Cessna 150
Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Flight Crew Last 90 Days 40; Flight Crew Total 3300; Flight Crew Type 500
Communication Breakdown; Situational Awareness; Time Pressure; Workload
Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Aircraft
Flight Crew Took Evasive Action
Environment - Non Weather Related
I was Instructor Pilot; low time student pilot was in the left seat. We were practicing ground reference maneuvers; specifically S-turns across a road. Except we used the river as a 'road.' My thinking was that no traffic should be near us if we are 1;000 feet AGL (1;200MSL) at that location. Boy; was I wrong.My student had completed a few S-turns across the river and was just turning westbound to cross the river again when I noticed a target on our ADS-B (Automatic Dependent Surveillance - Broadcast) in display less than a mile to our right (north) -- actually; much less than a mile -- showing 100 feet below us; coming straight toward our right rear quarter. It looked like a 90-degree track compared to ours; meaning the offending aircraft was heading roughly 190 while we were heading approximately 270 (all magnetic). I took control immediately; raised the right wing; and looked intently to our right rear and all other parts of our right side in an effort to make visual contact. Alas; no joy.Since the ADS-B track showed he was likely to pass behind us; I went full throttle in order to give the other aircraft the best chance of doing so. That appeared to work; but we only knew that when the target (after what seemed like an eternity) moved to our left rear on its same heading. Finally; we were diverging. We both looked in the direction of the target; still no joy. Never saw the guy. Thank goodness for ADS-B in this case.Let me add that I was scanning for traffic the whole time my student was S-turning. Whenever he banked left; I took the opportunity to look under the raised (right) wing. When he turned right; the other raised wing. Nonetheless; no joy whatsoever.We were not monitoring any radio frequency at the time since we were not close to an airport traffic pattern nor in a designated practice area (the 'west practice area' near there is several miles west of our position). Now this: Thanks again to ADS-B; I was able to find both our flight tracks on FlightRadar24 (FR24). I identified the other aircraft's N-number; looked it up in the FAA database; found the owner's information; and called him. Nice; retired fellow on this third Cirrus; based at the airport 3 NM to our north-northeast; ZZZ. He had just departed ZZZ Runway XX and was climbing; per the FlightRadar24 track; via track 235 degrees at a ground speed of 132 knots. Our track at the time; per FlightRadar24; was 283 degrees with a ground speed of 71 knots. So roughly 50 degrees different in ground tracks; not 90 as estimated above.I asked the owner; who was the pilot in the Cirrus; if he saw us either visually or on ADS-B. He said he did not recall seeing us on either and that he did not get a traffic alert on his ADS-B device. I think we received an alert; but not positive in retrospect. I am just glad I glanced at the display when I did.The Cirrus pilot said that he always announces his takeoffs from ZZZ on the CTAF; which is Multicom 122.9. I admitted that I should have been monitoring that frequency for traffic awareness.I mentioned as gently as possible to him that the FAA recommends (via AC 90-66B; Non-Towered Airport Flight Operations) that airplanes departing a non-towered airport should fly straight out until reaching pattern altitude; then continue straight out or turn 45 degrees in the direction of the traffic pattern for that runway. This gentleman did neither. His FR24 shows that he went straight out off Runway XX for less than a mile; then turned 65 degrees!! To his right!! Even though Runway XX is a left-traffic runway. He did not seem impressed when I mentioned that to him; he was more eager to repeat that I should have been monitoring CTAF so we would have known he was departing.The upshot of our conversation for me was to guard the nearby CTAF whether or not I am in a location where I 'shouldn't' need to do so; and to realize that pilots operating at quiet; non-towered airports will do whatever they darned well please regardless ofany FAA guidance.Lastly; I offered to do his next flight review or IPC for free since I have never been in a Cirrus and would be eager to be his 'passenger.' Scolding him will not do any good; but perhaps by instructing him; should he decide to take me up on my offer; I may be able to remind him of proper non-towered airport procedures.
Instructor Pilot reported a NMAC.