I am a student pilot. All of my 49 hours of flight time have been in the 172XP that was involved in this accident. This aircraft had a Mode C transponder. It also had two navcom radios, one with glideslope, both of which worked. Unless the plane left the area, radio #1 always stayed on the CTAF frequency, #2 stayed on the ASOS frequency. A few days before the accident, I flew the aircraft with no electrical problems. According to the release from the local Sheriff, the transponders on both aircraft were working. Because of our instructor’s insistence on proper radio use, I am convinced that the pilot of the 172 had the radio turned on, though I have no proof to that statement. For those who care, and can put aside your vitriol, that pilot’s name was Dave. I did not know the men in the Cirrus.

Dave was flying in an area that has been the local practice area for as long as anyone can remember. Because he was in this area, I imagine he was practicing the maneuvers required for the practical test. This, of course, is just speculation on my part. Ground reference maneuvers would be practiced below pattern altitude, so I wouldn’t think he was doing that. More plausibly, he was practicing stalls, slow flight or steep turns, three maneuvers where forward visibility is severely compromised. Performing any of these maneuvers, the 172 would not exhibit “normal” aircraft behavior. The Cirrus was descending from cruise altitude and it is quite conceivable that the 172 just blended into the rocky buttes and dry prairie background. Regulations require an aircraft to broadcast its arrival into the vicinity of the airport over CTAF. Did the Cirrus do that? I don’t know. If it did, did the 172 answer with its location and altitude? I don’t know that either.

Working in heavy industry for many years, I have seen a number of spectacular failures that should never have happened. This accident should never have happened. It seems that sometimes stuff just happens. The chances of being involved in this sort of accident are infinitesimally small. You have a much better chance of winning the lottery or getting hit by lightning. One thing is for sure, adding another level of government intervention or more regulations to an already heavily regulated industry will not make things any safer. It will just make it harder and far less pleasant for any of us to participate in our chosen activity.

It is almost inconceivable that in the huge, open, uncluttered, clear air sky we have over Rock Spring, two itty-bitty little planes can find each other. Preliminary investigation indicates that this was not a glancing blow, rather a direct hit.

I am a student pilot. All of my 49 hours of flight time have been in the 172XP that was involved in this accident. This aircraft had a Mode C transponder. It also had two navcom radios, one with glideslope, both of which worked. Unless the plane left the area, radio #1 always stayed on the CTAF frequency, #2 stayed on the ASOS frequency. A few days before the accident, I flew the aircraft with no electrical problems. According to the release from the local Sheriff, the transponders on both aircraft were working. Because of our instructor’s insistence on proper radio use, I am convinced that the pilot of the 172 had the radio turned on, though I have no proof to that statement. For those who care, and can put aside your vitriol, that pilot’s name was Dave. I did not know the men in the Cirrus.

Dave was flying in an area that has been the local practice area for as long as anyone can remember. Because he was in this area, I imagine he was practicing the maneuvers required for the practical test. This, of course, is just speculation on my part. Ground reference maneuvers would be practiced below pattern altitude, so I wouldn’t think he was doing that. More plausibly, he was practicing stalls, slow flight or steep turns, three maneuvers where forward visibility is severely compromised. Performing any of these maneuvers, the 172 would not exhibit “normal” aircraft behavior. The Cirrus was descending from cruise altitude and it is quite conceivable that the 172 just blended into the rocky buttes and dry prairie background. Regulations require an aircraft to broadcast its arrival into the vicinity of the airport over CTAF. Did the Cirrus do that? I don’t know. If it did, did the 172 answer with its location and altitude? I don’t know that either.

Working in heavy industry for many years, I have seen a number of spectacular failures that should never have happened. This accident should never have happened. It seems that sometimes stuff just happens. The chances of being involved in this sort of accident are infinitesimally small. You have a much better chance of winning the lottery or getting hit by lightning. One thing is for sure, adding another level of government intervention or more regulations to an already heavily regulated industry will not make things any safer. It will just make it harder and far less pleasant for any of us to participate in our chosen activity.

I’ve had three or four close calls in my days while piloting and learned a few things. Each incident dealt with someone’s head in the wrong place at the wrong time. And it wasn’t always a student.

No acceptable amount of regulation, expense or equipment will stop accidents like this. You need to use what you’ve got to the fullest. Light bulbs are cheap, run all the lights you’ve got. And if you’ve got com radios use them to the fullest.

Our closest encounters with VFR traffic usually happen one of two places, small airports and Airway Intersections. When you get close to a heavily traveled intersection, pilots have maps out, they’re retuning radios and getting ready for turns,…their head are inside at the absolute wrong time.

We successfully use CTAF and Unicom around airports to see and avoid VFR traffic. Do you know that there’s a similar procedure acceptable for airways and intersections?

I attempt to always have the second radio set to 121.5, ON GUARD. When I get close to a heavily traveled intersection, VOR, tourist land mark or spot traffic getting close I make a short position transmission, i.e. “Mooney 3 miles east of Mike Golf Mic at 6500 ft…on guard.”

Rarely do I get a verbal response but 20 years ago I would regularly see a lot of lights and strobes come on in recognition.

You’ll rarely say or hear anything while on guard. But listen up when you do.

Add another piece of electronic equipment to your airplane and I’ll bet when the thing calls out traffic, you’ll look to it for an avoidance solution or later you’ll lust for a new box that gives you one. Every time you add a box, you add a distraction.

Hey…if you already have strobes, recognition lights and two radios, it’s free!

I agree that into and around the airport it ought to be standard ops to turn on all of the lights you have. See and Avoid is tough if you can’t See or be Seen.

Keep the windscreens and sunglasses clean and the CTAF fired up early.

I have utter contempt for those Monday-morning quarterbacks who criticize the pilot or the aircraft, or suggest that the FAA should mandate some expensive technology to prevent such tragedies.

Mid-air collisions, while tragic and horrifying, are statistically insignificant as a risk factor in GA.

I have been flying for more than 7,000 hours and 44 years. I am a CFIA/I/ME and an A&P/IA. Non-towered airports still scare the hell out of me.