WPR13FA296

Aircraft 1 The other pilot’s failure to see and avoid the airplane, which resulted in a midair collision while both airplanes were on final approach to land. Contributing to the accident was both pilots’ failure to adequately monitor other aircraft position reports while in the pattern. --- Aircraft 2 The pilot's failure to see and avoid the airplane ahead of his position in the airport traffic pattern, which resulted in a midair collision while both airplanes were on approach to land. Contributing to the accident was both pilots’ failure to adequately monitor other aircraft position reports while in the pattern.

A Piper PA-28R-200 and a Piper PA-22-135 collided while on short final approach to land at a nontowered remote airport. The PA-22-135 pilot reported that he made several position reports on the common traffic advisory frequency (CTAF) before performing an upwind entry to the airport traffic pattern from the north. He continued to turn the airplane to the crosswind, downwind, and base legs of the traffic pattern while announcing his positions on the CTAF and then turned the airplane to the final leg and again announced his position on the CTAF. The pilot stated that, as the airplane crossed the river north of the runway, he heard a transmission on the CTAF that "someone was too close" and that he began to abort the landing just before the collision occurred. The PA-28R-200 pilot reported that he initially approached the airport from the south, announced his position several times on the CTAF, and then entered the airport traffic pattern. However, he aborted his approach to land because an airplane was on the runway. The pilot then flew the airplane south to the vicinity of another airport for spacing from other airplanes in the area. He then proceeded to enter the airport traffic pattern a second time on an extended downwind while again announcing his position several times on the CTAF. The pilot stated that, while in the traffic pattern, he monitored his radio for the positions of other aircraft but that he heard no position reports indicating that an airplane was in front of his position or while he was on final approach. The pilot continued the approach to land and noted that the runway and the flightpath to the runway were clear. Shortly thereafter, the airplane collided with the PA-22-135. The pilot reported that he did not see the other airplane before the collision. A review of two videos of the collision revealed that the PA-28R-200 flew at a higher altitude than the PA-22-135 while on the downwind, base, and final legs of the airport traffic pattern. In addition, the videos showed that the PA-28R-200 overtook and then descended onto the PA-22-135. Given the PA-28R-200's descent angle and the position of the PA-22-135, it could not be determined if the PA-28R-200 pilot could have seen the PA-22-135. A review of the recorded CTAF transmissions revealed that both pilots were transmitting their positions within the airport traffic pattern, corroborating their reports that they did so. It could not be determined why neither pilot heard the other pilot's position reports; however, it is likely that they were not adequately monitoring other aircraft position reports while in the airport traffic pattern. If either pilot had heard the other pilot's position reports, it is likely that the collision would not have occurred.

HISTORY OF FLIGHT On June 28, 2013, about 0948 mountain daylight time, a Piper PA-22-135, N1540P, and a Piper PA-28R-200, N2108T, collided in midair while on final approach to landing at the Johnson Creek Airport (3U2), Yellow Pine, Idaho. The PA-22-135 was registered to the pilot and the PA-28R-200 was registered to a private individual. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot of the PA-22-135 and his pilot-rated passenger sustained serious injuries. The private pilot of the PA-28R-200 sustained serious injuries and his passenger sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for either flight. The PA-22-135 originated from the Flying B Ranch (12ID), near Salmon, Idaho, about 0800, and the PA-28R-200 originated from Bountiful, Utah, about 0700. Both airplanes had an intended destination of 3U2. Witnesses located adjacent to the accident site reported observing both the PA-22-135 and the PA-28R-200 collide at an altitude of about 50 feet above ground level just before the threshold of Runway 17. Subsequently, both airplanes were observed descending into terrain. In a written statement, the pilot of the PA-22-135 reported that he had departed 12ID with two other airplanes. Upon arriving at 3U2, he was following a Cessna 170, who was part of the flight of three airplanes. Following position announcements on the Common Traffic Advisory Frequency (CTAF) over Yellow Pine, he announced and performed an upwind entry to the airport traffic pattern for Runway 17. The pilot stated that he continued to turn left crosswind, downwind, and base for the runway, while announcing his position on the CTAF. He added that as he turned base, he observed the Cessna 170 he was following initiate a go-around due to another airplane on the runway. The pilot further stated that he turned final and announced his position on the CTAF, and that as he crossed the river north of the runway, he heard someone transmitting on the CTAF that "someone was too close" and began to abort the landing. Subsequently, the airplanes collided and impacted terrain. In a written statement, the pilot of the PA-28R-200 reported that as he approached 3U2 from the south, he announced his position several times. As he entered the airport traffic pattern, he turned left base, and final, while announcing his position. He noticed that an airplane was still on the far departure end of the runway, and felt the airplane would not be clear of the runway before he touched down. The pilot initiated a go-around and continued south to the vicinity of Landmark Airport (0U0), for spacing from other airplanes in the area. The pilot initiated a turn to the north, and intended on entering the airport traffic pattern for 3U2 on an extended downwind, while announcing his position at several intervals. The pilot stated that he entered the airport traffic pattern at the traffic pattern altitude, and continued to turn left base and final for Runway 17. He added that he announced his positions on the CTAF and monitored the radio for positions of other aircraft, however, heard no radio position broadcasts that suggested an airplane was in front of his position, or while he was on final approach. He further stated that he continued his approach to landing, noting that the runway and the flight path to the runway was clear. Shortly thereafter, both airplanes collided. The pilot reported that he did not see the other airplane prior to the collision. During the investigation, a review of two videos, which were provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) by witnesses located at 3U2, revealed the PA-22-135 first came into camera view in a position consistent with being on the left downwind leg for Runway 17. About 13 seconds later, at a noticeably higher altitude, the PA-28R-200 came into the cameras view, also on left downwind for Runway 17. The PA-28R-200 remained at a higher altitude throughout the downwind and base legs, while the PA-22-135 remained at a lower altitude and what appears to be in close proximity to the runway during the base leg and turn onto final. The PA-28R-200 continued a descent while on final to Runway 17, overtaking the PA-22-135. Subsequently, the PA-28R-200 collided with the PA-22-135 near the approach end of Runway 17, and both airplanes impacted terrain. Representatives from Backcountrypilot.org reported that they were holding an annual summer fly in at 3U2, spanning from June 28 to 30. Airport management reported that during this time, a high volume of airplanes were at or within the vicinity of 3U2. PERSONNEL INFORMATION Piper PA-22-135 The pilot, age 39, held a private pilot certificate with an airplane single-engine land rating. A third-class airman medical certificate was on January 6, 2012, with the limitations stated "must wear corrective lenses." The pilot reported that he had accumulated 144 total flight hours. The pilot rated passenger, age 54, held a commercial pilot certificate with airplane single-engine land, single-engine sea, and instrument airplane ratings. A second-class airman medical certificate was issued on January 7, 2012, with the limitations stated "must wear corrective lenses for distant and near vision." The pilot reported on his most recent medical certificate application that he had accumulated 1,500 total flight hours. Piper PA-28R-200 The pilot, age 48, held a private pilot certificate with an airplane single-engine land rating, which was issued on April 15, 2010. A third-class airman medical certificate was issued on November 16, 2012, with no limitations stated. The pilot reported that he had accumulated 341 total flight hours. In addition, the pilot stated that he was seated in the front left seat of the airplane and that his 20-month old son, was seated in the front right seat, using a Child Aviation Restraint System (CARES) device. AIRCRAFT INFORMATION Piper PA-22-135 The four-seat, high-wing, fixed-gear airplane, serial number (S/N) 22-2404, was manufactured in 1954. It was powered by a Lycoming O-320-A3A engine, rated at 150 horsepower. The airplane was also equipped with a fixed pitch propeller. Additionally, the airplane was equipped with an auxiliary fuel tank where the rear seats would be installed. The rear seats were found removed from the airplane. Piper PA-28R-200 The four-seat, low-wing, retractable-gear airplane, serial number (S/N) 28R-7135053, was manufactured in 1971. It was powered by a Lycoming IO-360 engine, rated at 200 horsepower. The airplane was also equipped with an adjustable pitch propeller. METEOROLOGICAL INFORMATION A review of recorded data from the McCall Municipal Airport (MYL), McCall Idaho automated weather observation station, located 26 miles west of the accident site, revealed at 0951, conditions were wind calm, visibility 10 miles, clear sky, temperature 19 C , dew point 11 C , and an altimeter setting of 30.33 inches of mercury. COMMUNICATIONS Recorded communications of the CTAF were obtained from a private individual who had landed a few minutes prior to the collision. The individual was recording communications inside his own airplane. The supplied recording was 5 minutes, 5 seconds in length, and captured numerous aircraft within the vicinity of the airport, of which were either departing or arriving at 3U2 about the time of the accident. The recorded transmissions revealed that pilots from both accident airplanes were transmitting their locations within the airport traffic pattern. For further details, see the transcript in the public docket for this accident. AIRPORT INFORMATION The Johnson Creek Airport is a non-towered airport that is located within a large canyon, with significant rising terrain to the east and west. The ai