Grand Prairie, TX, USA
N565SP
Cessna 172
N52243
Cessna 172
The flight instructors/student pilots of two Cessna airplanes, N565SP and N52243, were each returning from local instructional flights. The N565SP pilot contacted the tower and reported being near the southern tip of a lake, about 10 miles south of the airport; the tower controller instructed the pilot to enter a left downwind for runway 17. About 45 seconds later, the N52243 pilot contacted the tower and reported being 7 miles south of the airport; the tower controller also instructed that pilot to enter a left downwind for runway 17. Radar data indicated that, about this time, the airplanes were within about 0.1 nautical mile laterally and 100 ft vertically of each other. The flightpaths of the airplanes remained in close proximity for about the next 58 seconds (1.6 miles), with the airplanes' altitudes remaining within 100 ft of each other. About 30 seconds after the N52243 pilot contacted the tower, the N565SP pilot requested verification of the assigned transponder code. During the tower controller's transmission response, an audible conflict alert could be heard in the control tower cab. The controller did not issue a safety alert or advise either airplane's pilots that another airplane was in the same proximity. About 20 seconds later, the controller instructed the N52243 pilot to start a turn toward the northeast corner of the lake. The airplanes then collided, and the N52243 pilot declared an emergency. The N565SP pilot subsequently transmitted that an airplane had "hit us from the back" and that there had been a collision. The pilots of both airplanes maintained control of the airplanes and landed; both airplanes sustained substantial damage during the collision. Day visual meteorological conditions prevailed. Title 14 Code of Federal Regulations 91.113 requires that, when weather conditions permit, "vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft." The pilots of both airplanes did not maintain an effective traffic scan as they entered the traffic pattern, nor did they exercise the vigilance necessary to see and avoid the other airplane. In addition, Federal Aviation Administration Joint Order 7110.65 indicates that a controller should give first priority to "separating aircraft and issuing safety alerts." The tower controller did not recognize the proximity of the airplanes to each other, provide a safety alert to the pilots of either airplane, or establish a landing sequence that provided proper airplane spacing to the runway.
HISTORY OF FLIGHTOn January 29, 2019, at 1329 central standard time, a Cessna 172S, N565SP, and a second Cessna 172S, N52243, collided in midair about 6 miles south of the Grand Prairie Municipal Airport (GPM), Grand Prairie, Texas. Both airplanes sustained substantial damage. The flight instructor and student pilot onboard each airplane were not injured. The first airplane, N565SP, was registered to LLP Leasing Group, LLC, and the second airplane, N52243, was registered to Skymates, Inc. Both airplanes were operated by Skymates Flight Academy as Title 14 Code of Federal Regulations Part 91 instructional flights. Day visual meteorological conditions prevailed and neither flight was operated on a flight plan. Both local flights originated from GPM about 1230. Note: In this report, the term pilot will be used to refer to either the flight instructor or the student pilot in cases where a transmission or action is not attributed to a specific individual. At 1327:54, the pilot of N565SP contacted the GPM control tower and informed the controller that they were near the southern tip of Joe Pool Lake, about 10 miles south of the airport. At 1328:39, the pilot of N52243 contacted the GPM tower controller and reported 7 miles south of the airport. The tower controller instructed both pilots to enter a left downwind for landing on runway 17. Radar data indicated that N565SP was approximately 0.1 mile west of N52243 at that time. N565SP was about 2,300 ft mean sea level (msl); N52243 was about 2,400 ft msl. Radar data depicted the airplane flight paths converging near the south tip of Joe Pool Lake. About 1328:39, the airplane flight paths merged and remained in close proximity for approximately 58 seconds (1.6 miles) before they diverged abruptly. At 1329:05, the pilot of N565SP requested a clarification of the assigned transponder code. During the GPM tower controller's transmission an audible conflict alert could be heard in the control tower cab. At that time, radar data indicated that N565SP and N52243 were 2,500 ft and 2,400 ft, respectively. At 1329:28, the tower controller instructed N52243 to start a turn toward the northeast corner of the lake. At 1329:37, the pilot of N52243 declared an emergency; the nature of the emergency was unintelligible in the initial transmission. The controller acknowledged and inquired about the nature of the emergency. At 1329:51, the pilot of N565SP transmitted "just had an airplane hit us from the back." The controller again queried N52243 for the nature of the emergency, and the pilot replied, "still good" and that they would report downwind for runway 17. Again, the controller attempted to confirm which airplane had declared the emergency. A few seconds later, the pilot of N565SP requested the tower controller to check the landing gear as the airplane approached the airport. The controller cleared the pilot for a straight-in approach to runway 35. At 1330:51, the controller instructed the pilot of N52243 to execute a left 360° turn, at which time the pilot informed the controller of damage to the right wing and the cowling. The pilot requested a straight-in approach. The controller transmitted "understand you are declaring an emergency" and cleared the flight to land on runway 35, "number one." The controller subsequently instructed the pilot of N565SP to execute a right 360° turn for spacing, followed by a straight-in approach to runway 35. The controller then asked if there had been a mid-air collision. The pilot of N565SP confirmed there had been a collision. Both airplanes subsequently landed without further incident. The flight instructor of N565SP reported that they were returning to GPM after practicing takeoff and landings at Mid-Way Regional Airport (JWY), Midlothian, Texas. They contacted the GPM tower controller at the south tip of Joe Pool Lake. Shortly afterward, he noticed another airplane in his peripheral vision approaching from the left and behind; however, he did not have time to react to avoid the collision. He was able to maintain control of the airplane after the collision and subsequently landed at GPM without further damage to the airplane. The flight instructor of N52243 reported that they were returning to GPM from the practice area south of Joe Pool Lake at 2,500 ft msl when he saw an airplane "suddenly appeared in front" of them. He did not have time to avoid the collision, estimating the impact occurred within one second of observing the airplane. He immediately reduced engine power and entered a descending left turn. He maintained control of the airplane and continued to GPM, subsequently landing without further damage to the airplane. METEOROLOGICAL INFORMATIONAt 1250 and at 1350, the GPM Automated Weather Observing System (AWOS) recorded a clear sky and 10 miles visibility with no obscuration. WRECKAGE AND IMPACT INFORMATIONN565SP – The airplane sustained damage to the left wing, flap, and aileron. The outboard wing leading edge was dented and the lower wing skin was buckled forward of the flap. A cut in the lower wing skin was located immediately forward of the aileron. The aileron was buckled and deformed over approximately one-half the span. The aileron mounting hinge and control system continuity was intact. The left wing flap trailing edge was dented near mid-span. N52243 – The airplane sustained damage to the right wing, engine cowling and windshield. The right wing leading edge was deformed and the wing skin was torn about one-third span from the wing root. The wing leading edge was damaged over an approximate an 18-inch width by 6-inch deep area. The wing spar appeared intact. The upper, right side of the engine cowling was dented and creased. The right side of the windshield exhibited scrape/scuffing marks. ADDITIONAL INFORMATIONFAA regulations (§91.113) required that when weather conditions permit "vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft." With regard to right-of-way, the regulations stated, "when aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. Furthermore, "the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear." In the case of one aircraft overtaking another, "each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear." For aircraft "approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft." Federal Aviation Administration (FAA) Order 7110.65 prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. The order stated that, "The primary purpose of the [Air Traffic Control] system is to prevent a collision between aircraft operating in the system and to provide a safe, orderly and expeditious flow of traffic." In addition, the order stated that a controller's first priority should be given to "separating aircraft and issuing safety alerts." Furthermore, the order stated, "Issue a safety alert to an aircraft if you are aware the aircraft is in a position/altitude that, in your judgement, places it in unsafe proximity to terrain, obstructions, or other aircraft."
The failure of the pilots of both airplanes to see and avoid the other airplane while entering the airport traffic pattern in visual meteorological conditions. Contributing to the accident was the tower controller's failure to recognize the proximity of the airplanes to each other, to issue a safety alert to the pilots of either airplane, and to establish a landing sequence for the airplanes.
Source: NTSB Aviation Accident Database
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