N52243Cessna 172S · 2002

The pilot reported that the landing approach was stable, but during landing flare, he lost control of the airplane. The airplane pulled to the right and then to the left. The pilot attempted to regain airplane control but felt it was unsafe to continue with the landing, so he attempted a go-around at which time the airplane was near the left side of the runway. The pilot continued the go-around because the airplane was headed toward a tree line with too much power and momentum to attempt a landing. As the airplane approached the tree line, the pilot increased the airplane’s pitch attitude to climb above the trees, but the airplane entered an aerodynamic stall. The airplane stalled and impacted terrain, which resulted in substantial damage to both wings and the fuselage. The owner reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

On 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.

At 1250 and at 1350, the GPM Automated Weather Observing System (AWOS) recorded a clear sky and 10 miles visibility with no obscuration.

N565SP – 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.

FAA 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."