Knee Jerks

Don't recall the dates..1990's..a crop duster pilot in a Grumman Ag
Cat, Palouse area of SE Washington state was returning to base and got
overun by some Navy jets on low level training. He was RUN OVER FROM
THE REAR and the Navy tried to blame him for the accident. When fault
is being discovered, it seems those with the best legal minds are going
to prevail regardless of what happened. OJ Simpson anyone...?

On 17 Feb 2006 10:30:12 -0800, wrote in
.com::

Don't recall the dates..1990's..a crop duster pilot in a Grumman Ag
Cat, Palouse area of SE Washington state was returning to base and got
overun by some Navy jets on low level training. He was RUN OVER FROM
THE REAR and the Navy tried to blame him for the accident. When fault
is being discovered, it seems those with the best legal minds are going
to prevail regardless of what happened. OJ Simpson anyone...?


Would that have been this MAC?

http://www.ntsb.gov/ntsb/brief.asp?e...11X12242&key=1
NTSB Identification: SEA93FA094A.
The docket is stored on NTSB microfiche number 50895.
14 CFR Armed Forces
Accident occurred Wednesday, April 14, 1993 in STEPTOE, WA
Probable Cause Approval Date: 3/18/1994
Aircraft: GRUMMAN A6E, registration: USN
Injuries: 2 Serious, 1 Minor.
THE A6E WAS TRACKING 033 DEG LEVEL AT 200 FT AGL AT 468 KTS VFR IN
PUBLISHED ROUTE VR-1354. THE AGCAT WAS TRACKING 334 DEG LEVEL AT
200 FT AGL AT 96 KTS VFR ACROSS THE ROUTE TO HIS DESTINATION SPRAY
FIELD. THE TWO AIRCRAFT CONVERGED ON A 59 DEG COLLISION ANGLE WITH
A CLOSURE SPEED OF 429 KTS. THE A6E NOTIFIED FSS THAT HE WAS
ENTERING THE ROUTE LATE AND PROJECTED EXITING 8 MINUTES AFTER THE
PUBLISHED CLOSURE OF THE ROUTE. THE AGCAT PILOT REPORTED HE WAS
UNAWARE OF ANY INFORMATION/PUBLICATIONS REGARDING THE OPERATION OF
MILITARY AIRCRAFT IN THE AREA. THE LOCAL FSS WAS IN THE HABIT OF
REPORTING THE ROUTE 'HOT' 24 HRS A DAY RATHER THAN THE PRECISE
SCHEDULE. THE CONVERGENCE ANGLE OF THE A6E WAS 111 DEG (8 O'CLOCK
POSITION & BEHIND THE AGCAT'S LEFT WING). THE CONVERGENCE ANGLE OF
THE AGCAT WAS 10 DEG. AT THE PROJECTED CLOSURE SPEED THE AGCAT
WOULD HAVE SUBTENDED AN ANGLE OF 0.2 DEG 8.6 SECS BEFORE IMPACT;
THE A6E 19.2 SECS.

The National Transportation Safety Board determines the probable
cause(s) of this accident as follows:

THE INHERENT LIMITATIONS OF THE SEE-AND-AVOID CONCEPT OF
SEPARATION OF AIRCRAFT OPERATING UNDER VISUAL FLIGHT RULES THAT
PRECLUDED THE CREW OF THE A6E AND THE PILOT OF THE AGCAT FROM
RECOGNIZING A COLLISION HAZARD AND TAKING ACTIONS TO AVOID A
MIDAIR COLLISION

It would appear that the NTSB investigator got that part of the
probable cause right, but why is there no mention of FAR § 91.113
(f):

(f) Overtaking. Each aircraft that is being overtaken has the
right-of-way and each pilot of an overtaking aircraft shall alter
course to the right to pass well clear.


I don't know if a Class 1 medical certificate is required to PIC an
A6E, but given:

http://www.ntsb.gov/ntsb/GenPDF.asp?...3FA094A&rpt=fa
Date of Last Medical Exam: 08/1992
Medical Cert.: Valid Medical--no waivers/lim. Class 1
Occurrence Date: 04/14/1993

It would appear that the A6E pilot's Class 1 medical certificate was
two months out of date.