FTW03LA022

The pilot of the Piper flew to the destination airport and entered a right hand traffic pattern. The pilot made at least three position reports on the non-towered airport's common traffic advisory frequency (CTAF). The pilot of a Cessna completed an aerial application flight, returned to the destination airport, and entered a left hand traffic pattern. The Cessna was not equipped with radios, and therefore was unable to make position reports, or listen to other pilots making position reports on the airport's CTAF. According to a witness, the airplanes turned on to the final approach leg simultaneously and collided approximately 150 feet agl. The Piper continued straight ahead and landed. The Cessna circled around, reentered the traffic pattern, and landed. The published traffic pattern is to the left. The Aeronautical Information Manual recommends that pilot's monitor appropriate control frequencies so that a mental picture of surrounding traffic can be maintained.

The pilot of the Piper flew to the destination airport and entered a right hand traffic pattern. The pilot made at least three position reports on the non-towered airport's common traffic advisory frequency (CTAF). The pilot of a Cessna completed an aerial application flight, returned to the destination airport, and entered a left hand traffic pattern. The Cessna was not equipped with radios, and therefore was unable to make position reports, or listen to other pilots making position reports on the airport's CTAF. According to a witness, the airplanes turned on to the final approach leg simultaneously and collided approximately 150 feet agl. The Piper continued straight ahead and landed. The Cessna circled around, reentered the traffic pattern, and landed. The published traffic pattern is to the left. The Aeronautical Information Manual recommends that pilot's monitor appropriate control frequencies so that a mental picture of surrounding traffic can be maintained.

On October 29, 2002, at 1430 central standard time, a Piper PA-22 single-engine airplane, N1456A, and a Cessna A188B single-engine agricultural airplane, N8811G, collided in-flight while in the traffic pattern at the Big Spring McMahon-Wrinkle Airport (T49), Big Spring, Texas. The Piper sustained substantial damage and the Cessna was not damaged. The Piper was registered to and operated by its pilot, and the Cessna was registered to a private individual doing business as Dickson Aerial Spraying Service, of Plains, Kansas. The private pilot of the Piper and the airline transport pilot of the Cessna were not injured. Visual meteorological conditions prevailed, and flight plans were not filed for either flight. The Piper was operating under 14 Code of Federal Regulations (CFR) Part 91 as a personal flight and the Cessna was operating under 14 CFR Part 137 as an aerial application flight. The Piper flight originated from the Lea County Regional Airport, Hobbs, New Mexico, at 1330, and was destined for T49. The Cessna flight was a local flight that had originated from T49.

According to the pilot of the high wing Piper, he made his initial call on the non-towered airport's common traffic advisory frequency (CTAF) of 122.8 Mhz when the flight was approximately 20 miles from the airport. He received a traffic advisory from an FBO on the airport, which cautioned that agricultural airplanes were operating at the airport, and runway 24 was in use. The pilot made multiple position reports at 10 miles and 5 miles from the airport, and communicated his intention to enter the traffic pattern on a right downwind for landing on runway 24. The pilot entered the traffic pattern and reported entering the downwind leg, and again when turning right base for runway 24. The pilot noted other airplanes operating on the ground and in the air around the airport; however, he never heard any other aircraft making position reports. He stated that he was on final approach to runway 24, approximately 200-300 feet agl and 1/4 mile from the runway, when he felt "something hit the back of his airplane." The airplane's nose pitched down momentarily; however, the airplane continued to fly. The pilot determined that he was able to maintain control of the airplane and continued to land without further incident. The pilot taxied the airplane to an FBO and parked. Examination of the airplane revealed that the left elevator was structurally damaged and contained witness marks consistent with a landing gear tire.

According to the pilot of the low wing Cessna, his airplane was not equipped with a radio to make position reports on the CTAF. According to 14 CFR 91.205, a two way radio is not required for VFR flight during the day. He was returning from a spray flight and flew a left traffic pattern for runway 24. He stated that he was on final approach, approximately 100-150 feet agl, when the Piper's vertical stabilizer appeared to the right of his airplane's engine cowling. He executed a climbing left turn, reentered the traffic pattern, and landed on runway 24 without further incident.

According to a witness, the airplanes both turned on to the final approach leg simultaneously. He estimated that the airplanes were at 150 feet agl when the airplanes contacted each other.

According to the Airport/Facility Directory, the published traffic pattern is a left traffic pattern. According to the Aeronautical Information Manual (AIM) (7-5-2), a high percentage of near midair collisions occur below 8,000 feet agl and within 30 miles of an airport. The AIM also states that, "... it is recommended that extra vigilance be maintained and that you monitor an appropriate control frequency," so that a mental picture of surrounding traffic can be determined.

On October 29, 2002, at 1430 central standard time, a Piper PA-22 single-engine airplane, N1456A, and a Cessna A188B single-engine agricultural airplane, N8811G, collided in-flight while in the traffic pattern at the Big Spring McMahon-Wrinkle Airport (T49), Big Spring, Texas. The Piper sustained substantial damage and the Cessna was not damaged. The Piper was registered to and operated by its pilot, and the Cessna was registered to a private individual doing business as Dickson Aerial Spraying Service, of Plains, Kansas. The private pilot of the Piper and the airline transport pilot of the Cessna were not injured. Visual meteorological conditions prevailed, and flight plans were not filed for either flight. The Piper was operating under 14 Code of Federal Regulations (CFR) Part 91 as a personal flight and the Cessna was operating under 14 CFR Part 137 as an aerial application flight. The Piper flight originated from the Lea County Regional Airport, Hobbs, New Mexico, at 1330, and was destined for T49. The Cessna flight was a local flight that had originated from T49.

According to the pilot of the high wing Piper, he made his initial call on the non-towered airport's common traffic advisory frequency (CTAF) of 122.8 Mhz when the flight was approximately 20 miles from the airport. He received a traffic advisory from an FBO on the airport, which cautioned that agricultural airplanes were operating at the airport, and runway 24 was in use. The pilot made multiple position reports at 10 miles and 5 miles from the airport, and communicated his intention to enter the traffic pattern on a right downwind for landing on runway 24. The pilot entered the traffic pattern and reported entering the downwind leg, and again when turning right base for runway 24. The pilot noted other airplanes operating on the ground and in the air around the airport; however, he never heard any other aircraft making position reports. He stated that he was on final approach to runway 24, approximately 200-300 feet agl and 1/4 mile from the runway, when he felt "something hit the back of his airplane." The airplane's nose pitched down momentarily; however, the airplane continued to fly. The pilot determined that he was able to maintain control of the airplane and continued to land without further incident. The pilot taxied the airplane to an FBO and parked. Examination of the airplane revealed that the left elevator was structurally damaged and contained witness marks consistent with a landing gear tire.

According to the pilot of the low wing Cessna, his airplane was not equipped with a radio to make position reports on the CTAF. According to 14 CFR 91.205, a two way radio is not required for VFR flight during the day. He was returning from a spray flight and flew a left traffic pattern for runway 24. He stated that he was on final approach, approximately 100-150 feet agl, when the Piper's vertical stabilizer appeared to the right of his airplane's engine cowling. He executed a climbing left turn, reentered the traffic pattern, and landed on runway 24 without further incident.

According to a witness, the airplanes both turned on to the final approach leg simultaneously. He estimated that the airplanes were at 150 feet agl when the airplanes contacted each other.

According to the Airport/Facility Directory, the published traffic pattern is a left traffic pattern. According to the Aeronautical Information Manual (AIM) (7-5-2), a high percentage of near midair collisions occur below 8,000 feet agl and within 30 miles of an airport. The AIM also states that, "... it is recommended that extra vigilance be maintained and that you monitor an appropriate control frequency," so that a mental picture of surrounding traffic can be determined.