ASN Wikibase Occurrence # 152959
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| Date: | Friday 1 February 2013 |
| Time: | 08:05 |
| Type: |  Cessna 152 |
| Owner/operator: | Texas A&M Flying Club |
| Registration: | N93124 |
| MSN: | 15285409 |
| Year of manufacture: | 1981 |
| Fatalities: | Fatalities: 0 / Occupants: 1 |
| Aircraft damage: | Minor |
| Category: | Accident |
| Location: | Easterwood Field Airport - KCLL, College Station, TX -
 United States of America
|
| Phase: | Manoeuvring (airshow, firefighting, ag.ops.) |
| Nature: | Training |
| Departure airport: | College Station, TX (CLL) |
| College Station, TX (CLL) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Accident investigation report completed and information captured |
A review of available flightpath data established that there was a midair collision between a Cessna 152 and a Cirrus SR22 at 3,500 ft mean sea level (msl). The flight instructor of the Cessna 152 reported that he was conducting a local training flight with a primary student on her second instructional flight. The commercial pilot of the Cirrus SR22 was on a business flight en route to the same airport from which the Cessna 152 had departed. Both flights were operating in visual meteorological conditions (VMC).
The flight instructor stated that they had been practicing basic attitude flight maneuvers, and, as the airplane was climbing to 3,500 ft msl while maintaining a southeast heading, they felt an impact that originated from the right side of the airplane, aft of the main cabin, and heard a loud bang. He added that they were not in radio contact with the tower controller before the collision. The flight instructor subsequently observed that the right main landing gear wheel had separated from the airplane. After informing the tower controller of the damage, they were asked to perform a low pass and then to circle the airport until emergency equipment was in position. After circling the airport several times, the flight instructor made an uneventful landing.
The Cirrus pilot reported that, while established in cruise flight at 3,500 ft msl, the airplane’s windshield suddenly imploded from an apparent impact with an object. His initial thought was that the airplane had collided with a bird because he had not received any alerts from the airplane’s traffic advisory system nor did he see another aircraft. He subsequently recovered from an unintended descent before continuing directly toward the planned destination and declaring an emergency with the tower controller. The pilot reported that he had not established radio contact with the tower controller before the collision. He subsequently landed the airplane without further incident.
The flightpath data showed that the Cirrus had maintained a 080-degree true course at 3,500 ft msl for about 14 minutes before the collision. About 90 seconds before the collision, the Cessna was in a climbing left turn from a west-southwest course to the south-southeast. The plotted data established that, during the 70 seconds before the collision, the Cessna maintained a 160-degree true course and continued to climb from 3,100 ft to a maximum GPS altitude of 3,573 ft, which was recorded about 12 seconds before the collision. The Cessna subsequently descended about 60 ft during the 12-second period before the collision. The calculated angle between each airplane’s flightpath was about 80 degrees at the time of the collision. During the 70 seconds before the collision, the Cessna’s relative position to the Cirrus flightpath averaged 27 degrees left of course (11-o’clock position). Conversely, the Cirrus’s position relative to the Cessna flightpath averaged 72 degrees right of course (between the 2- and 3-o’clock positions).
Additional review of air traffic control radar track data revealed no transponder beacon returns associated with the Cessna until 2 minutes 34 seconds after the collision. During the same time period, primary radar returns were recorded by the radar sensor that closely matched the flightpath as recorded by the flight instructor’s portable GPS receiver. However, after the collision, the radar sensor began receiving transponder beacon returns from the Cessna that included a 1200 beacon code with associated mode-C altitude data. A reinforced beacon return was received for a remainder of the flightpath. When presented with a summary of the radar track data, the flight instructor acknowledged that he likely departed with the transponder off, or in the standby position, and then subsequently turned it on following the collision. Additionally, postaccident testing of the airplane’s altitude, static, and transponder systems revealed no anomalies that would have precluded their normal operation.
The Cirrus was equipped with a traffic advisory system, which actively interrog
Probable Cause: The flight instructor’s and commercial pilot’s failure to see and avoid the other airplane, which resulted in a collision during cruise flight. Contributing to the accident was the failure of the flight instructor of the other airplane to activate the transponder before departure, which resulted in no traffic advisories being issued before the collision.
Sources:
NTSB
FAA register: http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=93124
History of this aircraft
Other occurrences involving this aircraft
| 8 May 1997 | N93124 | Texas A And M Flying Club | 0 | College Station, TX | |
sub |
Location
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 01-Feb-2013 11:43 | slowkid | Added |
| 01-Feb-2013 14:21 | vvvww | Updated [Time, Registration, Cn, Source, Narrative] |
| 02-Feb-2013 14:46 | Geno | Updated [Location, Phase, Departure airport, Destination airport, Source, Narrative] |
| 21-Dec-2016 19:28 | ASN Update Bot | Updated [Time, Damage, Category, Investigating agency] |
| 28-Nov-2017 14:08 | ASN Update Bot | Updated [Operator, Total occupants, Other fatalities, Departure airport, Destination airport, Source, Narrative] |
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