GREELEY, CO, USA
N96299
Cessna 172Q
N5129C
Cessna T210N
N96299, a Cessna 172Q, was inbound on the localizer and was executing the ILS approach to runway 9. The private pilot in the left seat was wearing an instrument hood, and the flight instructor in the right seat was maintaining a visual lookout. N5129C, a Cessna T210N, had completed the VOR-A approach, and had entered the traffic pattern for landing on runway 9. Both the private pilot in the left seat and the flight instructor in the right seat were maintaining visual lookouts. Seconds after the 210 pilot turned onto final approach, the collision occurred. Both airplanes landed safely. The 172 had minor damage. The 210 sustained substantial damage, including a destroyed right wing upper spar cap and a damaged right aileron that reduced roll control.
HISTORY OF FLIGHT On May 13, 1999, at 0902 mountain daylight time, a Cessna 172Q, N96299, registered to Properties Group, Inc., and doing business as Aspen Flying Club of Englewood, Colorado, and a Cessna T210N, N5129C, registered to Skylanes, Inc., of Eagle, Colorado, collided in midair 4 miles west of the Greeley-Weld County Airport, Greeley, Colorado, while both airplanes were on landing approaches. N96299 sustained minor damage, but N5129C was substantially damaged. There were no injuries to the commercial rated flight instructor and private pilot receiving instruction aboard N96299, and there were no injuries to the commercial rated flight instructor and private pilot receiving instruction aboard N5129C. Visual meteorological conditions prevailed. Both airplanes were operating under IFR flight plans. The flight of N96299 originated at Englewood, Colorado, approximately 0820, and the flight of N5129C originated at Eagle, Colorado, at 0741. In his accident report, the instructor pilot aboard N96299, Thomas Kelly, said he requested the ILS (Instrument Landing System) runway 9 approach to Greeley. While his student, Kenneth Peterson, a certificated private pilot, was being given radar vectors for the approach, Mr. Kelly heard the controller talking to the pilot of N5129C, who was executing the VOR (Very High Frequency Omnidirectional Radio Range) -A approach to Greeley. After crossing the LOM [(compass) locator outer marker], he was told to contact Greeley Unicom for traffic advisories. After doing so, Mr. Kelly heard the pilot of N5129C report he was entering downwind for runway 9. Mr. Kelly reported he was on a 4 mile final approach to runway 9. Approximately 10 seconds later, he heard the pilot of N5129C announce he was on a 4 mile final for runway 9. Within seconds, he felt the impact "from behind and below." Mr. Kelly saw N5129C continue ahead, then veer slightly to the left and descend. He said N5129C "was clearly moving much faster than our aircraft and continued at a much faster rate all the way to the airport." Both airplanes continued to the airport and landed without further incident. According to Mr. Peterson's statement, he was wearing an IFR hood and could only see the instrument panel in front of him. He said he flew the approach while Mr. Kelly handled radio communications. Mr. Peterson heard the pilot of a twin engine airplane report on final approach, a Cessna pilot report on base leg, another Cessna pilot report on downwind leg, and a fourth pilot ask for the ILS frequency. He said his instructor gave the pilot the frequency, then announced their position as being on a 4 mile final for runway 9. He heard another pilot report being on a 4 mile final, and a few seconds later he felt the impact "from below." The instructor pilot aboard N5129C, James Pollitt, and his student, Michael Metcalf, a certificated private pilot, also submitted statements. Mr. Pollitt indicated he and his student had executed two VOR approaches to the airport, and terminated the second approach at the Gill VORTAC. They entered the downwind leg for runway 9 at Greeley. Because a low flying crop duster was spraying a field 2 miles north of the runway, they kept their downwind leg "in close." Mr. Pollitt announced they were "entering base [leg] behind a single [engine] Cessna, number three." N5129C turned onto final approach over U.S. Highway 85 and Mr. Pollitt announced they were on a 5 mile final. Shortly after announcing they were on a 4 mile final, Mr. Pollitt sighted the bottom portion of a fuselage, the landing gear and propeller of an airplane in a left bank ahead and above his airplane. He pushed the yoke forward but was unable to avoid the collision. According to Mr. Metcalf's statement, the flight combined IFR training with an aircraft checkout. He had been flying the airplane, but had not been wearing an instrument hood. He did not see N96299 until a "split second" before the collision. He said his speed was about 85 KIAS (knots indicated airspeed). There were several witnesses to the accident, four of whom submitted written statements (attached). The statements basically corroborated what the pilots reported. One witness remarked that he heard the sound of impact and momentarily saw "white smoke." Another witness saw airplane A (N5129C) "banking around from the north (and) cross directly over" airplane B (N96299) "coming in from almost due west." According to this witness, the airplanes "crossed paths once more, coming very close to each other." He "saw them about to cross paths again when [airplane B] seemed to notice [airplane A] directly in front of him and pulled up and banked to the south," followed by the collision. It appeared to this witness that "[airplane B] was descending for a landing, heading east, and [airplane A] came in behind it and a tad from the southwest when it pulled up and hit the first plane." WRECKAGE AND IMPACT INFORMATION Immediately after the accident, N96299 and N5129C were secured and examined the following morning. Damage to N96299 consisted of a shattered right main landing gear strut fairing. The brake lines were leaking fluid. There were white scuff marks on the nose wheel. Both propeller blade ends were curled forward; both tips were missing. One blade had a squared leading edge gouge approximately 1/2-inch deep. Examination of N5129C revealed a gash in the left wing leading edge, directly in front of the pitot tube, and extending back to the main spar. Two black rubberized transfer marks were discernible on top of the wing. The first extended from the left wing leading edge gash aft and across to the fuselage centerline. The second extended from the right wing leading edge, just inboard of the fuel filler cap, aft and across to the outboard hinge of the right flap. Seven distinct slash marks were seen on top of the wing, extending from just outboard of the fuel filler cap to the trailing edge of the aileron. Inside, the upper spar cap was either missing or damaged. The ADF antenna cable was stretched and was hanging loose. TESTS AND RESEARCH NTAP (National Track Analysis Program) data was downloaded into a Radar ViewPoint computer program and the plots studied. Radar tracking of N5129C began at 0743. The airplane departed runway 25, proceeded towards the Snow VORTAC, then turned right and intercepted the 220 degree radial and proceeded direct to the Kremmling VORTAC. After passing Kremmling, it tracked outbound on V361 to Allan intersection, then turned east and flew towards Greeley, passing just south of Fort Collins-Loveland Municipal Airport. Tracks of the two VOR approaches and one missed approach are readily discernible. Radar tracking of N96299 began at 0817. The airplane proceeded in a northwest direction, staying clear of the Denver TCA (terminal control area), then intercepted V81 just north of Jeffco Airport. From there it tracked north until it intercepted Greeley runway 9 localizer. It crossed the localizer, made a 270 degree left turn, and re-intercepted the localizer. The tracks of the two airplanes were expanded in the final minutes and examined. N96299 can be seen proceeding inbound on the localizer and initiating its descent from 6,600 feet msl just before crossing the LOM (compass locator outer marker). N5129C can be seen entering a 45 degree entry onto the downwind leg for runway 9 between 5,200 and 5,300 feet. At 0901:19, N96299 is at 5,700 feet and N5129C has just turned onto the base leg at 5,400 feet. At 0901:38, N96299 has descended to 5,600 feet; there were no radar returns for N5129C. At 0901:56, N96299 has descended to 5,500 feet; there are still no radar returns for N5129C. Between 0901:56 and 0902:05, the collision occurred. At 0902:05, N96299 was back up to 5,600, and N5129C is at 5,400 feet and bearing off to the left. ADDITIONAL INFORMATION In addition to the Federal Aviation Administration, parties to the investigation included the Cessna Aircraft Corporation. Both airplanes were released to their respective insurance company representatives on May 18, 1999.
Failure of the pilots in the other airplane to maintain a visual lookout. A factor was the failure of the flight instructor to maintain a visual lookout.
Source: NTSB Aviation Accident Database
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