Narrative:

I had a visual contact with the airport about 2.5 mi on left base runway 32. When I reported airport in sight, approach controller advised me that there was traffic about 1.5 mi south of the field. I made 2 radio calls to notify my location and intention while I was looking for the traffic. I didn't get any radio call from the traffic because I was on incorrect frequency which I didn't know. I just assumed that the traffic which was a pwred hang glider was not equipped with radio. In fact he had an operable 2-WAY radio and was using it, which he described later on. When I was about 1 mi left base, he was about 1/2 mi final. I thought spacing was enough without knowing that his approach speed was 20 KTS, which he said later on. When I was on the 1 1/2 mi final, he was about 1/3 of landing runway. He appeared to me that he was flying level along the runway. I thought he was doing a low approach or going around. I decided to continue my landing approach because I thought that 2 tfcs executing a go around with not being able to maintain radio contact is much more dangerous. Somehow I lost visual contact with him on final and I don't remember when I exactly lost visual contact. My best guess is that since I was surprised about dirty condition of the runway surface, I got in target fixation, especially concerning possible flat tire during touchdown. While I was back-taxiing (no taxiway) to the ramp area, I saw the pilot and pwred hang glider. I wondered how he could land before me and cleared the runway ahead of me. When I met him at the ramp area, I had to take all of his anger. I knew that I deserved it and I apologized from the bottom of my heart. I could have killed him. I still don't understand how I could pick up incorrect frequency even though I checked it from airport directory and GPS. Both sources showed correct frequency which is 123.0 but somehow I got 123.9. That was my first mistake. The second mistake was misjudgement on spacing due to way slower approach speed than I could possibly imagine. The third mistake was not initiating a maneuver to have enough space. I think that it happened because I didn't want to fly the pattern in unfamiliar mountainous area in such haze condition. The last is a target fixation. I admit that I made very critical mistakes and was very unprofessional. I learned a very simple fact by endangering other pilot's life. However, one thing I can say at this moment is that same mistake will not happen twice. From now on, I will fly the pattern as long as the WX permits even if it is visual approach followed by instrument flight.

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Original NASA ASRS Text

Title: BE58 PLT AND A PWRED HANG GLIDER HAVE AN NMAC IN 0A7 CLASS G AIRSPACE.

Narrative: I HAD A VISUAL CONTACT WITH THE ARPT ABOUT 2.5 MI ON L BASE RWY 32. WHEN I RPTED ARPT IN SIGHT, APCH CTLR ADVISED ME THAT THERE WAS TFC ABOUT 1.5 MI S OF THE FIELD. I MADE 2 RADIO CALLS TO NOTIFY MY LOCATION AND INTENTION WHILE I WAS LOOKING FOR THE TFC. I DIDN'T GET ANY RADIO CALL FROM THE TFC BECAUSE I WAS ON INCORRECT FREQ WHICH I DIDN'T KNOW. I JUST ASSUMED THAT THE TFC WHICH WAS A PWRED HANG GLIDER WAS NOT EQUIPPED WITH RADIO. IN FACT HE HAD AN OPERABLE 2-WAY RADIO AND WAS USING IT, WHICH HE DESCRIBED LATER ON. WHEN I WAS ABOUT 1 MI L BASE, HE WAS ABOUT 1/2 MI FINAL. I THOUGHT SPACING WAS ENOUGH WITHOUT KNOWING THAT HIS APCH SPD WAS 20 KTS, WHICH HE SAID LATER ON. WHEN I WAS ON THE 1 1/2 MI FINAL, HE WAS ABOUT 1/3 OF LNDG RWY. HE APPEARED TO ME THAT HE WAS FLYING LEVEL ALONG THE RWY. I THOUGHT HE WAS DOING A LOW APCH OR GOING AROUND. I DECIDED TO CONTINUE MY LNDG APCH BECAUSE I THOUGHT THAT 2 TFCS EXECUTING A GAR WITH NOT BEING ABLE TO MAINTAIN RADIO CONTACT IS MUCH MORE DANGEROUS. SOMEHOW I LOST VISUAL CONTACT WITH HIM ON FINAL AND I DON'T REMEMBER WHEN I EXACTLY LOST VISUAL CONTACT. MY BEST GUESS IS THAT SINCE I WAS SURPRISED ABOUT DIRTY CONDITION OF THE RWY SURFACE, I GOT IN TARGET FIXATION, ESPECIALLY CONCERNING POSSIBLE FLAT TIRE DURING TOUCHDOWN. WHILE I WAS BACK-TAXIING (NO TXWY) TO THE RAMP AREA, I SAW THE PLT AND PWRED HANG GLIDER. I WONDERED HOW HE COULD LAND BEFORE ME AND CLRED THE RWY AHEAD OF ME. WHEN I MET HIM AT THE RAMP AREA, I HAD TO TAKE ALL OF HIS ANGER. I KNEW THAT I DESERVED IT AND I APOLOGIZED FROM THE BOTTOM OF MY HEART. I COULD HAVE KILLED HIM. I STILL DON'T UNDERSTAND HOW I COULD PICK UP INCORRECT FREQ EVEN THOUGH I CHKED IT FROM ARPT DIRECTORY AND GPS. BOTH SOURCES SHOWED CORRECT FREQ WHICH IS 123.0 BUT SOMEHOW I GOT 123.9. THAT WAS MY FIRST MISTAKE. THE SECOND MISTAKE WAS MISJUDGEMENT ON SPACING DUE TO WAY SLOWER APCH SPD THAN I COULD POSSIBLY IMAGINE. THE THIRD MISTAKE WAS NOT INITIATING A MANEUVER TO HAVE ENOUGH SPACE. I THINK THAT IT HAPPENED BECAUSE I DIDN'T WANT TO FLY THE PATTERN IN UNFAMILIAR MOUNTAINOUS AREA IN SUCH HAZE CONDITION. THE LAST IS A TARGET FIXATION. I ADMIT THAT I MADE VERY CRITICAL MISTAKES AND WAS VERY UNPROFESSIONAL. I LEARNED A VERY SIMPLE FACT BY ENDANGERING OTHER PLT'S LIFE. HOWEVER, ONE THING I CAN SAY AT THIS MOMENT IS THAT SAME MISTAKE WILL NOT HAPPEN TWICE. FROM NOW ON, I WILL FLY THE PATTERN AS LONG AS THE WX PERMITS EVEN IF IT IS VISUAL APCH FOLLOWED BY INST FLT.

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.