Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Flight Crew Last 90 Days 29; Flight Crew Total 4618; Flight Crew Type 998
Situational Awareness; Distraction; Communication Breakdown
Aircraft Equipment Problem Less Severe; Conflict NMAC; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution
Airspace Structure; Human Factors
Departed this morning VFR. Frequency was very congested; with aircraft and ATC repeatedly stepping on each other's transmissions. On two occasions ATC said 'everybody stop transmitting at once.' I had the impression the controller was overwhelmed with traffic; and sounded frustrated. I elected to cruise at 6500 [and] planned to climb to 7500 [later]. [At this point] ATC cleared me direct. My head was down briefly while planning my new heading and contemplating whether to descend or climb (but still on autopilot at constant altitude and heading). A TIS traffic alert showed traffic ahead; altitude +200 feet; but no direction vector visible. I began looking for traffic; seeing none. ATC frequency was very congested at this time. I saw nothing at first. Then; traffic bloomed suddenly in my visual field just above me; and practically upon me. I took evasive action (stick hard forward) and pitched down as a low wing retract passed above me; then experienced a SEVERE pitch down as I entered the aircraft's wake. It was not evident to me that the other aircraft ever saw me; no evasive action was taken on its part. ATC called me immediately afterward with a frequency change. I was still regaining control; so told him to stand by as I had just experienced an NMAC. Controller said he had been calling me repeatedly to issue that traffic; I never heard him.After leveling off; I felt a draft and observed a 2 foot lateral crack in my canopy. Loose objects (an iPad and handheld radio) had been tossed around violently by either my evasive maneuver or the other aircraft's wake turbulence; so I speculate that one of those had impacted the canopy; causing the crack. Not knowing if other structural damage had occurred; I [advised ATC] and requested immediate landing at [a nearby airport]. I landed there without further incident.It is noteworthy that I was proceeding nearly due north and the other aircraft nearly due south at the time of the conflict. We likely both believed ourselves at proper VFR cruising altitudes; underscoring the added risk of flying at those particular headings. I believe that; had I not pitched down; a NMAC would likely have occurred. After landing; local controller asked [me] to call [center] on the telephone. I spoke to a supervisor who stated that they had been tracking the other aircraft but were not talking to him. He acknowledged the frequency congestion; as did another pilot who had been on frequency at the time.
EVSS Evektor SportStar Max pilot reported a NMAC on a VFR flight at 6;500 feet. Reporter stated frequency congestion played a part in the incident.