# NTSB FTW03LA022: Piper PA-22, N1456A, Big Spring, TX, October 29, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 29, 2002, 14:30 local (20:30 UTC) - Place: Big Spring, TX - Coordinates: 32.751667, -101.298332 - Nearby events: https://openairdocs.org/map.md?lat=32.7517&lon=-101.2983&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 13, 2003 - Report: Approved by Office Director - Parties: Federal Aviation Administration (FSDO) - NTSB case key (mKey): 55962 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW03LA022 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55962/pdf - Page: https://openairdocs.org/ntsb/FTW03LA022 ## Probable cause (aircraft 2) the failure of both pilots to maintain visual separation with each other. Factors were the Cessna pilot's inability to listen to or make radio transmissions and the Piper pilot's nonstandard traffic pattern. ## Probable cause (aircraft 1) the failure of both pilots to maintain visual separation with each other. Factors were the Piper pilot's nonstandard traffic pattern and the Cessna pilot's inability to listen to or make radio transmissions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, approach - vfr pattern - final approach - visual separation - not maintained, pilot in command (cause) - visual separation - not maintained, pilot of other aircraft (cause) - procedures/directives - not followed, pilot in command (contributing factor) - Midair collision, approach - vfr pattern - final approach - visual separation - not maintained, pilot in command (cause) - visual separation - not maintained, pilot of other aircraft (cause) - comm/nav equipment,vhf transmitter/receiver - not installed (contributing factor) - procedures/directives - not followed, pilot of other aircraft (contributing factor) ## Analysis (aircraft 2) 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. ## Analysis (aircraft 1) 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. ## Factual narrative (aircraft 2) 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. ## Factual narrative (aircraft 1) 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. ## Aircraft 1 - Registration: [N1456A](https://openairdocs.org/aircraft/N1456A), registered now, S/N 22-359, built 1951 (OpenAirDocs) - Reported make and model: Piper PA-22 - Registry model: [Piper PA-22](https://openairdocs.org/model/piper-pa-22) (registry code 7102202) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 22-359 - Airframe hours: 2962.2 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Jay S. Curtis - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 9, 2001, 73.8 hours before - Departed: HOB, Hobbs, NM - Destination: T49, Big Springs, TX - Airport: T49, Big Spring McMahon-Wrinkle, runway 24, 4,601 × 75 ft, asphalt ## Aircraft 2 - Registration: [N8811G](https://openairdocs.org/deregistered/N8811G-2006-05-05), registration cancelled 2006-05-05, S/N 18801312T, built 1973 (OpenAirDocs) - Reported make and model: Cessna A188B - Registry model: [Cessna A188B](https://openairdocs.org/model/cessna-a188b) (registry code 2073005) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18801312-T - Airframe hours: 5864 - Engines: Continental IO-520-D9B 300 horsepower reciprocating - Damage: No damage - Flight: Aerial application, Part 137 - Operator: Name, doing business as Dickson Aerial Spraying Service, Inc - Registered owner: Linda K. Dickson - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, September 19, 2002, 89 hours before - Departed: T49, Big Spring, TX - Airport: T49, Big Spring McMahon-Wrinkle, runway 24, 4,601 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N1456A; age 37; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; last flight review December 10, 2001; seat: left; flight hours: 161 total, 79 in this make and model, 123 as pilot in command, 39 in the last 90 days, 8 in the last 30 days, 1 in the last 24 hours - Pilot, aircraft N8811G; age 51; injuries: none; commercial; airplane ratings: single-engine land; medical: class 2, valid medical--w/ waivers/lim; last flight review November 15, 2000; seat: center; flight hours: 7,500 total, 1,000 in this make and model, 7,400 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 14 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 46 °F - Altimeter: 29.84 inHg - Observed at: MAF, 37 nm away ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20021029030599A](https://openairdocs.org/incident/20021029030599A), Oct 29, 2002: Piper PA22, La Grange, TX, Substantial damage. (-23) A CE-188 which was not equipped with an aviation radio, entered left traffic (published) for runway 24 at big spring, Texas. A radio equipped PA-22… - [Accident 20021029030699A](https://openairdocs.org/incident/20021029030699A), Oct 29, 2002: Cessna A188B, La Grange, TX. (-23) A CE-188 which was not equipped with an aviation radio, entered left traffic (published) for runway 24 at big spring, Texas. A radio equipped PA-22… ## Other investigations on N1456A (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB UNK64X1022](https://openairdocs.org/ntsb/UNK64X1022), Mar 23, 1964: Piper PA22 (N1456A), Gage, OK, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.