Martinaire Mid Air 21 Dec 2021
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- Опубликовано: 1 июн 2024
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ASN: aviation-safety.net/database/...
Kathryn's Report: www.kathrynsreport.com/2021/12...
ADSB Exchange: globe.adsbexchange.com/?icao=...
FAR Part 103:www.ecfr.gov/current/title-14... 
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Juan
Could I make a correction to your video
According to FAR 103.13 part A
(a) Each person operating an ultralight vehicle shall maintain vigilance so as to see and avoid aircraft and shall yield the right-of-way to all aircraft.
All paramotors must give all aircraft right of way. Its our responsibility to see and avoid all aircraft. While I agree that this accident was a tragic event of two people being in the wrong place at the wrong time, legally speaking (from an FAA standpoint) it would be the paramotor pilots fault as he failed to yield to the aircraft. Obviously easier said then done.
I wonder of a very intense strobe on paramotors and similar flying and floating objects would help.
Speaking as a paraglider pilot... you can hear a helicopter or an airplane, but you have no idea where they're, and you have no speed or maneuverability to avoid a powered aircraft once you see it. We fly with varios which can be equipped with FLARM (widely used in Europe for collision avoidance, especially with gliders, but not used at all in the U.S.A.) While ADS-B's superior to FLARM in many ways, ADS-B is not available to us, and FLARM is possibly a competing technology, so money over life.
There's also an ongoing and big issue with GA pilots flying with transponders turned off in the lake Berryessa area where SIV paraglider training is conducted. Despite it being clearly marked on the sectional, we see planes in the area all the time, and way too close for comfort, without any accountability. Imagine a yahoo pilot in the box while you're being tethered and towed to 5000 feet.
The PPC flies about 25 - 30 mph IAS. It's not able to get out of the way of anything flying faster than a balloon.
Agree that 103.13 gives aircraft the right of way over an ultralight, but that does not relieve the airplane pilot of his duty to see and avoid in visual conditions under 91.113(b), even if IFR. Tragic, but interesting to see how it will play out legally. Appears that the paramotor was struck from behind, so maybe a court would apply a comparative fault approach and put part of the blame on the Cessna driver.
Of course a big problem here is that when you're flying single pilot IFR, you often have your head down pushing buttons and twisting knobs.
Even if an airplane pilot is looking out, a paraglider may be very hard to see. In my experience strobes are not very effective at any appreciable distance during daylight. Until paragliders get ADS-B out, a stopgap solution might be for them to monitor ADS-B signals using something like pingUSB from uavionix so they have more time to get out of the way of a conflicting aircraft. Then as a last resort, shine one of those powerful LED flashlights at the airplane. Those flashlights can be seen for quite a distance, even during the day.
@@SoloPilot6 I'm not saying that I like rule, I personally think it's silly to assume we have the speed or maneuverability to avoid anything, but that's what FAR103.13 states.
Pilot of the 208 was my instructor at SSF and helped me get across the finish line for my private. Admittedly this one hits me hard. RIP Rob
Sorry for your loss, homie. Losing an aviation buddy is really tough.
So very sorry friend 😔🕊
So sorry friend
I fly out of SSF and never heard about this. Who was it? Was he from Alpha Tango or Sky Safety?
@@dalereed3950 the latter
I own a Pilatus PC-12 and about 14 or 15 years ago I was flying from KFAT (Fresno) to KPAO (Palo Alto) on a nice spring afternoon with scattered to broken cumulus clouds with bases at about 4,500 feet. ATC cleared us to descend through the San Jose class C airspace on a more or less direct path to KPAO. As we dropped out of the base of a cumulus cloud at 4,500 feet we saw not one, not two, but six (SIX!) hang gliders (with the triangular bar for steering) with 100 yards of us on both sides of the plane. Thankfully we flew right through their group without any collision - apparently they were using the lift under the cloud to climb and extend their gliding time. I called this out to ATC (Norcal approach) and they were oblivious to these folks at 4,300 feet or so.
Yep, there are two very popular hangglider/paraglider launches right there under the SFO Bravo shelf, just to the east of the SJC Charlie airspace. They're legal to fly there up to 6000' and even marked on the sectionals. Cumulus clouds are created by the thermals that these gliders use for lift. They have cloud-clearance rules (500/1000/2000), but you still gotta be careful flying around cumulus clouds in known glider hotspots.
Wow
doh! ADSB....... rules
It seems the paraglider was operating at about 5,000’ well within the boundaries of Victor Airway 407 just about 2 NM east of the Gland intersection; a fairly busy route to and from IAH. Sadly, that’s akin to trying to cross an autobahn on your hands and knees. Perhaps legal, but not prudent. Blessings to all involved.
I believe the altitude this pilot chose to fly at was questionable. Personally even outside of the outer shelf of that gigantic class b airspace I would stay at or below 4k to avoid as much of the traffic as I could. Yes legally they were allowed up to 18k feet, but it wasn't the best decision.
@@thatflyingpole I don’t believe you understand flying IFR pilot was cleared to 5 had no reason to question more than non normal height for that direction and controller that said normal 6 coming soon
He did absolutely nothing wrong except missing to see the other flying device.
@@stephenfraser2521 I'm aiming my comment to the pilot of the power paraglider not the aircraft involved in the collision.
@@stephenfraser2521 Re-read the comment in context, Stephen ... ^v^
I flew 1116N during my time at Martinaire. It was a solid plane. My condolences and prayers to the pilots family and the people at Martinaire
I just left Martinaire. I flew 1116N many times, as well as this route many times.
I flew 1116N for Martinaire back in 2007. Got a lot of hours in that plane.
The amount of daily and weekly checks 8 have done on this aircraft over the last few years. Would have been cycling back through my location next month.
i had a close encounter with one back over the summer. Was turning from NW to SW at a couple thousand feet, couple hours before sunset, right near lake michigan. In the 10 second span where i was essentially blind from the sun reflecting off the water, i crossed paths with a powered parachute. I don't know if he was turning to avoid me, but he seemed to be making a pretty sharp turn northbound. I really only saw him out of my peripheral after he came out of the sun glare. That thing was 100% invisible against the sun glare water!
Hey there Juan, I've been following you since you began your coverage of the Oroville disintegration a few years back. Great coverage of paradise also.
But we are here about aviation. When you initially stated that the Cessna was brought down by a Para-glider, my initial thought was of Tucker Gott. Not that I thought it was him, but because I had seen some of his videos before and he was the only face that I had to associate with Para-gliding sport. Towards the end of this video, you quickly mentioned Tucker.
That got me thinking about how much I enjoyed your "chats" with Mikey McBryon (Mikey is an L-188 Electra guy, I am a P-3 Orion guy), Dan Gryder, and for you rotor-heads, Scott Monroe. I think that connecting with Tucker Gott to do a "chat" session would make for a tidy bridge between the two worlds.
Give it some thought, if you already haven't.
Fly safe
May both pilots rest in peace, and their families find a way around the sadness that they are feeling....
As a Paramotor pilot who loves long xc flights this breaks my heart.
The responsibility to avoid traffic is on the PPG pilot in this instance, although that is unrealistic if being overtaken from behind.
😥
@@DJea-ni2yk Who gifted you ownership of the sky?
@@DJea-ni2yk 🤷♂️
@@DJea-ni2yk you should try it ! Sounds like you need a hobby ....or maybe a pet
Seems odd that the PPG pilot would have to give way, given the speed, maneuverability and visibility differential.
I often wonder about this when I see pilots looking at charts in their lap, or even pilots like Juan, taking photographs out of the right side of the aircraft.
30,000 ft is one thing. However, it seems to me you could have an occurrence like this, or a bird strike at 5 or 6,000 ft, if nobody's looking out the windshield.
Powered parachutes do not have the right of way.
They must yield to all other aircraft.
The powered parachute violated FAR 103.13a & b
I had the pleasure years ago to ride in a powered 2 seat tandem about 20 feet above the tops of cottonwood trees along the Arkansa river in Colorado, with a bald eagle in formation to our left and 2 more to the right. Amazing. So sorry for this loss!
The knowledge dropped in this video is second to none. I had to watch it twice and took notes. For a beginning pilot this channel is must see TV.
As a fixed wing and PPG pilot it's very annoying to me how close this guy was flying his PPG near the Class B. He was apparently a new pilot and sometimes the training people get either doesn't include ANY ground school or very limited. He may have well known he couldn't be inside the Class B but did he have any idea how dangerous it was to fly where he was flying? I doubt it. You will never see me flying a PPG close to busy airspace like that. With that said, I DO fly near a Class C airport but we stay very low at all times when in the area. This story is very unfortunate and tragic. The part that really gets me is that the Caravan pilot was just doing his job. We in the PPG community need to understand that we do this for fun. There's no reason to fly in airspace like this.
A huge percentage of our flying sights for HG, PG and PPG directly adjacent to our huge mess of airspaces. We have in our area two class C, one class B, and 6 class Delta airports in San Francisco Bay area. By that standard no one should be allowed to fly at all.
@@SVSky If you are flying at high altitudes it's certainly a risk. I didn't say it should be illegal but I wouldn't be flying at altitudes where heavy airline traffic would be flying at if I could help it.
Juan, we live in Fulshear, Texas and were leaving the house as fire/police were responding. Weather was clear and visibility good. Para-gliders are not unusual for our area, but I was surprised that the accident occurred at 5,000-6,000. Generally the para-glider activity we have seen is at a much lower altitude. Given the GA and commercial traffic in-route to West Houston and other outlying airports, as a pilot I would question the decision to conduct para-glider activity at that altitude.
Not in Texas but I fly unpowered paragliders and do long cross country flights which means climbing in thermals to many thousands of feet and gliding to much lower altitudes between climbs - so all over the sky so-to-speak usually travelling downwind. No instruments except vario & small moving map GPS with airspace overlays. Several occasions I have had aircraft fly over or under me in open airspace. Condolences to all affected.
@@CornishColin this sounds like a great idea!
@@CornishColin sounds like a recipe for disaster
@@jakesimpson6365 Conflicts are rare. Not only that most part 103 vehicles are very brightly colored. Much easier to see than GA or even sailplanes.
@@CornishColin I also have flown 400+ kmh, 12 hours and above 15'000ft on my Enzo 3 paraglider. We can be found in a lot of uncontrolled airspace.
I literally just watched a guy fly a powered parachute up to 17500 feet on youtube and thought he is crazy not knowing what air traffic might be in the area.
Should be illegal. It’s totally unsafe and threatens innocent lives
There have been quite a few who have
Yep, saw that same video and thought the exact same thing.
If powered parachutes or paragliders are flown in class E airspace they should then be required to have ads-b or at the very least a strobe and a high visibility (international orange/yellow) canopy. If the parachute were “rear ended” by the caravan, the PP pilot would have never seen nor heard the caravan as the noise level from those two stroke engines is deafening and I doubt the PP pilot is constantly looking behind himself. I hate to admit it, but most of us who are accustomed to flying with ADS-B-IN have actually as of late become a bit complacent about being “super paranoid” regarding keeping a “hawk eye” outside of the cockpit (er flight deck) and constantly maintaining a see and avoid traffic scan. Many of us now, especially near Class B airspace, where we assume nearly everyone has ads-b, tend to rely more on our ads-b units and less on our mark 1 eyeballs. Father, please forgive me for I have sinned!
There needs to be a portable transponder and a sqawk code specifically for low speed vehicles (balloons and PPGs and similar). It could be made cheaply in a fully solid state, tamper-proof setup, like an EPIRB.
For UAS the FAA has explicitly said they do not want ADSB out. They said there are just too many and it would overwhelm the system making it impossible for airplanes to see each other. There may soon be something called remote ID thats been in the works. If that comes to fruition then aircraft could monitor RID to see UAS in the area as long as they're transmitting like they should.
no thanks, its already crowded beyond measure! the flying contraptions and mediocre pilots should not be near major airports... much, much safer!
I agree 110 % with what you are stating .
Common Sense is required
The FAA despises everything that is portable, convenient, modern, and cheap. You mentioned EPIRBs. I'm still required to put 6 Duracell D batteries in a tin can ELT every year that probably won't go off if I crash, won't be heard by anyone if it does, and doesn't transmit position info even if someone did hear it. All it's good for is telling everyone within 30 miles if I have a hard landing. EPIRBs are better in every way, yet the $500 useless piece of crap is still required by law.
@@bhc1892 someone can correct me if I'm wrong but aren't the newer ELT's (the 406mhz ones) basically the same as an EPIRB?
Tragic. How many of us have been zooming right along on A/P, IFR, maybe enjoying a sandwich or looking at a logbook, eyes inside for 30 seconds. My first flying job was kicking jumpers out of a 182 and this was always my biggest fear back then. The lessons of aviation are written in blood.
'the lessons of aviation are written in blood.'
So well said.
And then they make rules that make everyone safer.
So why aren't they making rules that make everyone safer from these thrill seekers?
Any craft flying into airspace at this height should have alternate means of 'visibility' than eyeballs.
Honestly even if this pilot was being 100% vigilant, the likelihood of see and avoid at these speeds depending on what angle the parachute was it, it may have been impossible to even see it, let alone avoid.
LoL I may recall doing something similar... With wheel fairings removed, jumpers would stand on the wheel exiting the cabin. If they tried stepping back into the cabin... you know what happens next... :)
@@j.thomas7128 rudder wag and some aileron if needed…..
As a 16 yr old student pilot in the early 70's I "skirted" the Portland ME TCA and darn near got run over by a 707. He went directly under me and I could hear his jets above my own engine noise. Never did that again. Sad to hear of this accident. Great job Juan.
It was also a strong sun with severe glare for the entire region on that day.
Hi Juan may be you can have a live with Tucker Gott to review this tragic midair. Condolences to the families.
Great idea, Tucker would add a valuable paramotor pilot's perspective to this tragic incident. Very smart and articulate.
Damn this one hurts.
I completed my PPL in VCT and although I didn’t know the pilot personally, I knew that aircraft very well, heck we shared the tie downs occasionally! Add to that, the accident happened about 7 miles from my house, and I loved to watch him flyover daily. Im within two miles of Covey Trails. When I first heard what happened, my initial thought was “wtf is that ultralight doing up at those altitudes?” I know it’s not technically in the bravos or deltas. But that’s a very busy route with all the incoming Southwest flights to HOU and all the jets coming into the deltas of SGR and TME.
I’ve been watching your channel for just under a year and it’s (unfortunately) the second incident around these parts within that time. The other involving the DC9 out of Executive. As always JB, you are a true Aviator and the knowledge you share is keeping us alive in the sky!
Merry Christmas from Texas! 🎄
I know the feeling of being in an airplane with a fire and smoke, claxon horn going Ooogah masks drop, red lights flashing and in a dive from 41,000 ft C5A from Frankfurt to Dover. Over Wales at the time. Loaded to the max and 80 men, women,children,GI;s and families. The crew put the fire out and switched over to the backup hydraulics. We flew back to Frankfurt and i took the same plane next day.
I remember when I had about 50 jumps I deployed at 4500 to see a Cessna below me about 500 ft...whew!
I live in Houston area and have flown in that area. Note on the VFR flyway chart, TE71, not far from collision (Intensive glider activity). From experience, I can say that spotting even a large winged glider with 3 sets of eyes at 4500-6500 ft is challenging. Likely this pilot has made this run to Victoria many times and would be familiar with the glider port. To me, see and avoid just does not cut it. I bet anyone reading this who flys has had a close call that seemed to pop up out of nowhere. ADSB should be required on all flying machines regardless of airspace. Yes, even in low density population areas. The technology is here and inexpensive relative to your investment. How hard is this? Also notice on the chart that this area happens to be right under several STARS heading into KIAH and KHOU. What’s it gonna take before something is done….another accident like this that takes out a commercial flight?
The powers that be still enjoy writing regulations in blood for some reason. Change takes entirely too long in this industry unfortunately.
It looks like they are just waiting for pre-1980 aircraft to rot on the ground due to prohibitively expensive ADs, at which point nobody can afford to fly anymore, and GA stops being a problem. Easy.
Times had changed. So it happens with aviation. It is not anymore like in the 50s or 60s.
Flying was always a costly proposition. You have to have the resources. You have to do it right, or pay the price.
I agree 100% ADSB. Everybody knows where everybody is. A glider can duck and swerve when he knows a plane is near or another glider if he gets the warning.
100%. I'm in this area all the time. It's a ripe area for training, gliders, skydivers, and "non-regulated" things like powered parachutes. In my mind, if you're in the air, you better be pinging your location.
Sir, thank you for being part of the conversation on this. If you'd like to talk Part 103 / powered paraglider/paramotor vs. powered parachute etc... we're your neighbors just over the hill at 2CL1, happy to discuss sometime.
This is a tragic event and the first of its kind to the best of our knowledge. From my perspective as a paramotor pilot and military pilot, I'm concerned it won't be the last.
RIP Fellow freight dog and paraglider dude. So sad
Thank you Jaun.
Prayers to the families of those that did not make it home.
Juan, Great report - as always. Powered Paragliders are, as the example you showed, powered by a small motor with caged propeller that straps to the pilot's back. A Powered Parachute is much larger. They are typically two place and consist of a carriage with tricycle gear and, most commonly powered by a 4 cylinder Rotax 912 engine with 80 or 100 Hp. - suspended under a much larger parachute. Powered Parachutes are considered Light Sport Aircraft. Having flown ultralight aircraft for a number of years and known many operators of both PPGs and PPCs, I am surprised to hear of either a PPG or PPC operating at 5000 feet. Tragic and heartbreaking, in any case.
I've been flying PPG for 3 1/2 years and we rarely fly as high as this PPG pilot did. We especially don't fly that high close to a controlled airspace like that. Most of our flying is from 0 to 2000ft AGL and in G airspace. This accident breaks my heart for those lost and is a grim reminder to PPG/PPC pilots to be extremely mindful of airspace and aircraft when flying.
103.13 Operation near aircraft; right-of-way rules.
(a) Each person operating an ultralight vehicle shall maintain vigilance so as to see and avoid aircraft and shall yield the right-of-way to all aircraft.
Finally a knowledgeable and reliable information on the factors of this accident.
I don't know why ADS-B can't be used by ultralights sold at a much lower cost being uncertified. It amazing to me with today's technology that we still have aircraft colliding with one another.
You have to have ADS-B (IN) to give traffic alerts. Aircraft are not required to have ADS-B (IN) just (OUT). ADS-B (OUT) is only required in Class B, C, D and within the Mode C veil. Having ADS-B is not the cure all for situations like this. I have also,come close to hitting para glider within the Class B airspace at IAH. He was flying underneath the class B in E airspace. He was totally legal. He should not have been so close to the traffic pattern. They are very hard to see until it’s to late.
It's not just blind spots those things are hard to see... also when I had a ultralight I stayed low and away from busy airspace.. always keeping an eye out for traffic it's easier for you to see them than them to see you
Juan, thank you for being nice to us Powered Paraglider pilots. I believe this is the first time this has ever happened in the USA as far I know. I hope the FAA doesn’t overreact. But maybe we will be able to use adsb out similar to what I believe is being done or allowed in England.
PPG uses a paraglider and PPC uses a parachute similar to a skydiving wing. Also PPC requires much more horsepower to operate. Also many PPC’s are not considered ultra lites.
Since I started flying PPG (paramotor) this year, and have been interested in it for the past 4, this is the first incident of this nature that I'm aware of myself. After watching Tucker Gott go to 15k feet on his paramotor, I wondered if there had ever been a paramotor, or PPC, that ever tangled with a light aircraft or jet. Definitely not a situation I EVER want to find myself in. Just looking around up there, it would be nearly impossible to see something coming at you at 150 kts until it was just about right on top of you, at least with my eyesight. I'm sure my craft isn't very visible from certain angles, too. I've had light aircraft come within 2k feet of me laterally (the Civil Air Patrol, actually), and I never saw where they came from. Just happened to notice them out there as I was searching for my buddy, who ended up being at my 8. Main reason I run a strobe any time I'm flying, at all times.
Tucker has, as mentioned, reached 15k. PPG's are much harder to spot. I ran across one near the landing pattern of an airport I was about to land at. We were able to work around each other. I have to wonder if a faster aircraft (I was in a C172) would have more issues. I know from a flight training incident that it's easy to miss even large aircraft if you aren't looking in the right place (I found myself turning inside a USCG C130 who was at about 400' while I was at 800'). I only got one flight while training for PPG (I pulled a leg muscle on 'takeoff') so I have basically no experience. However, from that, a PPG will be doing likely 20-30 kts airspeed (maybe less if climbing). It doesn't give you a lot of speed to maneuver clear. I also wonder if the sun was a factor.
Excellent report. RIP to both pilots and peace to their families.
Expecting the unexpected is kinda what pilots do. I was doing an IFR DME arc into an airport under the hood and just established inbound when my instructor suddenly he says "My plane." I responded by letting go of the controls and saying "Your plane" when he said take off your hood. At 3,500 feet here is a huge box kite just below the clouds. For the record, I filed a report with the FAA. Talk about paying attention!
The hemispheric rule for IFR traffic only seems to apply to IFR traffic in UNCONTROLLED IE “G” airspace 91.179(b)
91.179 (a) is for controlled airspace A-E and is as assigned by ATC
Always a pleasure, you have great info and very astute observations Thank you for all you do
In practice though, controllers informally enforce it even in controlled airspace. Can't tell you how many times I've filed 5000 and been asked "would you prefer 4000 or 6000 for direction of flight?"
Good job describing Powered Paragliders. I have been a IFR pilot for 30 yrs and a PPG pilot for 20 yrs. PPG pilots never can assume that anyone sees them. BTW a typical wing can withstand 900 to 1500 lbs of weight. I would bet that the lines weren’t cut by the wing at that speed.
Maybe we need altitude restrictions on “aircraft” that do not need radios, transponders etc and cannot be seen by radar? Cheers.
I was under the impression that they already were under altitude restrictions somewhere in the 2 to 3 thousand ft agl range. It would be useful to know that number.
@@edfrawley4356 Incorrect. Part 103 rules are clear and available on line.
@@edfrawley4356 the altitude restriction for part 103 is 18000 fr. Now you know. 103 is not even subject to supplemental oxygen requirements that all other aircraft are subject to.
All these GA accidents stacking up. Merry Christmas Juan.
It is my understanding that 2021 was the safest year on record for general avialtion.
I heard there are 1+3 crashes a day in GA.
@@billcoltharp could have fooled me.
@@thereissomecoolstuff i wouldn't doubt it i just know it seems like every day sonetimes several in a day.
@@badmonkey2222 I think Dan Grinder mentioned it. It is a lot. They are talking about certain GA planes becoming uninsurable because of multiple losses.
The high price of liberty.... but a damn sad day for those involved....thank you mr. Juan for your work... no doubt saving lives.
yeah well at some point your 'liberty' not to be seen killed not only you but another. I am ALL for freedom and it is no big deal to broadcast your location. You don't fly with an invisibility cloak. People can see you anyway. ADSB is one of those things that should as mandatory as a certificate to fly.
I meant to also add a heartfelt for all the wonderful content you create, it's amazing you can do as much as you do and still work! My friend pilot and mentor Frank M. (sadly no longer with us) would've loved your channel!!
Howdy all and a Very Merry Christmas to all the Blancolirio Family on RUclips!!
I usually fly @ 500' or less unless I'm practicing paramotor maneuvers. For maneuvers, altitude is your friend (more time to deploy a reserve if needed). Since I fly within 6-10 miles of f70, I typically have flightradar24 open to locate adsb equipped aircraft long before I can see them. Helps to maintain separation. Condolences to the families. Tragic loss.
What are the requirements for a strobe on powered paragliders? (if any).. do you use one?
@@Danstaafl Not required unless flying 30 minutes before sunrise or 30 minutes after sunset. Yes, I have them and often have them on all the time.
Funny thing about flight radar 24. The more You observe it the more you realize how many aircraft aren't transmitting adsb. I hear them fly over my house all the time and frequently like to watch the traffic but a lot of what I hear does not appear (especially military).
Even at my local airport kblm, A lot of jets and others come and go from there without ADSB. This is an uncontrolled airport, class G airspace so para motors, UAS and basically anybody can fly there. We're obligated not to interfere with airport operations and to yield, but we can be there.
@@jerseyshoredroneservices225 It is true that a lot of planes do not show on fr24 - I watch it a lot and compare to traffic around my house. Most do, however.
Use ADSB exchange, they don't allow owners to pay to "hide" their aircraft. Or better yet get an ADSB receiver like a stratux or stratus. Will be much better than flight radar 24.
He was one of my flight Instructors a few years ago. Such a senseless awful loss of life.
He was instructing almost daily his entire time at Martinaire while he was on the San Antonio route.
I am not a pilot but pretty aviation familiar. I’ve flown aboard several powered parachutes…it’s super fun and I truly believe safe.
Here in SW MO we have Baugh Flight Park…and I’m kinda close SE KS they have the annual “Endless Foot Drag” with powered paragliders and also the backpack style parachute systems.
I will say on every flight I have been on, largely rural but event centered, heavy similar traffic events…the pilots were safety minded. One guy didn’t even want a phone in hand because it would go through the prop if it were lost. Baugh even has a literal atc tower built.
They backpack folks get a much wider range of maneuverability…meaning wilder looking RUclips videos. Yes, trike/quad style can go high…frequently without even a windshield…let alone a cabin so your mind tends to drift to the reality around you and not traffic. They are not nearly as focused on dramatic flying…lot more mass to move.
That said, trike/quad powered parachutes are awesome…you can run your hand in crop growing up to 10k plus…see the world around you with out even a window between it all. It’s very organically fun and interesting. There are idiots in every segment of aviation and life and folks who test the limits. Sometime the odds play out unfortunately when both parties were “right”.
If you have a trike/quad club near you I would try and find a ride along flight…it’s one of the best flying things you will ever do. The world is a bounty of information at your fingertips…safety information is very easy to find nowadays so you can learn and gauge before and after and your expectations. We have driving instruction safety videos and we have videos of people street racing and running from the cops…so look at the frame of information and situations.
you sure put your oar in the water in a tangential approach to the subject, and your claim to believing your PPC activity is safe is funny as heck.
I hear ya regarding that airspace just outside bravo airspace. In SoCal it can be crazy at times navigating around and through VFR corridors with all the VFR traffic.
"Paraglider" generally refers to the WING (only) in powered paragliding pilot parlance, and has an elliptical-shaped planform. The combined motor and wing is a "powered paramotor" or "PPG", regardless of whether it's foot-launched or wheeled. "Powered parachute" is a term reserved for a different class of much heavier and powerful Part 91 (LSA?) aircraft using a rectangular planform or parachute similar in appearance to what's used in skydiving. Thanks for your coverage of this tragic accident. It's very relevant to PPG flyers on constant alert for GA aircraft in uncontrolled airspace -- where we also fly.
Tucker had a video where he talked about one of the heavier ones. I think he hadn't flown one or maybe not often. Seems (strangely enough) a different kettle of fish.
Another super pro presentation. Merry Christmas and a Happy New Year.
I spent a LOT of time in that area, and it’s very busy. In fact, much busier than the class B. Approach jealously guard the class B for scheduled airline and jet IFR flights even when none are scheduled or filed (except the graveyard shift).
There are LARGE swaths of the B that are almost never used because there is very little low performance traffic into or out of Hobby and Bush. Said traffic is generally kept out of the Class B or pushed to the very lowest altitudes, even when traveling in directions away from the approach and departure paths used by the jets.
ATC will almost never use any of the B if they can avoid it. This pushes all the traffic around the edge and under the ledge to get to and from the area airports. I’m surprised there are not more incidents.
Great analysis Juan! As both a PPL and Paraglider Pilot, this is a nightmare scenario for both Pilots. I think "That OTHER Flying Pole" did an excellent job of clarifying the regulatory considerations establishing the pilot 'at fault' in this circumstance. As you pointed-out in your review of this accident - Paraglider Pilots, whether Powered or Non-powered (..and more broadly Ultralight Category Aircraft), aren't required to carry any type of active/passive Transponder that might enable them to 'light-up' on ATC radar. That being the case, it will be a little challenging for the investigating authority to establish the precise flight parameters for the Powered Paraglider. Hopefully the PPG Pilot was using a reasonably sophisticated variomenter/altimeter. Most Glider Pilots theses days carry Altimeter/Vario units with inbuilt GPS and flight computers. Assuming that this was the case, and, that unit was actually switched on, at least the Investigating Body will have the all critical information about the flight direction of the PPG. This will of course establish whether that Pilot was in a 'Position' to have the Caravan in his Field of View. I think the other consideration here has to do with the proximity of the PPG pilot to an established Victor Airway. If he was flying in a victor corridor, you might surmise he was dicing with death regardless.
As you might be aware, Ultralight Pilots (Hang Gliders, Paragliders, Paramotors, etc) in the USA, Australaisa, Canada, UK and Europe are required to be licensed. Licensing in turn stipulates minimum training requirements as well as the all important theory components - including examination. For example, I learned about Classes of Airspace during my Paraglider Training years before I received my PPL. So Glider Pilots are (a) aware of the Types of Airsspace, (b) aware of the airspace they can operate in, and (c) aware of the airspace they cannot legally enter. Coupled with compact highly powerful GPS Flight Computers, most Ultralight Pilots should be able to competently determine their position relative to 'NO-GO' Classes of Airspace. As it turns, in this instance the PPG Pilot was operating in airspace appropriate for his craft, but - as you point out - getting uncomfortably close to Inverted Wedding Cakes where he might reasonably assume to encounter birds much bigger and much harder than his. As always, very sad to see yet again people lose their lives while doing what they clearly loved doing.
Merry Christmas from the boys in Montana !! God bless you and your family. Be safe.
Thanks Juan, Good points about something I suspect is more common than is commonly realized. Of course ATC does not have a crystal ball, and pilots don't have perfect and unlimited awareness, and operating legally is not always safe, and it's incumbent upon us to be aware of when and what proper margins of safety are, and awareness reporting and analysis such you and a few others provide make aviation safer and no doubt save lives and helps the industry.
Years ago, a friend who was a retired Airline Captain and FAA used to go around the country providing safety and awareness seminars, much as you are doing. In one such seminar he said something like: "Many in government and the Airline industry want to regulate Aviation into a bubble where only airlines operate, but is that the future we in General Aviation should resign ourselves to? ... There's not way to regulate perfect safety in aviation, except to mandate no one take to the air, and the more aware and informed those in aviation are, the safer aviation will be". I've thought for some time that FAA should take a cue from those like you Juan, and implement online awareness and safety segments and seminars, and possibly make them as an integral part of proficiency, if not required. Perhaps that would be more effective than dracionan legal mandates.
Your report got me thinking of a couple of personal example near misses I've had with Skydiver and and an ultralight on Cross-country IFR flights. The Ultralight was at 10,000ft in VFR conditions between cloud masses, and as I popped out of one build-up at about 200kts and nearly smacked him from the rear. Again, both legal, but at 200kts even with legal VFR separation there was nearly not enough time to "See and Avoid" him.
I nearly smacked clipped a Skydiver while IFR in a 210. He was in a free-fall and he popped out of an overcast about 500 ft above me while I was level at 6,000ft on an a V Airway. ATC had advised there was an active drop zone and reported the Jump aircraft at about 10,000 ft and climbing, but I assumed there would not be jumpers falling through the overcast, that was until one fell straight in front of me and I just managed to avoid him as he passed so close under my right wing I could see the look of horror on his face and several more jumpers opened their chutes directly ahead as they popped out of the overcast and I had to dodge a couple of them. In that case the Skydivers falling through the overcast. As a result I had a conversation with an FAA inspector, who was on my case about not taking action to avoid and active Drop Zone. I questioned her as how best to do that while on an IFR clearance and suggested that Drop Zones not be located directly on IFR Airways, but those points seemed to beyond her scope.
Perhaps something like a Portable ADSB receiver for Ultralights and Paramotors operating near busy airspace would help, but for the time being it's a danger that all pilots need to increase awareness of.
I couldn't agree more with you.
In other high risk environments, the only reasonable tool to obtain an acceptable level of safety is to raise awareness (such as seminars and certifications) and provide a practice that promote safety (such AQP and use of procedures).
I can't see a reason not to use it --not only in military and transport aviation, who actively use it-- but also in General Aviation, that has very high accident index.
Things have changed in the last 50 years. So has to change attitudes. You can't continue to operate like if you are in the 50s and 60s.
From the unlikely probability of this happening, your "incident" was an accident, just like this unfortunate one with the loss of two lives. Thanks to the Almighty you're just telling us the story.
The paraglider was asking for trouble at that altitude. Just because you can, doesn't mean you should.
Thanks for the work you do Juan
I was always scared of that area of Houston after a couple of near hits when I was based at KSGR & KIWS. That area is rife with that kind of traffic. I always felt safer when the day was IFR and we were IMC.
@Grace Jackson Not a near miss, which would technically be a hit.
Note near the accident site the chart highlights "Caution Intensive Glider Activity" with a frequency to monitor. Being on an IFR Flight Plan can give a false sense of security especially if not observing a VFR chart's added detail.
Exactly. ADSB is not a silver bullet.
True however he did not hit a glider.
But would gliders be at 5,000ft ? What's the land height there ?
Not far away too are 2 balloon?/parachute symbols !
@@millomweb Just the other day I saw a video of a glider guy doing his altitude record by flying to 17500 feet! Took him a couple of hours (and most of his fuel) to climb and get back down. Much higher than normal for ppg, I think a few thousand feet is more typical.
I am not a pilot but I have seen so much of this. Once I am a licensed LSA pilot whatever I buy will have ADSB on it.. Too much tragedy. It can be greatly reduced with the right tools. Is it expensive Yea, but so are funerals. I'd rather pay a little in the grand scheme of things than go cheap and go to a funeral. Thanks Juan for reporting facts about this tragedy. Hopefully it will save lives.
Good luck putting an ADSB or Mode-C on a LSA then getting it off the ground.
Many thanks happy holiday season to you and your family enjoy all your clogs
one other thing... i wonder if on investigation if the impact with the paramotor was in the back... so the paramotor pilot did not even hear the caravan coming over his own prop and engine noise..
Juan, the most significant difference between the powered parachute (PPC) and powered paraglider (PPG) is PPG are going to be (mostly) part 103 and PPC (mostly) LSA. That's a pretty big difference when it comes to flight rules. The caveat being there are two place PPG rigs for training, and there are very few single place PPC rigs that qualify for part 103. It is possible to outfit a PPC with ADSB out though very very few are. This is not an option for PPG. FWIW I dont believe this new PPG operator knew he was just outside of bravo. I think that was chance, and that he had no idea of the dangerous spot he was in.
Thanx Juan. Merry Christmas to you and your family.
Thank you for the excellent explanation of this crash.
Merry Christmas Brown family 🎄🎅
I never considered that I might find a powered parachute at those altitudes. Especially just outside the bravo! I always considered powered parachutes to be folks down low to the ground. I certainly wouldn’t want to be in that airspace in that contraption. My heart aches for all involved.
Same applies with Charlie and delta airspace... Pilots who don't want to talk to atc should keep a very wide berth from the perimeter of B, C, and D airspace... Just b/c your not in the airspace doesn't mean you're not in the way.
Merry Christmas Juan!!! May you and your family have a wonderful and safe New Year!!!
Merry Christmas, Juan! In regards to the terminology of these type of aircraft, I'll copy and paste what I wrote on Taking Off's video on this incident:
A "powered parachute", or "PPC", requires a pilot's license and an "N" number. It weights more than the 254 lb. ultralight limit, usually carries FAR more than the 5 gallon ultralight limit of fuel (usually at least 10 gallons or thereabouts), has a larger displacement twin cylinder (usually Rotax) 65 HP or higher engine with a large 3-blade prop, and is able to carry passengers. Everything about it is big when parked next to a paramotor, AKA, powered paraglider. A "powered paraglider" (PPG), or the more common term, "paramotor", meets all the ultralight requirements - under 254 lbs., holds 5 gallons or less fuel (usually 3.5 gallons), and is much smaller overall, with a single cylinder 2-stroke engine from 80 to 303cc's for the most part (there are also some 4-stroke models) from 15 HP to 40HP. Paramotors usually have a more elliptical shape to the wing, where a PPC is flatter and wider front to back. Also, a PPG is not limited to a trike! You can strap the whole unit to your back and literally RUN into the sky!! The biggest difference between the two is a PPC is controlled with your feet to turn left, right, or to slow for landing. The wing ALWAYS stays attached to the trike permanently. Throttle is controlled by hand on a separate dedicated lever mounted to the trike assembly. On PPG, you steer with "brake toggles" by hand - you have a left and a right "handle" as it were (like a pull start on a snowmobile or go cart) over your shoulders. Pull left to turn left, pull right to turn right, and pull both to slow and cushion a landing (flare, basically). You also must hold what looks like part of a motorcycle handlebar in either your left or right hand to work the throttle - it's like a brake lever on a dirt bike. Whichever hand you hold the throttle in you also have to hold that side's brake toggle so you have control - it's a handful, literally, at first but you get used to it. The wing is separated from the trike or paramotor itself, and stored in a wing bag for transport and storage. Normally these are single seat units, but recently the FAA allowed an "exemption" for training purposes, that allows a PPG pilot to carry passengers on a tandem trike, or foot-launched unit. Both pilot and passenger have to RUN on the foot launch version! Finally, a "paraglider" (PG) is usually referring to someone flying a similar wing as a PPG, but without an engine of any kind, soaring thermals near hills or mountains for as long as possible. They usually launch off the side of big hills, or cliffs. I think I remembered all of it ...
So, the easiest way to tell a PPG from a PPC is how the wing is controlled. If by feet, PPC. If by hand, PPG. Christy's flight was on a paramotor, AKA PPG, or Powered Paraglider.
Here's a link to my buddy's powered parachute (bigger unit) parked next to my paramotor (smaller unit closest to camera): postimg.cc/gallery/32HvN3j
And here are me and my buddy flying side by side - paramotor low, PPC high: postimg.cc/8JcR6fGX
I need to edit this, as there are some Part 103 PPC's, but everything else stated is correct.
I fly a Powered Parachute and I never fly that high for a fear of this exact scenario. I once had a fairly close encounter with a small fixed wing and it seemed to have appeared out of nowhere! I'm constantly scanning for other aircraft and was startled when this plane suddenly appeared. RIP to both pilots.
Yeah, that's my biggest fear. I fly a paramotor trike setup. We're well outside the mode C veil of Boston, but close to a class Delta of Worcester. For that reason I don't frequently go much above 4k feet. I usually only go that high to watch the sunset, so I don't fixate and come too close to the ground. I'm usually flying with a friend, too, so that's a little extra visibility. We both have strobes that run any time the ignition is on. He's got a powered parachute, I've got a paramotor. We spend most of our time below 2k feet. There's quite a few hills around here that top 1k, so that's not all that high.
Wonder if anyone makes a compact version of ADS-B in that would tell you if an aircraft is on a collision course with you. Watching a screen would not work maybe just an alarm tells you distance, heading, and altitude.
@@Mike-01234 I'd wager if available, it would be very expensive.
The speed difference is tremendous. Ever see a car at 200mph, or even 100mph on the freeway? Not for long.
@@SmittySmithsonite I would drop $5-10k on an anit-collision ADSB in system
Hello Juan, you're doing us all a great service! Thank you. I hope you have time to report on the double fatal at Show Low, AZ on 12/23. The 11-year-old is a relative of mine.
That's tough stuff. So young. I'm so sorry for your loss.
Very informative. Merry Christmas 🎅 to you and your family
Thanks for these informative videos, much appreciated
A few months ago, I was flying my Cessna in the vicinity of Mt Spokane when I saw an unusual aircraft I.d. On the ADS-B in monitor. It was PING1326. It was impossible to visually see the aircraft.The aircraft’s speed was very slow and performing tight maneuvers per the monitor. Later, I discovered that this was transmitted from a drone operating with an ADS-B out such as the UAvionics brand PING200x transmitter. It weighs only 50 Grams plus power pack. This small transmitter is all that is needed for aircraft with ADS-B in to identify paraglider location, direction of flight, altitude and speed. This seems like a small investment to assist in aircraft separation especially IFR flight in VFR conditions. Any comments?
I didn't know this existed. Very cool.
Edit: disregard the question, I see this is just for UAS's. This is interesting, last I heard the FAA didn't want to bring drones into the ADSB system. I thought that was part of the reason for drone ID. But perhaps this is for larger UAS that will fly under different rules. Anyone know?
Every flying vehicle should have ADSB or similar. No excuse in 2021 not to have that capability.
@@bjg09e Correct. Part 107 UAS operations are explicitly forbidden from using ADSB-OUT, though some drones use ADSB-IN for safety avoidance. Most drones will be required to use Remote ID as soon as a standard for it is approved by the FAA.
As with a lot of Part 107, I suspect a larger drone with an altitude waiver could probably also get a waiver to use ADSB-OUT. (Part 107 covers drones up to 55 lb, *usually* capped to 400 ft AGL)
Unfortunately, it is currently illegal for ultralight aircraft to use ADS-B out. There is the excuse in 2021.
@@bleeder228 (typo? the->no?)
I agree, it doesn’t appear that anyone was doing anything wrong just two aircraft trying to occupy the same airspace.
It's going to really depend upon what direction each of these pilots was traveling. For instance, even though you're on an IFR flight plan, you're still responsible to see and avoid traffic (edit: weather-permitting). And being the paraglider is the less-maneuverable aircraft, the C-208 needs to give way. So if (for whatever reason) the para-glider pilot was cruising VFR and was headed in the same direction as the overtaking C-208 was flying, it's going to get dicey for the freight company, I'll wager. In other words, if it is shown that the Caravan overtook the para-glider and collided with it, then I'll wager he'll be deemed "at fault" in this tragic event. So in an odd way I hope that it can be shown that both aircraft would have been in a position to see (and avoid) one another, so that it won't be shown to be either pilot's fault. Certainly assigning blame for this accident isn't going to bring either pilot back, so as I see it there's no need to drag anyone through the mud. Sadly though, that's what the attorneys are very likely going to do...at least if history has taught us anything.
RIP to all who perished in this tragic accident, and my condolences to their families.
@@bluehornet6752 I get what you're saying, and technically, yes, that's correct. But common sense also calls for communications, especially in that area which is full of flight training, glider activity, sky diving activity and a multitude of UAS activity. When we get out there we get on the common freq and call position, intentions, etc. I've seen more than a few close calls with sky divers, gliders, etc, and that's even with those aircraft calling out position and activity. Throw something into the mix that is in no way communicating with anyone and you've got a recipe for disaster.
You need a different pointing cursor shape, probably a coloured circle or disc, for presentation.
"It was AROUND HERE" is pretty pointless when the cursor has to be found first.
Especially on those maps.
Always informative thanks
I fly ppg, fixed wing and helicopters. we do go up to 5,000 6000 often have also went to 12,000 afew times to get a good tale wind when going on a long trip also in the 5 to 6 when we are looking for cooler and smother air in the areas and trips we fly ppg.
I've experienced the same challenge while flying ultralights and even my Pitts Special S1S. Other aircraft just can't see you at altitude or even at low altitudes like during a fly-in or air show. My Pitts is so small and fast that other airplanes just don't see me.
At 180 MPH you cover 3 miles every minute. IF you see him at a mile out MAYBE you have 20 seconds to identify and avoid. Basically. you haven't hit yet but it's already history
that is too true! ; )
PERHAPS YOU SHOULD FIT ADSB - WHAT IS YOUR LIFE WORTH?
I bet you don't go flying amongst airports
Thanks Juan. Reminded me of flights coming into LAX over Big Bear and the San Bernardino mountains where I lived near Norton. I recall a near miss or two there.
As a paramotor / PPG pilot, I appreciate how accurate you were in this report. The media can never seem to get the first thing straight about us. :-)
N32EL no longer has an electric engine on it. It's back with a PT6-114A.. flew it a few hours today moving mail.
Merry Christmas!
I am a powered parachute pilot and have a sport pilot certificate. A powered paraglider (PPG) contains the engine, propeller and gas tank on a rack that is worn by the pilot on his back and are flown under the Part 103 ultralight regulations. Powered parachutes (PPCs) on the other hand are 3 (and sometimes 4) wheeled carts, usually with a larger HP engine (Rotax 582 or 912), and are steered with the feet via steering bars (the parachute steering lines are attached to the foot bars) rather than using the hands as with the PPG. There are single seat PPCs that can be flown under Part 103 as well as two seat versions that require at least a sport pilot certificate and are flown under part 91. Also note that there are powered paraglider trikes which are similar to a PPC, but still require the pilot to steer using their hands instead of feet.
The highest I've flown in my PPC is 4000' MSL. I normally fly at 1000' AGL or lower because I feel so vulnerable at GA altitudes with only a strobe and without ADSB-out. However, even flying low I have had close encounters with 2 military aircraft (an A-10 and a C-130) at approximately 1000', so you still have to be diligent to see and avoid even at low altitudes.
Information and photos of my PPC: www.scottrichardsonphotography.com/wp/2017/12/23/my-flying-machine-powered-parachute-n729mp-12-23-17/
ruclips.net/user/scottrichardson_ppc
Thanks for your briefing on this accident
To help clear up the difference between a powered parachute Vs powered paraglider.. the powered parachute or PPC is rectangular in shape, and fly like a truck. They are (IMO) low performance, slow, draggy things. On the other hand, a powered paraglider is pointier at the tips (think banana shaped) and fly more like a sports car. They are more nimble, faster and a whole lot more “glider” versus “parachute”
100%
Is the wing on a paraglider still considered "elliptical" ?
great videos, jb...Merry Christmas
thank you for looking into this accident
10:03 "...and remember too, the paraglider has the right-of-way as he is the slower vehicle"
9:10 - FAA Part 103 Overview: "ULTRALIGHT VEHICLES (WHICH INCLUDE HANG GLIDERS AND PARAGLIDERS)... ...MUST YIELD RIGHT OF WAY TO ALL AIRCRAFT..."
If you don't yield to avoid a collision because you have the right of way, you can think about how right you are all the way to the ground.
I think you misunderstand, the principle is one of controllability within the contexed of closing speed... if you are doing 30kts, your sphere of control/responsibility is quite small , if you are doing 120kts, your sphere is much larger so the quicker aircraft MUST look further ahead than the slower aircraft under the pure physics of differing velocities.
Pretty sure a paramotor is only trumped by a hot air balloon in this regard.
It's possible the ultralight tried to yield, but was unable to due to how slow it is.
They won’t get the right-of-way if the Caravan pilot didn’t see him. Right-of-way only works if the other person sees you!
Padagliders when they find a thermals spring up like rockets. Here over the Alps we (glider pilot) must pay greath attention to paraglider because one moment they are 1000/2000 ft under you, then while you are thermalling they enter in thermals too and they spring up . It happened to me some years ago. I was circling on top of a mountain and saw two of them well below under me almost motionless. Then they must have done a move nearer the mountain slope because they have rapidly gone up at fast speed and missed me only for few meters climbing and climbing. Since that day I stay wery far away from them, but it is not easy to see them in narrow valley like ours. Texas is almost flat however.
I knew this was going to happen at some point. Even the paraglider people NEED to carry ADSB-out
Are they permitted to by the faa? The faa has specifically said they do not want ADSB out on uas.
Currently due to FAA rules it is illegal to have ADSB-out on a powered paraglider. This needs to change, most PPG pilots would have them if they were legal.
Merry Christmas JB & family.
Thanks for your work.
PS: Don't play in traffic, eh.
Thank You and Merry Christmas. Clear sky's and safe landings to all.
My logical mind thinks that if you're going to operate at 5k feet, it would be prudent to have a transponder and a radio. Just because you can, doesn't mean you should.
FAR part 103 vehicles are forbidden by the FAA from having transponders and ASDB-out. This needs to change. Doubt a radio would have made a difference, you typically don't announce your position on radio unless you are near traffic pattern around airports.
As a pilot, this is the nightmare scenario I worry about. Thanks to ADSB we have realized just how many planes are near us, especially in busy airspace that we NEVER would have seen without ADSB. For either pilot in this scenario to see and avoid each other requires a stretch of the imagination at best. If we consider this to be ‘unavoidable’, then there is a hole in our approach to aircraft separation. Would an ADSB OUT beacon on the paraglider have prevented this? Probably. I had commented on one of the Paraglider RUclips channels about this scenario almost exactly and warned that ‘We can’t see you’.
ADSB nor ATC is a guarantee for your safety nor is it a silver bullet. I avoided a 2 seat PPC once in my Pitts Special S1S. I had to pull some g's to do so.
As a PPG pilot I beg for the day we can get ADSB out. I would drop $5k on a setup tomorrow...if it cost north of $10k then I will stay below 1,000 AGL for now...I never want to be around other aircraft. Tragic event, hopefully progress can be made towards safer skies. (I have ADSB in and monitor the best I can) to
@@nacholibre450 Try being an aerobatic pilot. We practice aerobatics at 3,000 to 5,000 ft AGL in open airspace. Yet small airplanes are flying through our area here in the Midwest using flight following. ATC doesn't know what to do since we are climbing & descending quickly at +/- 3,000 ft.
@@nacholibre450 What are you using for ADS-B in? A radio device or an app on your phone? Curious because I want to have the same thing.
@@nacholibre450 There are portable setups for much less than that available already. My understanding is they are illegal for PPGs in the US as the FAA doesn't want to clutter ATC screens with thousands of ultralights/PPGs/PGs. It seems like a very small technical challenge to filter out that traffic. Australia has made adsb-out legal for ultralights, so we'll see how that goes.
Tragic accident, thank you for your video, RB, Nova Scotia.
Great work Juan.
I flew a PPC during the 2000s and I never got above 2000AGL. There is no point of being that high. I routinely stayed 500 or below unless it was populated. I hope he had a Go Pro on so they can get some answers.
I fly a PPG regularly now, and have plenty of reasons to be that high. Catching tailwinds, keeping LZs in glide range, aerobatics, sight seeing, climbing to cross mountains, etc.
@@mmcowan Not many mountains near Houston.
I love how they want you to fly by instruments, but also maintain a visual scan for traffic at the same time. We do need clarification on whether this was a Part 103 ultralight, or a registered powered parachute with a rated pilot. The right-of-way rules are different. It's only a matter of time before ADSB is required in the rest of Class E under 10,000'MSL and run by battery for those aircraft without electrical systems.
I thought the "right of way" rules were different if operating part 103 vs registered/rated (part 91)?
You learn from training that in VFR conditions you are supposed to keep your eyes out.
Very unfortunate accident. Happy Christmas to you and the family Juan. Let us hope 2022 is a better year.
My cousin was also killed on one of those paragliding falling 800 ft. My condolences to both families. Sad a few days before Christmas.
I watched a couple of Tucker Gott videos a while back. I still remember one where he flew his paramotor to 15K. I remember thinking he was going to get hit by a jet flying IFR going 250+ knots. After watching his channel for a while, I developed a very negative attitude about paramotors. Perhaps that negative attitude is unfounded. But, this accident was only a matter of time. Part 103 gives only a tiny snapshot of the NAS. These paramotor guys, if they fly high enough, can unknowingly fly straight through a STAR. They don’t even realize the danger.
monkey see.... that is human too.
it would be wonderful if every human were smart. and each one a perfect saint. but all seem to have a little bit of ignorance requiring ceaseless diligence. ; )
Not only is he very safety-minded, he spends a fair amount of time explaining what can go wrong and why. He stresses the importance of proper training in the operation of paramotors before taking to the skies, even though it isn't required.
Tucker called the FAA, and surrounding airports and made them aware of what he was doing. This craft I don't believe was a paramotor - I believe it was a PPC, or powered parachute. Similar, but a much larger craft with a bigger engine and controls. Most require an N number and light sport license.
@@SmittySmithsonite I'm not clear on which person you are referring to as flying a PPC but I absolutely know that Tucker was not and also, the collision wreckage was also a paramotor.
Wondering if strobes, or position lights on the chute would've helped being seen
thanks for the video. great outro music
I live in Fulshear, Texas and just a couple of miles from this crash. Our area has a lot of active powered parachutes.