# NTSB NYC06LA042: Piper PA-46-310P, N302H, Dunkirk, NY, December 14, 2005 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 14, 2005, 12:00 local (17:00 UTC) - Place: Dunkirk, NY - Coordinates: 42.493331, -79.271942 - Nearby events: https://openairdocs.org/map.md?lat=42.4933&lon=-79.2719&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report December 28, 2006 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 62957 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06LA042 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62957/pdf - Page: https://openairdocs.org/ntsb/NYC06LA042 ## Probable cause (aircraft 2) The Piper Malibu pilot's failure to use the correct radio frequency for traffic advisories, and his selection of the wrong, inactive runway, which resulted in an on-ground collision with another airplane while landing. ## Probable cause (aircraft 1) The Piper Malibu pilot's failure to use the correct radio frequency for traffic advisories, and his selection of the wrong, inactive runway, which resulted in an on-ground collision with another airplane while landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - On ground/water collision with object, landing - roll - wrong runway - selected, pilot in command (cause) - object - aircraft moving on ground - traffic advisory - incorrect, pilot in command (cause) - On ground/water collision with object, landing - roll - wrong runway - selected, pilot of other aircraft (cause) - object - aircraft moving on ground - traffic advisory - incorrect, pilot of other aircraft (cause) ## Analysis (aircraft 2) An Aerostar landed on runway 15, a Piper Malibu landed on runway 6, and their right wings contacted at the runway intersection. The pilot of the Aerostar utilized the current Unicom frequency, and was told the winds were favoring runway 15, which was the active runway. The pilot of the Aerostar flew a left traffic pattern for runway 15, radioed position reports, and monitored a Cessna that was also in the traffic pattern for runway 15. The pilot of the Aerostar did not observe any other traffic as he landed on runway 15. The pilot of the Piper Malibu reported a 9-mile final for runway 6, on a radio frequency that had been out-of-date for longer than one year. The pilot of the Piper Malibu did not observe any traffic, and proceeded to land on runway 6. The pilot of the Piper Malibu was using a global positioning system, and did not refer to his onboard approach charts, which listed the correct frequency. The reported wind about the time of the accident was from 130 degrees at 11 knots. ## Analysis (aircraft 1) An Aerostar landed on runway 15, a Piper Malibu landed on runway 6, and their right wings contacted at the runway intersection. The pilot of the Aerostar utilized the current Unicom frequency, and was told the winds were favoring runway 15, which was the active runway. The pilot of the Aerostar flew a left traffic pattern for runway 15, radioed position reports, and monitored a Cessna that was also in the traffic pattern for runway 15. The pilot of the Aerostar did not observe any other traffic as he landed on runway 15. The pilot of the Piper Malibu reported a 9-mile final for runway 6, on a radio frequency that had been out-of-date for longer than one year. The pilot of the Piper Malibu did not observe any traffic, and proceeded to land on runway 6. The pilot of the Piper Malibu was using a global positioning system, and did not refer to his onboard approach charts, which listed the correct frequency. The reported wind about the time of the accident was from 130 degrees at 11 knots. ## Factual narrative (aircraft 2) On December 14, 2005, about 1200 eastern standard time, a Piper PA-46-310P (Malibu), N302H, and a Smith Aerostar 601P, N1WZ, sustained substantial damage while both airplanes were landing at Dunkirk Airport (DKK), Dunkirk, New York. The certificated airline transport pilot and two passengers onboard the Piper Malibu, and the certificated private pilot onboard the Aerostar, were not injured. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was filed for the Malibu, which originated from West Chester, Pennsylvania. No flight plan was filed for the Aerostar, which originated from Jamestown, New York. Both personal flights were conducted under 14 CFR Part 91. According to a Federal Aviation Administration (FAA) inspector, the Piper Malibu was landing on runway 6, a 5,000-foot-long, 100-foot-wide, asphalt runway. The Aerostar was landing on runway 15, a 4,000-foot-long, 100-foot-wide, asphalt runway. The right wing of each airplane made contact at the runway intersection, and both right wings sustained substantial damage. The pilot of the Aerostar stated that approximately 6 miles from the airport, he contacted the Dunkirk Unicom on 123.075 MHz, and was told the wind was favoring runway 15, which was the active runway. The pilot of the Aerostar flew a left traffic pattern for runway 15, radioed position reports, and monitored a Cessna that was also in the traffic pattern for runway 15. The pilot of the Aerostar did not see any other traffic, and after landing on runway 15, a Piper Malibu approached from the right and struck the Aerostar. The pilot of the Aerostar stated that 123.075 MHz had been the Unicom frequency for longer than one year, and the old frequency was 122.80 MHz. The pilot of the Aerostar further stated that the pilot of the Piper Malibu obtained the old frequency from his global positioning system, rather than referring to current charts. The FAA inspector noted that although the pilot of the Piper Malibu was traveling with expired approach charts, the correct and current frequency was listed on those charts. The pilot of the Piper Malibu stated that he was on an IFR flight plan, and in radio contact with Buffalo Approach. About 15 miles from Dunkirk Airport, Buffalo Approach did not observe any local traffic on radar, and told the pilot to switch to "advisory." The pilot of the Piper Malibu terminated services and reported a 9-mile final for runway 6, on 122.80 MHz. He did not observe any other traffic, and during the landing roll, the Aerostar approached from the left and struck the Piper Malibu. Several witnesses, including the pilot of the Cessna in the traffic pattern for runway 15, heard the pilot of the Aerostar make radio transmissions while in the traffic pattern for runway 15. None of the witnesses heard the pilot of the Piper Malibu make any radio transmissions while landing on runway 6. The reported weather at DKK, at 1153, was: wind from 130 degrees at 11 knots; visibility 10 miles; sky clear; temperature 21 degrees F; dew point 1 degree F; altimeter 30.36 inches Hg. ## Factual narrative (aircraft 1) On December 14, 2005, about 1200 eastern standard time, a Piper PA-46-310P (Malibu), N302H, and a Smith Aerostar 601P, N1WZ, sustained substantial damage while both airplanes were landing at Dunkirk Airport (DKK), Dunkirk, New York. The certificated airline transport pilot and two passengers onboard the Piper Malibu, and the certificated private pilot onboard the Aerostar, were not injured. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was filed for the Malibu, which originated from West Chester, Pennsylvania. No flight plan was filed for the Aerostar, which originated from Jamestown, New York. Both personal flights were conducted under 14 CFR Part 91. According to a Federal Aviation Administration (FAA) inspector, the Piper Malibu was landing on runway 6, a 5,000-foot-long, 100-foot-wide, asphalt runway. The Aerostar was landing on runway 15, a 4,000-foot-long, 100-foot-wide, asphalt runway. The right wing of each airplane made contact at the runway intersection, and both right wings sustained substantial damage. The pilot of the Aerostar stated that approximately 6 miles from the airport, he contacted the Dunkirk Unicom on 123.075 MHz, and was told the wind was favoring runway 15, which was the active runway. The pilot of the Aerostar flew a left traffic pattern for runway 15, radioed position reports, and monitored a Cessna that was also in the traffic pattern for runway 15. The pilot of the Aerostar did not see any other traffic, and after landing on runway 15, a Piper Malibu approached from the right and struck the Aerostar. The pilot of the Aerostar stated that 123.075 MHz had been the Unicom frequency for longer than one year, and the old frequency was 122.80 MHz. The pilot of the Aerostar further stated that the pilot of the Piper Malibu obtained the old frequency from his global positioning system, rather than referring to current charts. The FAA inspector noted that although the pilot of the Piper Malibu was traveling with expired approach charts, the correct and current frequency was listed on those charts. The pilot of the Piper Malibu stated that he was on an IFR flight plan, and in radio contact with Buffalo Approach. About 15 miles from Dunkirk Airport, Buffalo Approach did not observe any local traffic on radar, and told the pilot to switch to "advisory." The pilot of the Piper Malibu terminated services and reported a 9-mile final for runway 6, on 122.80 MHz. He did not observe any other traffic, and during the landing roll, the Aerostar approached from the left and struck the Piper Malibu. Several witnesses, including the pilot of the Cessna in the traffic pattern for runway 15, heard the pilot of the Aerostar make radio transmissions while in the traffic pattern for runway 15. None of the witnesses heard the pilot of the Piper Malibu make any radio transmissions while landing on runway 6. The reported weather at DKK, at 1153, was: wind from 130 degrees at 11 knots; visibility 10 miles; sky clear; temperature 21 degrees F; dew point 1 degree F; altimeter 30.36 inches Hg. ## Aircraft 1 - Registration: [N302H](https://openairdocs.org/deregistered/N302H-2006-08-03), registration cancelled 2006-08-03, S/N 4608034, built 1986 (OpenAirDocs) - Reported make and model: Piper PA-46-310P - Registry model: [Piper PA-46-310P](https://openairdocs.org/model/piper-pa-46-310p) (registry code 7104605) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 460803 - Airframe hours: 4937 - Engines: Pratt & Whitney PT6-34 560 horsepower turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Richard Schneider - Registered owner: Lakala Aviation Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 1, 2005, 167 hours before - Departed: N99, West Chester, PA - Destination: DKK, Dunkirk, NY - Flight plan: IFR - Airport: DKK, Dunkirk Airport, runway 6, 5,000 × 100 ft, asphalt ## Aircraft 2 - Registration: [N1WZ](https://openairdocs.org/deregistered/N1WZ-2022-01-08), registration cancelled 2022-01-08, S/N 61P-0385-128 (OpenAirDocs) - Reported make and model: Smith, Ted Aerostar 601P - Registry model: [Smith AEROSTAR 601P](https://openairdocs.org/model/smith-aerostar-601p) (registry code 8360608) (OpenAirDocs) - Category: Airplane - Serial number: 61P-0385-128 - Airframe hours: 5337 - Engines: Lycoming IO-540 290 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Antoine Attea - Registered owner: FTBA Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 1, 2005, 16 hours before - Departed: JHW, Jamestown, NY - Destination: DKK, Dunkirk, NY - Airport: DKK, Dunkirk Airport, runway 15, 4,000 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N302H; age 59; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review December 1, 2005; seat: left; flight hours: 20,140 total, 2,040 in this make and model, 19,484 as pilot in command, 140 in the last 90 days, 80 in the last 30 days, 2 in the last 24 hours - Pilot, aircraft N1WZ; age 72; injuries: none; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review November 1, 2005; seat: left; flight hours: 5,416 total, 1,510 in this make and model, 5,245 as pilot in command, 12 in the last 90 days, 12 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 21 °F, dew point 1 °F - Altimeter: 30.36 inHg - Observed at: DKK ## 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 20051214032059A](https://openairdocs.org/incident/20051214032059A), Dec 14, 2005: Piper PA46310P, Dunkirk, NY, Substantial damage. (-23) On December 14, 2005, a Piper meridian, pa 46-350P, N302H, registered to lakala aviation, inc. and operated by an ATP pilot, cancelled his IFR flight… - [Accident 20051214031989A](https://openairdocs.org/incident/20051214031989A), Dec 14, 2005: Piper PA60601P, Dunkirk, NY, Substantial damage. (-23) On December 14, 2005, a Piper 60-601P, N1WZ, operated by a private pilot, departed jamestown airport and landed at Dunkirk airport on runway 15. At the… 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.