Narrative:

This report describes a near midair collision between small aircraft X and air carrier Y near manhattan, ks, airport during excellent VFR conditions. Air carrier Y was inbound for landing from southeast and we had been shooting practice ILS-runway 3 and VOR-F approachs, for multi-engine communication ratings for the previous hour. Manhattan is a tower controled airport. The enlarged copy of the approach plate to follow our course of action. #1, we called tower on 2 mi final for ILS runway 3. #2, tower instructed us to pull up and reported to us that air carrier Y was 25 southeast and inbound for landing. #3, tower cleared us for the VOR-F pch. #4, tower instructed us to report micol int inbound. #5, we set radios for 037 degree right outbnd for the VOR-F approach and continued climbing to 3000 indicated altitude as before. #6, we intercepted the 037 degree right outbnd course, apparently air carrier Y reported wide base for runway 21 to tower between position 6 and 7. Tower did not report or did not have time to report position to us. #7, safety pilot for aircraft made visibility contact with air carrier Y approximately 3 to 4 seconds before the 2 aircraft xed courses. From our perspective, air carrier Y xed over us in a 15 degree left turn, slightly high from right to left, at nearly a head on course, descending for final on runway 21 with less than 100' sep. We took evasive, nose down action to avoid the traffic. Air carrier Y appeared to continue in a left descending turn to final with the gear down. #8, within 15 to 30 seconds after the aircraft xed courses we reported to mgk tower of the near midair collision. It is the opinion of this reporter, in this report, that air carrier Y did not see us until air carrier Y was nearly overhead. Air carrier Y appeared to take no evasive action and continued in a nose down, banked turn to intercept the final approach course. I feel the following action may have been the major factors in the above incident. The controller said he had made 48 or so operations in the hour that the incident occurred, compared to a normal 15-20. The controller informed me that air carrier Y had called wide base to tower approximately 30 seconds before I reported to tower of the near miss. I cannot be sure of this time, because I missed the air carrier Y call to tower, and tower did not inform me of position. If commuter pilots, landing and taking off at these smaller airports, would stop flying around like they are hauling freight at night and just slow down and observe normal traffic pattern operations, these incidents would be less likely to occur.

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Original NASA ASRS Text

Title: SMA ON PRACTICE APCH OPPOSITE DIRECTION TO LNDG TRAFFIC HAS NMAC WITH AN INBOUND ACR.

Narrative: THIS RPT DESCRIBES A NMAC BTWN SMA X AND ACR Y NEAR MANHATTAN, KS, ARPT DURING EXCELLENT VFR CONDITIONS. ACR Y WAS INBND FOR LNDG FROM SE AND WE HAD BEEN SHOOTING PRACTICE ILS-RWY 3 AND VOR-F APCHS, FOR MULTI-ENG COM RATINGS FOR THE PREVIOUS HR. MANHATTAN IS A TWR CTLED ARPT. THE ENLARGED COPY OF THE APCH PLATE TO FOLLOW OUR COURSE OF ACTION. #1, WE CALLED TWR ON 2 MI FINAL FOR ILS RWY 3. #2, TWR INSTRUCTED US TO PULL UP AND RPTED TO US THAT ACR Y WAS 25 SE AND INBND FOR LNDG. #3, TWR CLRED US FOR THE VOR-F PCH. #4, TWR INSTRUCTED US TO RPT MICOL INT INBND. #5, WE SET RADIOS FOR 037 DEG R OUTBND FOR THE VOR-F APCH AND CONTINUED CLBING TO 3000 INDICATED ALT AS BEFORE. #6, WE INTERCEPTED THE 037 DEG R OUTBND COURSE, APPARENTLY ACR Y RPTED WIDE BASE FOR RWY 21 TO TWR BTWN POS 6 AND 7. TWR DID NOT RPT OR DID NOT HAVE TIME TO RPT POS TO US. #7, SAFETY PLT FOR ACFT MADE VIS CONTACT WITH ACR Y APPROX 3 TO 4 SECS BEFORE THE 2 ACFT XED COURSES. FROM OUR PERSPECTIVE, ACR Y XED OVER US IN A 15 DEG L TURN, SLIGHTLY HIGH FROM R TO L, AT NEARLY A HEAD ON COURSE, DSNDING FOR FINAL ON RWY 21 WITH LESS THAN 100' SEP. WE TOOK EVASIVE, NOSE DOWN ACTION TO AVOID THE TFC. ACR Y APPEARED TO CONTINUE IN A L DSNDING TURN TO FINAL WITH THE GEAR DOWN. #8, WITHIN 15 TO 30 SECS AFTER THE ACFT XED COURSES WE RPTED TO MGK TWR OF THE NMAC. IT IS THE OPINION OF THIS RPTR, IN THIS RPT, THAT ACR Y DID NOT SEE US UNTIL ACR Y WAS NEARLY OVERHEAD. ACR Y APPEARED TO TAKE NO EVASIVE ACTION AND CONTINUED IN A NOSE DOWN, BANKED TURN TO INTERCEPT THE FINAL APCH COURSE. I FEEL THE FOLLOWING ACTION MAY HAVE BEEN THE MAJOR FACTORS IN THE ABOVE INCIDENT. THE CTLR SAID HE HAD MADE 48 OR SO OPS IN THE HR THAT THE INCIDENT OCCURRED, COMPARED TO A NORMAL 15-20. THE CTLR INFORMED ME THAT ACR Y HAD CALLED WIDE BASE TO TWR APPROX 30 SECS BEFORE I RPTED TO TWR OF THE NEAR MISS. I CANNOT BE SURE OF THIS TIME, BECAUSE I MISSED THE ACR Y CALL TO TWR, AND TWR DID NOT INFORM ME OF POS. IF COMMUTER PLTS, LNDG AND TAKING OFF AT THESE SMALLER ARPTS, WOULD STOP FLYING AROUND LIKE THEY ARE HAULING FREIGHT AT NIGHT AND JUST SLOW DOWN AND OBSERVE NORMAL TFC PATTERN OPS, THESE INCIDENTS WOULD BE LESS LIKELY TO OCCUR.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.