PA32 pilot has near midair collision departing bmt.

Attributes
ACN	560815
Time
Date	200209
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : bmi.airport
State Reference	TX
Altitude	agl single value : 600
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	PA-32 Cherokee Six/Lance/Saratoga
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff
Flight Plan	IFR
Aircraft 2
Operator	general aviation : personal
Make Model Name	Piper Aircraft Corp Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : traffic pattern
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : atp
Experience	flight time last 90 days : 30 flight time total : 4000 flight time type : 30
ASRS Report	560815
Person 2
Affiliation	other
Function	flight crew : single pilot
Events
Anomaly	conflict : nmac non adherence : far other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Miss Distance	horizontal : 0 vertical : 50
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I advised I would be taking off from runway 31L and was told to 'hold for release.' I did so. I was told by clearance delivery of release into controled airspace and to 'enter controled airspace heading 300 degrees.' during all times, I monitored the unicom frequency on the second radio. I checked the area and advised traffic on 123.0 that I was 'taking off runway 31, departing to the northwest.' there was no reply. I did see a low wing piper aircraft on downwind leg to runway 31, but it appeared to be breaking out of the traffic pattern on a 45 degree leg to the southwest. After takeoff, I altered course slightly to the left to a heading of 300 degrees. At that moment, the low winged piper suddenly appeared from my left, slightly but head-on to me. I passed directly under the other plane. There was no time to react. The converging airplane had been obscured by my left windshield post. This was the same plane that had been downwind to runway 31. It had reversed its direction and had entered a base or final leg to runway 13. I never heard any position reports from this other airplane. Upon returning to the airport later that day, witnesses confirmed that the other airplane did not at any time contact unicom for TA's and had not broadcast any position reports. Witnesses said the other plane made a very poor 'bouncing and porpoising landing' on runway 31 after 1 go around maneuver on runway 13. The other airplane was not based at airport, rptedly was based in another area. Witnesses who attempted to counsel the pilot of the other plane report that he was under the impression that runway 13 was active because that was the 'calm wind' runway. He also told the witnesses he was monitoring unicom frequency 'but never heard anything' as if his radio volume control was turned down. It was the impression of the witnesses that pilot of the other airplane never at any time saw my airplane, or the one behind me in line for takeoff, and did not realize he had an near midair collision experience.

Original NASA ASRS Text

Title: PA32 PLT HAS NMAC DEPARTING BMT.

Narrative: I ADVISED I WOULD BE TAKING OFF FROM RWY 31L AND WAS TOLD TO 'HOLD FOR RELEASE.' I DID SO. I WAS TOLD BY CLRNC DELIVERY OF RELEASE INTO CTLED AIRSPACE AND TO 'ENTER CTLED AIRSPACE HDG 300 DEGS.' DURING ALL TIMES, I MONITORED THE UNICOM FREQ ON THE SECOND RADIO. I CHKED THE AREA AND ADVISED TFC ON 123.0 THAT I WAS 'TAKING OFF RWY 31, DEPARTING TO THE NW.' THERE WAS NO REPLY. I DID SEE A LOW WING PIPER ACFT ON DOWNWIND LEG TO RWY 31, BUT IT APPEARED TO BE BREAKING OUT OF THE TFC PATTERN ON A 45 DEG LEG TO THE SW. AFTER TKOF, I ALTERED COURSE SLIGHTLY TO THE L TO A HDG OF 300 DEGS. AT THAT MOMENT, THE LOW WINGED PIPER SUDDENLY APPEARED FROM MY L, SLIGHTLY BUT HEAD-ON TO ME. I PASSED DIRECTLY UNDER THE OTHER PLANE. THERE WAS NO TIME TO REACT. THE CONVERGING AIRPLANE HAD BEEN OBSCURED BY MY L WINDSHIELD POST. THIS WAS THE SAME PLANE THAT HAD BEEN DOWNWIND TO RWY 31. IT HAD REVERSED ITS DIRECTION AND HAD ENTERED A BASE OR FINAL LEG TO RWY 13. I NEVER HEARD ANY POS RPTS FROM THIS OTHER AIRPLANE. UPON RETURNING TO THE ARPT LATER THAT DAY, WITNESSES CONFIRMED THAT THE OTHER AIRPLANE DID NOT AT ANY TIME CONTACT UNICOM FOR TA'S AND HAD NOT BROADCAST ANY POS RPTS. WITNESSES SAID THE OTHER PLANE MADE A VERY POOR 'BOUNCING AND PORPOISING LNDG' ON RWY 31 AFTER 1 GAR MANEUVER ON RWY 13. THE OTHER AIRPLANE WAS NOT BASED AT ARPT, RPTEDLY WAS BASED IN ANOTHER AREA. WITNESSES WHO ATTEMPTED TO COUNSEL THE PLT OF THE OTHER PLANE RPT THAT HE WAS UNDER THE IMPRESSION THAT RWY 13 WAS ACTIVE BECAUSE THAT WAS THE 'CALM WIND' RWY. HE ALSO TOLD THE WITNESSES HE WAS MONITORING UNICOM FREQ 'BUT NEVER HEARD ANYTHING' AS IF HIS RADIO VOLUME CTL WAS TURNED DOWN. IT WAS THE IMPRESSION OF THE WITNESSES THAT PLT OF THE OTHER AIRPLANE NEVER AT ANY TIME SAW MY AIRPLANE, OR THE ONE BEHIND ME IN LINE FOR TKOF, AND DID NOT REALIZE HE HAD AN NMAC EXPERIENCE.

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.