Near midair collision.

Attributes
ACN	266871
Time
Date	199403
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : 3g6
State Reference	OH
Altitude	msl bound lower : 3000 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	PA-28 Cherokee/Archer II/Dakota/Pillan/Warrior
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : direct
Flight Plan	None
Aircraft 2
Operator	other
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	cruise other cruise other
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 17 flight time total : 767 flight time type : 185
ASRS Report	266871
Person 2
Affiliation	government other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial pilot : atp
Events
Anomaly	aircraft equipment problem : less severe conflict : nmac non adherence : far
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Consequence	Other
Miss Distance	horizontal : 300 vertical : 10
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

During cruise climb at about 3000 ft MSL on a heading of approximately 340 degrees, another aircraft (C-172 or C-182) suddenly came into view just above the top of the instrument panel at about 2 O'clock. The other aircraft was traveling in the opposite direction, in level flight, in a 20 to 30 degree right bank. There was no time for me to take evasive action. The bank angle may indicate the other aircraft was taking evasive action (the other aircraft appeared to be an ohio highway patrol aircraft -- it may have been flying an oval pattern). 3 factors contributed to this near miss: slight nose high attitude due to cruise climb. More frequent clearing turns would help. I was practicing navigation by pilotage (xchking terrain features with the detroit sectional chart), although having dual vors, LORAN C, and ADF. The aircraft radio station license had expired, and despite considerable effort, I had been unable to obtain an FCC 404 form. Therefore VHF transmitter, transponder, and DME were not being used to avoid FCC rules violation. I had monitored CTAF at the departure (3g6) airport, and then at 4g3 and had just switched to monitor akron-canton approach control. Safety would have been enhanced by using at least transponder with mode C despite lack of current license! The transponder had just been recertified!

Original NASA ASRS Text

Title: NMAC.

Narrative: DURING CRUISE CLB AT ABOUT 3000 FT MSL ON A HDG OF APPROX 340 DEGS, ANOTHER ACFT (C-172 OR C-182) SUDDENLY CAME INTO VIEW JUST ABOVE THE TOP OF THE INST PANEL AT ABOUT 2 O'CLOCK. THE OTHER ACFT WAS TRAVELING IN THE OPPOSITE DIRECTION, IN LEVEL FLT, IN A 20 TO 30 DEG R BANK. THERE WAS NO TIME FOR ME TO TAKE EVASIVE ACTION. THE BANK ANGLE MAY INDICATE THE OTHER ACFT WAS TAKING EVASIVE ACTION (THE OTHER ACFT APPEARED TO BE AN OHIO HWY PATROL ACFT -- IT MAY HAVE BEEN FLYING AN OVAL PATTERN). 3 FACTORS CONTRIBUTED TO THIS NEAR MISS: SLIGHT NOSE HIGH ATTITUDE DUE TO CRUISE CLB. MORE FREQUENT CLRING TURNS WOULD HELP. I WAS PRACTICING NAV BY PILOTAGE (XCHKING TERRAIN FEATURES WITH THE DETROIT SECTIONAL CHART), ALTHOUGH HAVING DUAL VORS, LORAN C, AND ADF. THE ACFT RADIO STATION LICENSE HAD EXPIRED, AND DESPITE CONSIDERABLE EFFORT, I HAD BEEN UNABLE TO OBTAIN AN FCC 404 FORM. THEREFORE VHF XMITTER, XPONDER, AND DME WERE NOT BEING USED TO AVOID FCC RULES VIOLATION. I HAD MONITORED CTAF AT THE DEP (3G6) ARPT, AND THEN AT 4G3 AND HAD JUST SWITCHED TO MONITOR AKRON-CANTON APCH CTL. SAFETY WOULD HAVE BEEN ENHANCED BY USING AT LEAST XPONDER WITH MODE C DESPITE LACK OF CURRENT LICENSE! THE XPONDER HAD JUST BEEN RECERTIFIED!

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.