes in the pattern doing pattern work and one other coming straight in, I had to extend my downwind for the straight in approach guy. Flying south and coming in on a 45 gave me time to assess all the planes in the pattern and where they were. Everyone was on there radios announcing their positions. Busy airport and very sad story, I’m not a fan of straight in approaches at uncontrolled airports.

I was there. I was ordering lunch at the restaurant just off the runway when this happened with my good friend who actually knows the pilot of 90FL. We had just landed about 10 minutes earlier, and were on the CTAF with the 152. It was pretty crazy and horrifying seeing it happen, especially right after talking to the victim of it. I looked over after someone exclaimed, so all I saw was debris falling down and the twin cessna going wayyy too fast, with its gear and flaps up. (According to someone there, flightaware clocked them at about 190 knots at the time of the collision) I even thought it was going to go around and recover until I heard an explosion and saw a massive cloud of smoke coming up over the hangers between the restaurant and the twin Cessna’s final resting place. After confirming what I saw with other people there, I thought at first that the twin cessna was just trying to show off by doing a low pass and didn’t take proper precautions. Listening to the audio though, makes we wonder why the hell, if he DID intend to land (or at least stated so) he was carrying so much speed and had his gear up?? Based on the facts I’ve been given and the observations made by, and told to me, no matter how you look at it, it’s the fault of the twin Cessna’s pilot. At the very best, he decided not to overfly the field to look for traffic, instead deciding to come straight in to a pattern with at least 2 other planes, while going a hell of a lot faster than both of them. Not to mention probably going well in excess of even his gear speed. He was not technically breaking the law by doing so, but for those who don’t know, it’s a well known safety precaution/rule to fly above traffic pattern altitude over the field to get a sense of what’s going on before entering the pattern and coming in to land. To be honest, not that it’s even anywhere close to an excuse for any pilot to be this careless, but I really believe that if Watsonville had a tower, which many people already believed it should (considering an average of about 150 arrivals a day) that this would’ve been easily avoided. I hope they finally decide to get one after this; not that it should’ve taken 4 deaths to get that to happen. This guy killed himself, his passenger (who I assume is his wife, girlfriend, or some other family member), his pet dog, and a student pilot minding his own business in the pattern, all because he couldn’t bother to take the time to circle over the field, or to approach at a safe speed.

I have roughly 30 hours in the accident 152, and my sister witnessed it and called me right afterwards. I don’t believe I know anyone involved in this accident, but it certainly hits close to home. Juan I pretty much 100% agree with you, though due to local reports and webcams I believe the collision was more over the street near 20 with the 152 impacting right inside the airport boundary fence. We do have quite a bit of corporate and faster traffic at Watsonville, and just from radio calls I imagine the unbelievable closure speed threw the 152 pilot way off, assuming he would have been able to land and t/o before any sort of separation issues arose. I was at lunch shortly before this accident and then at least the pattern seemed fairly full so again why this 340 thought he could just slam through is irritating to say the least. Talking with others since yesterday, we shared our own near misses due to others pulling similar stunts, fly the standard approach at reasonable speeds and everyone gets to go home.

"Im gonna go around youre going at me pretty quick man." You have to talk to people. This man did his part the speeding aircraft was obviously not on the ball.

There was 27 seconds between the 340's 3 mile call and 1 mile call, 4 miles a minute is 240kts. The adsb of 180 kts is completely reasonable, far too fast to be on short final. The 152 likely would have had a hard time getting a visual on the 340 with him 3 miles out, in the time it took the 152 to make the base to final turn the 340 closed the distance. 340 pilot was completely at fault for recklessly approaching the uncontrolled field at an excessive rate of speed. The 152 pilot paid the ultimate price for not visually identifying the 340 prior to turning final.

I'm not convinced the Cessna was "late" realizing the conflict and late getting out of the way. I just don't think he expected(and why would you) the 340 to be coming in at 160-180kt.. He's nearly double a normal approach speed, and therefor the closure rate. I would have been "late" realizing that too, because that's just not something that is done... ever.. and for good reason. The 152 was ahead of(any reasonably flown aircraft) and below on final. "Calling" a 10 mile final doesn't automatically protect that airspace. And he alerted the 340 he was coming up on him. What the hell was the 340 up to coming in that fast.

Juan Brown - Your saving lives with these videos. These are teachable incidents, and your work matters. Please continue doing what you're doing here. SC

As always, great early analysis. Thank you Juan! So sad that the 152 pilot even called out the 340 was coming at him too fast, but the collision still occurred. In hindsight, who wouldn't happily give up a few minutes/gallons for a one lap around the patter to avoid loss of your own life and others. So avoidable. So sad.

A perfect example of why a 45 degree entry to downwind is so important. Too many times people think it’s ok to come in straight as long they can outrun everyone to final. I do like being able to make a long straight approach at KWLW but it is open, rural, and mostly flat. But even there if there is anyone else around, whether in the pattern or on a distant approach, I still swing wide for a 45 downwind entry. It’s not worth compromising safety assuming I’ll get there first, especially considering the speed of my 170. Thanks Juan for your work, hopefully someone may hear this and realize just because their ego says they are more important than everyone else it’s not worth the risk of expecting everyone else to bow before them.

Ugh...This same thing happened to me back in 1981 with only a few hours in the 152. I was doing touch and go's with my instructor on runway 34 at the Salina, KS airport when a Sabreliner shot out underneath us on final. As a 16 year old, it made quite an impression on me. So sorry this ended this way. My heart goes out to their families.

Thanks for the analysis Juan! It's clear the 340 pilot was completely reckless and trying to beat the 152 to the runway. Complete disregard for any reasonable amount of airmanship at all. Such a senseless killing of the 152 pilot that hopefully, his family can get reparations from the 340 pilot.

My understanding was that the 152 pilot was a student. Sad on all accounts.

My father was a CFII as a hobby (kept racking hours so he figured he might as well rack up ratings: Mooney, twins, glider, aerobatics, Docteurs Sans Frontierre in Africa, etc...). He sweated every aspect of every flight no matter how routine, VFR or IFR, planned it all out, had backup plans in case of weather or equipment failure, never caught gotta-get-there-itis. The 340 pilot, well we'll never know what was going on in that pilot's head however it shows that just like driving a car, you can do everything correctly (the 150 pilot) and still get hurt by someone not focusing on the task at hand. I live not far from Watsonville and heard about this crash. I searched today for the details and found your explanation. Thank you.

Accident especially relevant for me, I operate a military cargo twin turboprop as a civilian instructor, teaching the customer who purchased the aircraft. I operate from military bases an airstrips, part of the curriculum is VFR, and we mix with other platforms with different speeds, especially helicopters. 99% of the time, English is a second aeronautical language for everyone involved. 20-30’ minutes of pattern work an I am actually tired! 😂😂 Lots to unpack from this excellent video, still reading comments

The problem is that old guys love straight in approaches and they are dangerous, fly the damn pattern and look around.

That's three (three!) recent midair collisions in which it appears that a pilot flying too fast in the pattern contributed to if not caused the accident. (Cirrus & Metroliner @ APA, Mirage Jetprop & C172 at North Las Vegas, and this one). Maybe time for a safety standdown about how to fly in the traffic pattern including not overshooting final. Three strikes and we all need a time out.

I had a similar scenario to this. A few weeks after I got my Private I was flying at a local airport in the pattern, there were probably 3 of us in the pattern and a twin Cessna on a straight in approach. He called his location and intentions, but being a low time pilot I had little experience with faster twin engine aircraft so I thought I could get in and do my touch and go before he landed. I was wrong. I ended up going around to let him land but he then decided he was doing a touch and go which made my go around and downwind leg even more stressful. Luckily everything ended up okay unlike this situation.

Thanks for that breakdown Juan! Something similar almost happened to me when I was a student pilot. I trained and fly out of Bend Municipal (KBDN), one of the busiest uncontrolled airports in the US. It was my second time flying solo. I was in a C150 on a left downwind for 34 and there was a Beachcraft Duchess doing a practice instrument approach on about a 10 mile final. Not taking into account the Duchess' higher speed I continued to fly the pattern normally rather than extending my downwind. By the time I turned base we were way too close for comfort. I ended up doing a left 360 turn on base to avoid the Duchess but it was a fairly alarming experience for a student pilot. I'd say the one of the BIGGEST keys to avoiding potentially dangerous situations at uncontrolled airports is not just communicating but also LISTENING. There was plenty of position calls before this mid-air that both pilots could've seen a potential accident brewing. Another example, a few days ago I was on short final when another pilot decided to back-taxi down the runway (also KBDN). I ended up doing a go-around. This pilot did a great job communicating on CTAF that he was back-taxing, but failed to hear my calls for base and final. I'm not faulting him, we all make mistakes and he thanked me for doing the go-around. But it's a good reminder not to get tunnel vision focusing on your own mission to the point that you lose situational awareness of what everyone else around you is doing. Fly safe everyone.

I taught my daughter at a young age that it doent matter if you're right or wrong, it will be of little consolation that you were right when you're dead. Always err on the side of caution, even if it means you're going to inconvenience yourself a little bit; a 15 or 20 min delay is preferable to not going home again. As a slower vehicle, it's generally easier/better to just let the faster vehicle go first.

Excellent analysis. I am based at KWVI and fly just about every week there. It is true that the pattern can be very busy at certain times of the day with student pilots, helicopters, parachute operations and even the occasional jet aircraft. Many times while returning to Watsonville I encounter aircraft attempting straight in approaches typically inbound from the East over the ridge. Most of the time the pilots attempting these straight ins will communicate and work with the traffic in the pattern and decide to make a standard 45 entry if needed. However, I have had quite a few close calls in the pattern there over the past several years. We need to be more vigilant when arriving at an uncontrolled airport. Situational awareness and good communication should be a top priority. This was a very sad occurrence - condolences to the family of the pilots.

Thank you! Not a pilot but my bro. Buz Marten had a near fatal in MD through the windshield fuselage came down on his neck. You guys are my heroes.

Many years ago on a Christmas Eve flight at night in a Cherokee 140 I almost was run over by commercial twin at an airport with active tower while flying direct from Stockton. I was listening to both Oakland Center (active flight following) and Redding tower. I was also visually tracking a commercial aircraft direct from SFO and mentally calculating our converging flight paths. Worth noting that there were several aircraft behind me also with the same destination. Center turned me over to the tower where they cleared me as number1. I declared 10 out and landing ILS while still monitoring Center. After declaring 3 out I heard Center turn the Commercial over to tower. Tower cleared them number 2 behind me. This is where it went wrong. The commercial PIC told tower that he had already passed the Cherokee (behind me!! Well behind me, ( had not even called 10 out or contacted tower yet. Was not on Center either. At this point the tower cleared them as #1. Granted I was low enough to not be seen perhaps in all the city lights but that matters not. Note: I was practically over my own home. Also had my sister with me who has never been in a small aircraft before. Instantly I declared an emergency hard right 360 for the Commercial behind me while going to full power and climbing to avoid wake turbulence. Got an air wake hard bump but was okay. Cut My sisters headset out of the audio circuit after telling her I was doing a simple 360. Landed long to avoid wake with dead silence on the radio. Declared exiting runway via taxiway I normally would to park and get fuel. Shortly tower contacted me and requested switch to a frequency that wasn't normal for this location. Anyway both the tower and the commercial PIC came on both of which were obviously freaked out. This was an incident and a real shitstorm for them. I knew the tower people by voice because I flew into Redding from San Carlos a min. of 3 days a week. At this point I pointed out this was Christmas Eve, I had lost two good friends not long before this in a mid air collision that was similar to this, and I expected them to never forget what had almost occurred. With that I said that I considered the matter closed and have a good Christmas with their families. Fueled up and continued flight into Oregon VFR on top to the only airport that was VFR with my alternate (uncontrolled grass strip, family informing clear, {they live there). Christmas went well. Didn't tell sister what happened for several years nor anyone else except father-in-law who was pilot/instructor during WW2 and spent teaching me to be ready and never hesitate to be the best PIC I could ever be.

I rarely do straight in approaches, and when I do, they make me nervous. I never do a straight in approach if I know anyone is in the pattern.

No more straight in approaches at uncontrolled airports. 45 degrees at TPA to enter the downwind. Get stabilized folks.

Similar situation happened to me back in ´98 while flying a King Air 200. I was on short final after flying a standard pattern in an uncontrolled airport when an Embraer 120 flying in direct from a left base behind me collided with my aircraft from above. It turned out that the Embraer pilot had turned down the volume on his radio as he was talking on radio 2 and never heard my position reports. Fortunately, we both managed to land in one piece. The lesson here is beside following standard procedures in an uncontrolled airport, always...I mean always make sure you see all traffic and that you are SEEN as well. SEE and be SEEN!

Thank you for explaining this all so clearly. I'm not a pilot, and I had heard the audio before, and struggled to paint the picture of how this occurred. Good job

Unbelievable what was the twin pilot doing at that approach speed!! Bizarre!!

Never do straight-ins unless on an IFR approach that you actually need to do.

“I’m gonna go around because you’re coming at me pretty quick, man.” Dang is that chilling.

The only close call I ever had with another aircraft in the air was over a very small uncontrolled airport. A Long-EZ pulled in at a 90° angle from my right to line up for a downwind about 100 yards in front of me. He never said a word on the radio at any point. I reported my position, which I had done a couple of times, and he clicked his mic and said, "Cessna in the pattern, where did you say you were?". I responded, "100 yards behind you.". I had seen his plane on the ramp when practicing there before, so I knew it was his home turf and he just assumed he had it to himself as usual. As a student on a solo I was pretty shocked that there were people out there ignoring a whole bunch of procedures and rules in that situation. The only thing he got right was pattern altitude, as he was dead nuts at the same height I was.

Been waiting for this analysis. Thanks for all you do

Conflict identified: egos in command. Maybe straight in approach needs to be reviewed

I was in a near miss as a passenger in a Cesena 182 vs a Skymaster who dove from high left to low right missing our right-wing strut by six inches with his right-wing tip. We were at the correct altitude for our heading over Lake Geneva WI. Total elapsed time from first sight to the miss was under 3 seconds no chance to get his number. Keep up the good reporting to raise awareness in the community of the hazards that complacency can bring.

I taught in a C-310. I thought my students to be blue line +10 ( this would be around 102-112 kts)at the most in the pattern for this exact reason, you don’t want to be over running slower traffic. Also unless it is IFR you enter the traffic pattern with everyone else.

My daughter received her PPL day before yesterday. I used to regularly shoot approaches into Watsonville. We’ve talked a lot about uncontrolled field operations, but it’s still my nightmare scenario. Thank you for the report.

Maybe the regs and FAR/AIM have changed, but I was taught the only pattern entry to an uncontrolled airport is “on the 45.” Overfly the airport above pattern altitude, once outside the downwind track, descend to pattern altitude and circle back to enter on the 45. Airspeed is adjusted to blend with the flow of aircraft already established in the pattern. Sure, we’ve all done a straight-in late at night when there was nobody around, but never with airplanes in the pattern.

Something is really wrong with this particular scenario. Flaps and gear up, 180/190 knots, claiming full stop and ignoring the concerns of the 152. There is an unknown factor here, either impairment or suicide or similar. This was not just a momentary loss of visual contact with traffic.

For me personally, and I've been in this exact situation having a much faster aircraft approaching short final as im ready to turn base, I extended my downwind leg until I had visual on the faster plane or heard his next radio call. Faster plane, 3 miles out, im only just wanting to turn base. Regardless of who has right of way, im removing myself from the equation and extending the downwind. I agree the C340 was a bit of a bully here and just mowed over the C152.

And a 1951 Cessna 195 (N1097D) crashed yesterday in El Cajon at the Interstate 8 Greenfield Drive overpass. The plane is a total loss and the pilot sustained some serious injuries.

You are a excellent commentator and always explain these reports so people can understand. Thx Juan.

That reminds me on the accident of Manfred Strößenreuther, a highly experienced aerobatic pilot who collided at march, 29, 1986, with an other aircraft at the beginning of the runway at the Rosendahl airfield. All four occupants were killed. On august, 12th, 2022 another collision happened in Germany at the airfield Klippeneck near Villingen-Schwenningen where a two seater glider plane with a 14 year old student and his 56 year old instructor colided with a "TL-96 Sting Carbon" near the airfield. The two occupants in the glider where killed, the pilot of the motor plane was able to land his plane and survived. I guess if the pilot of the 340 hadn't been so fast, the accident wouldn't have happened. Who do expect that someone comes in to final with a speed higher than the V-ne of a Cessna 182? That was madness!

In France, on uncontrolled airport without AFIS (Airport Flight Information Service), you may not do a straight in approach neither a semi direct with an entry on base leg. On uncontrolled airport with AFIS , you may plan a direct or semi direct approach if you are the only airplane in the circuit and if the airport is limited to aircrafts with radio. Furthermore you have to report beginning of downwind letting the priority to the aircrafts already in the circuit. To report immediately beginning of downwind can only be done if you know witch RWY is in use, otherwise you have to overfly above the highest circuit to verify the windsock and join the pattern according to the rules; starting your descent outside of the circuit. All this in VMC of course and for aircrafts flying VFR. My two cents from Luxemburg. « See you here » Michel MOERENHOUT CFII

This entire debrief screams complacency, I did Eight years in the navy, That was the line that i preached after watching multiple small things go wrong during a high danger evolution. Debriefing afterward we would always address the little bullshit holes in the cheese, but when we would get a report for a rescue and assist for an evolution thats gone wrong, We would take the time to debrief to learn from the mistakes which 100% of the time boiled down to over confidence and impatience.

This has been a bad year for GA. This one, like many, was totally preventable. Thank you, Juan for your excellent "field report" while flying your own commercial route. I have learned so much from you and "Grumpy" Dan. Keep preaching brother!! Prayers for the families of these pilots.

Great video, even with "old school" graphics. Seems like another, "I am in a hurry, I am beat that 152, save 5 minutes". Poor 152 pil;ot had no way to know that the 340 was approaching at nearly Twice normal speed. Again, thank you for wonderful video.

I used to fly out of Lodi, in an ultralight and my favorite thing to do was fly touch and goes. My fear was the jump plane, they did not fly a pattern approach. I would then need to extend my downwind. I ended up getting remarried and sold the plane. Love your show Eric

Great video! This situation happened to me and my uncle. We where on short final in a T-34 in Liberal KS and a DC-3 almost hit our tail. A quick push of the stick forward saved our lives. DC-3 had only a handheld radio and all their cockpit windows open, never heard or saw us.

When I was a student pilot on my 3rd solo in a 152 I was cut off by a twin in the circuit pattern. I was crossword about to turn downwind when the twin joined downwind at a great rate of speed and it scared the he'll out of me. My instructor saw the incident and gave the twin pilot a blast.

Like others this really pisses me off. I am training for my ppl and until this incident I was under the assumption that every pilot, especially the experienced ones are extremely professional and do things by the book. From other comments I gathered that these stunts happen at this airport more often. That has got to change. My prayers go out to the families and may those angels rest in peace.

In my experience flying in a L-19 I would most often extend my downwind when confronted with a high speed ship on an extended final. I felt it was the safest thing to insure against a bad outcome. Usually the crew of the high speed ship would acknowledge the courtesy. I have to say the approach speed of the 340 leaves wondering what was going with that. Unfortunately a needless loss of lives.

I almost got run over while turning final in my 172 by a KingAir making a high speed straight in approach at an uncontrolled airport without communicating… I know I’m not worthy of sharing the airspace with such an elite pilot and aircraft but they would have been just as dead as I was had I not been able to avoid that collision… one of the benefits of the lowly but agile 172

OMG, that was heartbreaking to listen to. Not only were they actually talking to each other, but the 152 noted he was being overtaken.

It reminds me of a car accident that almost happened. My grandmother had just picked up my brother and I and was leaving town. We were approaching an intersection where the cross traffic was supposed to stop. Well, the semi didn't stop and my grandmother sure wasn't going to stop because she said she had the right of way. At the last second, I knocked the car out of gear and grabbed the hand brake preventing an accident. That whole right of way incident taught me a valuable lesson that day, always look and see what the other drivers are doing and don't just assume they will stop because you have the right of way.

If I'd just climbed off a London flight, no way I could've delivered such a thoughtful analysis. Nice job. One of our newly-retired DFW peers (I just hit 9 mos) bought a 340 last month in CA but is safely home. I'll convey this to him.

Thanks Juan! No pattern, too fast, undeterred by the occupied airport pattern. And there is a good chance the 340 was equipped to display the conflict traffic. On top of having two sets of eyes in the 340. The 152 seems to even tell the 340 of his position behind the 152. Is this a case of the biggest hanger owning the airport?

Always get the straight explanation from you, so us non pilots can understand.

Aa an old Air Traffic Controller I can tell you one of the most difficult situations is controlling Air craft with different speeds. Really the Cessna 150 should have extended his downwind and kept the other (faster) air craft in sight. He should never turned base without having the AC in sight.

Thanks Juan very informative and sad. My son is learning in a 152 so these stories are concerning to me. As a pilot I have experienced airplanes turning onto active runway and beginning their takeoff roll while I was on short final. I did a side step and go around. While traffic alerts help increase our awareness, proper training and EARLY flight changes are necessary regardless of who has the right of way. Cessna could have extended his down wind on that second call and the twin would have been well ahead of him. Prayers for both pilots.

Local news reported that a dog was in the 340, too. It didn't survive.

A few days ago the Denver area had extreme thunderstorms flare up during late afternoon hours. I was watching FlightAware while simultaneously listening to DEN Approach. It was impressive. ATC in rapid fire directing aircraft into multiple holding patterns with multiple aircraft in each, pilots doing what they do best, and then ATC unwinding the holding patterns one-by-one to get all aircraft on the ground after the worst of the storm had moved east. It was a pleasure to listen and observe. Hats off to ATC. He was a true professional and made it appear effortless.

Thanks, Juan. My brother could have been flying that day - he has been training on the 152 involved. I remarked immediately how many similarities it bore to the short final midair which just happened here at VGT. I'm looking forward to your analysis, as the Air Safety Institute analysis falls far short of satisfactory IMO. I already put forth my own impressions in the K Report comments, but your point of view is key to correcting the record. There is a major safety issue caused by experienced pilots in a high performance low wing rushing to final and coming down on top of a student pilot in a high wing. Experience breeds complacency and overconfidence when not kept in check, and these pilots seem to be stretching the rules to suit their sense of urgency/entitlement over students in the pattern. I sense a lot of hesitancy in the community to recognize this dangerous trend developing in GA.

I live very close to Watsonville and I heard of this accident on the radio on my way home as there were road closures as a result. I have been waiting for your report on it as you bring so much information to the table. Thanks for what you do here.

Thanks, Juan. I fly in and out of KWVI often. The traffic volume there is very high, lots of student traffic, (fixed and rotary wing), recreational flying, EMS aircraft, and sky diving. Unicom only! My base airport is KSNS (18NM southeast), where there is a tower, and, the traffic volume is no where near what Watsonville experiences. I've thought for years that KWVI should be towered, and not Salinas. Again, thank you, Juan.

Something similar happened to me when I was a student pilot at LVK, a controlled airport. I was on final and saw a low wing aircraft turning left base to final higher than me but descending steadily. I had just enough time to say to the tower that he was gonna hit me and then I immediately turned right, away from the aircraft. The tower tells me to go around and I said UNABLE. I would have lost sight of the other airplane and I wasn’t having that. I actually did a full 180 but knew there was no one behind me. The tower calls me and says what are your intentions. I said I can do a full 360 and line up for final again or I can climb back up to pattern altitude and make a right base to final, which is what they approved. Sometimes you have to take matters into your own hands. It was only me up there and I was lower than the aircraft on base. I had the right of way but I chose to live rather than be right. I refused to pull the nose up and go around because I would have lost sight of the other aircraft. ATC was late in telling me to go around. I was already turning right, away from the runway. First I aviated, then I let the tower know what I was doing. We both landed safely and to be honest I don’t think the guy on base ever even knew what happened. Thanks Juan. I was really curious to know what happened on this one. I can’t believe they saw each other and neither took evasive action. My condolences 🥲

Ya, I was in a Cessna 172 at the Nut Tree, CA with my instructor. There were about 10 planes in the pattern, all calling downwind, base and final. Downwind had to be extended to the north to allow room for all in the pattern. I landed to do a touch and go, a low wind Piper flew over my head by about 10 feet and she called out on the radio, "where did you come from?" and then pulled up and avoided a collision. The Piper entered the pattern on a straight-in, she never made any position announcements. Do away with straight-in approaches to all uncontrolled airports. Everyone can enter at a 45 on downwind and get in line. It is usually the arrogant high performance idiots who want to do the straight -in approaches.

Thank you so much, sent to all former students and flying friends for a review. Well done and many lives will be saved because of your commitment to aviation safety.

Thank you Juan because I fly in and out of a uncontrolled airport and it gets very busy especially when the student pilot is on his solo and I myself makes the callouts at my 10 mile marker out and my head is constant on the Swivel at all times

Juan your dedication to the subject matter is truly admirable and appreciated. The way you weigh speed of reporting with measured, well thought out and respectful analysis is truly remarkable. I always say, how you say something is often just as important as what you say. You go above and beyond sir and you make a difference, all of this with humility and respect.

Sequence Sequence Sequence ,, could have avoided this tragedy. Juan,, thank you.. Appreciate your time and research. See you GOO

Very sad situation. Everyone needs to be on the same page or it's just never going to work out well. I was glad to see a new video but I was hoping for a better outcome. Thank you Juan

Thanks for the great analysis 👍 As a low time pilot with 222 total and about 83 cmd. This type of accident just scare the heck out of me! Here in AU, regulation 91.395 states that pilots conducting a straight in approach should give way to all pattern traffic and any aircraft on base or final has right if way. The authority’s here still say pilots in pattern, especially on base should continually check for traffic entering along final approach path. It sounds like the poor 152 pilot had almost no time to react. So sad. I’ve only done a straight in a couple of times. Both times ensuring there was no pattern traffic, communicating and ensuring I was stabilized. My preference will always be to overfly the field at least 500 above cct, usually 1000 above cct, to check the wind, descend dead side and either enter crosswind or mid crosswind.

Condolences to those involved. Flew in and out of Watsonville many times in the past. This one hits close to home. Thanks for your information, Juan.

Juan - Great video for quickie!! This one's so sad as looked like twin just pushin' his way into pattern at Capt Insano speeds, standby for crash! Wonder if his airspeed indicator was even working! If current economy had same impact on both pilots, both would have been in Cessna 152, & there would have been no problem!! RIP Dudes...

Thank you as always for a great explanation and update on this case!

I’m so very sorry. Two (maybe three) more GA families are grieving in anguish today. Thanks, Juan. We know this kills you every time you have to do an upload like this.😢

AS always, great initial analysis Juan. I have been a pilot for 22 years. VFR straight in approaches should not be available,fly outbound on the 45 like we are taught on how to properly enter the pattern. RIP…..

Thank you for the in-depth description. As a student who used to fly inside N49931, this was especially interesting to see. It seems like the student was in the clear. The other pilot even acknowledged his presence a mile out on base. Condolences to the pilots and their families. That was a fantastic aircraft as well.

I was once in a similar situation - student solo in pattern at an uncontrolled tower. heard the call about an aircraft on straight in five miles out when I was just turning downwind. Coming from training at a towered airport, i put in a right 360 turn in the middle of downwind (i announced my call ). what i wasnt ready for was a Med helicopter had taken off moments behind me and this right 360 put me in a near miss situation. with the TCAS chirping off..I had to go full power, climb . .I did catch the sight of the chopper below me and that gave me relief, but that shook me up pretty well, and i settled down and did my downwind.. and saw the aircraft straight in do a missed approach and go off their way, I continued and landed back. In retrospect, i should have extended my downwind rather than throwing in a 360 for spacing . And yes, I did file a NASA ASRS Report about it. I did keep wondering if called in the 360 prematurely and if should have continued the downwind.. and probably the other aircraft would have finished their appraoch by the time i turned base... This guessing game is probably what went through the student;s mind as well.. R.I.P.

Was waiting for your response

Juan, I fly a Citation Ultra into two uncontrolled fields regularly. I purposely do not fly straight in approaches because of the speed difference. I will do my very best to communicate with the other pilots and I always appreciate when the single engine guys work with me. However, I will not assume that they will move around to make room for me. I have even done an overhead break to blend in tho the pattern. The pilot of the 152 tried to tell him what was happening and the 340 should have slowed down for the pattern.. This is tragic and as usual totally avoidable.. great analysis..

Goota love the fact that he wrote the runway number "right side down". Only way for a pilot to do it.

Such a tragedy, especially when you hear the 152 pilot saw it developing. Thanks for the breakdown Juan. Condolences to the families.

Thanks! as always, a great report, Juan.

This nearly happened to me at a tower controlled airport in 1978. I was flying a 152, cleared to land on rwy 12. When I was about 3 mile final, I heard the controller clear a Gulfstream to land on the same runway. I turned to look over my right shoulder out the rear window only to see a nose gear and landing light about 2 hundred feet behind me. I cut power and dove to the left barely leveling off about 100 feet above a river. The controller simply said sorry about that and cleared me to land again behind the jet. I’m not sure if the Jet even knew what happened.

Thank you Juan for your excellent analysis and explanation. When I first saw this in the MSM a few days ago I knew we didnt have the complete picture and was waiting to see your take on it. Honestly, this accident was completely preventable and should never have happened. I know Dan at Probable Cause is going to be all over this one. Its heartbreaking! It reminds me of the old story of a ship yelling at what he thought was another ship with a very bright light coming at him. They go back and forth for awhile as they approach each other, with the ship captain telling the smaller ship to MOVE out of the way, citing all the so-called rules and right of way for bigger ships. Finally after all the arguing and an impending collision, the guy with the bright light says, "I am a lighthouse, move now or you are going to go aground and crash upon the rocks and sink. The guy in the bigger and faster plane seemingly felt he had the right of way over smaller and slower planes flying correctly in the pattern. Granted, the larger plane continually stated I am coming in on DIRECT approach, said it at least 3-4 times from my count. Somone at that airport on ATC or the planes in the pattern, should have said, NEGATIVE, NO direct, must enter into the standard downwind pattern! Somone should have told that psycho speed king to back off from direct, slow down, and follow standard FAA required right of way and approach pattern rules. However, this was not done and unfortunately only ENABLES the pilots irresponsible behavior. He assumed becuase he had announced his intentions that he automatically had the right of way and that all other planes in the pattern should just back off and allow him to land. It was his arrogance that overruled common sense and common courtesy at a small airport. No pilot should ever assume or believe they have any right of way at any approach. They should always approach under an abundance of cation and be prepared to abort the final and go around. Alwasy assume you will be required to use the standard circular approach versus a direct, unless you have an emergency landing requirement, then announce mayday mayday need direct asap! My prayers and condolences go out to the families of the three people who lost their lives. My heart breaks for them as this was entirely preventable and avoidable!

Uncontrolled airspace/Unicom situations ...Thanks Brownie for diagrammin it all out for us✈✈✈✈

Rules are not there to be read AFTER the accident. EVERY flight has the potential to be deadly. Thanks for another excellent report Juan. You always make sense of a complicated situation. It is terrible when you have to report how someone's stupidity kills people. I would much rather see how you landed the Husky near a stream and caught some nice bass, or trout. BUT, lift don't always go that way. Thanks again.

I spent close to 1000hrs flight instructing out of a very busy uncontrolled field with a mixture of business aircraft and training (KMDD). Some days the traffic was overwhelming, and I always told my students never ever be afraid to speak up on the radio - if you’re confused, or not sure what’s going on say so and communicate until everyone in the pattern is on the same page. We also had ADSB-IN in all of our fleet aircraft which in my opinion should be a staple for training aircraft and SAVES LIVES especially in situations like this.

Thanks for this description. I’m just a dispatcher and a aspiring pilot. Trying to visualize what went on was difficult for me but this helped a lot.

This is why I NEVER perform straight ins unless I'm very sure there are no other aircraft in the pattern. Most of the time I'll fly an upwind anyway if i think the pattern is deserted...