20180801018802I

Case involves a taxi accident involving two aircraft at the Okeechobee county airport (kobe) on August 1, 2018 at approximately 0858 local time. The two aircraft collided with each other on the taxiway near the general aviation apron; the propeller of N702RA sliced into the right wing of the taxiing N555PU.

The PIC of N702RA was interviewed on the phone and also provided a written statement. In the pics statement he stated that the aircraft was stopped just short of the runway 05/23 taxiway, taxiway a, at the apron's middle exit point with the parking brake on when they noticed an aircraft FAR away but taxiing "very fast" from the left. "A moment later he hit our propeller and continued the taxi without reducing the speed." N702RA made several radio calls in an attempt to ensure N555PU didn't takeoff with the damaged wing. Eventually N555PU apparently understood and taxied back to the apron.

The general manager (gm) of the Okeechobee jet center was located outside at nearby fuel pumps and was an eye witness for the collision. The gm was interviewed and also provided a written statement and diagram displaying the orientation of both aircraft. As discussed above the PIC of N702RA stated the aircraft was stopped when the two aircraft collided but the gm's eye witness statement and diagram contradict this. The following is verbatim from the gm's statement:

Aircraft #1 - N555PU

Aircraft #2 - N702RA

"Aircraft #1 was already on taxiway a proceeding to runway 05. Aircraft #2 appeared to not see aircraft #1 until they were partially on the taxiway. At this time the gentlemen in aircraft #2 hit their brakes turning the aircraft slightly into the oncoming traffic of aircraft #1, placing their prop diagonally and partially onto the taxiway. The pilot in aircraft #1 proceeded to roll past at normal speeds and with no sign of the brakes being applied, at which point I herd the loud sound of the prop from aircraft #2 hitting the wingtip of aircraft #1. The pilot of aircraft #1 proceeded to pass the final entry point onto the apron and continued to the hold short of runway 05, still with no sign of slowing or displaying any sign of acknowledging the strike. After about 3 minuets aircraft #1 then proceeded back to the apron."

The PIC of N702RA stated in his written statement that they had made a radio call stating their intention to taxi to runway 14 I.e. a left turn. A photo taken displaying paint chips on the taxiway (likely from N555PU'S wingtip) seems to indicate that N702RA had already passed the straight part of the ramp exit taxi line and had presumably started a left turn towards runway 14. From the same photo it also seems N702RA may have been beyond what most pilots would consider a safe holding point for taxiway a. the sudden brake application and turn into oncoming traffic indicated by the gm may have then put N702RA'S propeller in line with N555PU'S wing tip as detailed in his diagram.

Again, despite the gm's statement it should be emphasized that a registered agent of flight time building, LLC along with the N702RA PIC both vehemently dispute the fact that the aircraft was moving at the time of collision.

The PIC of N702RA submitted a paper titled "incident between N702RA and N555PU in kobe" to this office. In this paper it was alleged that N555PU was taxiing "way too fast and never attempted to stop". Neither party disputes the fact that N555PU continued taxing after the collision but the gm's statement discussed above stated that N555PU was taxing at "normal speeds". In the submitted paper the PIC further clarifies that "at the moment of the impact our plane was stationary, in a visible position, with engine running at 1000RPM (idle) and parking brake set." The submitted paper also includes "calculations of the N555PU taxi speed" which attempts to mathematically break down the taxi speed of N555PU and classifies it as evidence of "excessive taxi speed".