2 smas had an near midair collision at an uncontrolled airport.

Attributes
ACN	233330
Time
Date	199302
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : akr
State Reference	OH
Altitude	msl bound lower : 1500 msl bound upper : 1500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	Small Aircraft, High Wing, 1 Eng, Fixed Gear
Flight Phase	descent : approach landing : go around landing other
Route In Use	approach : straight in arrival other
Flight Plan	VFR
Aircraft 2
Make Model Name	Small Aircraft, High Wing, 1 Eng, Fixed Gear
Flight Phase	cruise other descent : approach
Person 1
Affiliation	Other
Function	instruction : instructor
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 600 flight time type : 500
ASRS Report	233330
Person 2
Affiliation	Other
Function	instruction : trainee
Qualification	pilot : private
Events
Anomaly	conflict : nmac other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 0 vertical : 36
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The event began on an IFR approach into akr. Akron approach advised us of traffic at 6 O'clock, 1 mi, 700 ft below us. We spotted the aircraft and cancelled IFR. We changed to unicom, announced our position, and initiated our descent after we had enough separation. As we began our descent from MDA to land, I spotted the aircraft on an upwind. During this time we hadn't heard a single radio call from the other small aircraft. Upon reaching the flare, we elected to do a go around. We radioed our actions and began our climb. We then noticed the other aircraft turning crosswind and began on a collision course towards us. Upon noticing this situation, we made another radio call announcing our position. Being in a climb we had very few options available and the other aircraft continued towards us. Upon realizing the other airplane was not giving right of way to the least maneuverable aircraft, we had to drop 20 degrees of flaps to provide enough lift to get above the aircraft thus avoiding a collision. In order to prevent this in the future, all aircraft should participate on unicom in broadcasting position and intentions, as well as knowing the rules in part 91 of aircraft right-of- way.

Original NASA ASRS Text

Title: 2 SMAS HAD AN NMAC AT AN UNCTLED ARPT.

Narrative: THE EVENT BEGAN ON AN IFR APCH INTO AKR. AKRON APCH ADVISED US OF TFC AT 6 O'CLOCK, 1 MI, 700 FT BELOW US. WE SPOTTED THE ACFT AND CANCELLED IFR. WE CHANGED TO UNICOM, ANNOUNCED OUR POS, AND INITIATED OUR DSCNT AFTER WE HAD ENOUGH SEPARATION. AS WE BEGAN OUR DSCNT FROM MDA TO LAND, I SPOTTED THE ACFT ON AN UPWIND. DURING THIS TIME WE HADN'T HEARD A SINGLE RADIO CALL FROM THE OTHER SMA. UPON REACHING THE FLARE, WE ELECTED TO DO A GAR. WE RADIOED OUR ACTIONS AND BEGAN OUR CLB. WE THEN NOTICED THE OTHER ACFT TURNING XWIND AND BEGAN ON A COLLISION COURSE TOWARDS US. UPON NOTICING THIS SIT, WE MADE ANOTHER RADIO CALL ANNOUNCING OUR POS. BEING IN A CLB WE HAD VERY FEW OPTIONS AVAILABLE AND THE OTHER ACFT CONTINUED TOWARDS US. UPON REALIZING THE OTHER AIRPLANE WAS NOT GIVING RIGHT OF WAY TO THE LEAST MANEUVERABLE ACFT, WE HAD TO DROP 20 DEGS OF FLAPS TO PROVIDE ENOUGH LIFT TO GET ABOVE THE ACFT THUS AVOIDING A COLLISION. IN ORDER TO PREVENT THIS IN THE FUTURE, ALL ACFT SHOULD PARTICIPATE ON UNICOM IN BROADCASTING POS AND INTENTIONS, AS WELL AS KNOWING THE RULES IN PART 91 OF ACFT RIGHT-OF- WAY.

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.