Narrative:

I believe I may have participated in a near midair or near ground collision, based on how events have been described to me. I was returning to lvj, located in the southern portion of the houston terminal airspace mode C veil. I was returning from the northern part of ZFW's airspace. I made my trip under VFR, without flight plan, but with continuous flight following from the appropriate ctrs and approach controls, with my last flight following contact being with hou approach. I do not feel approach was a contributing factor. On arrival into the houston terminal airspace, I was vectored within the western portion of the class B airspace, given stepwise dscnts and eventually was released/terminated from radar service approaching from the northwest into lvj, underneath the class B airspace in that area. I obtained automated WX on clover's designated frequency and noted that winds were calm on several occasions. When I was terminated from flight following I was told there was one unverified target that appeared in the pattern at clover and I began to look accordingly. As I approached the field, I switched to advisory and announced my approach from the west, full stop landing at clover. I heard 1 aircraft calling traffic pattern position for runway 22, and I looked carefully for this traffic. I did not see the aircraft, but noted mentally that runway 4/22 is a short unpaved runway (2400 ft approximately) that is not routinely used, and I set myself up for a right base entry and final for runway 32R. I made my base and final traffic calls, and as I descended on short final, I saw a light twin passing overhead from the northeast to the south in a climbing turn. I completed my landing and exited at the terminal. I parked the plane, and departed the field within 10 mins. The following wednesday, went out to clover field in the afternoon. The general manager of the FBO mentioned that on the day in question one of his instructors alleged that I had entered the pattern, cut off a twin on landing forcing it to go around, was taxiing too fast and that I didn't respond to any radio calls. I was immediately concerned, recollected my thoughts, and relayed them to him as mentioned above. I came to the conclusion that I was on the wrong CTAF frequency, and that I had indeed caused a light twin approaching me head-on using runway 14L to go around. I normally consider myself pretty meticulous about traffic spotting and radio discipline, and can only suspect that I had tuned the aircraft radio to 122.7 rather than 122.8 for clover. As I landed I saw only 1 other aircraft operating that was in the run-up area for runway 14L. I can only assume that this conflict was caused by myself, primarily by using the wrong frequency. I believe that as fatigued and distressed as I was, I simply selected 122.7 out of some dormant habit. I may have been complacent about traffic spotting, as most no radio traffic at clover uses a turf parallel runway 32L/14R and I presumed since the downwind and base and final for runway 32R were clear I was safe to make a short base entry and landing. As PIC I am responsible for my actions regardless of the circumstance. I think that given the extraneous stressors that I was under, I probably should not have been flying, but given that I chose to fly anyway, having a written 'flight plan' could have been advantageous for me. While I am a VFR pilot, I have a significant amount of instrument training, I usually carry the approach plates for the fields that I am flying to and from or may divert to. In the absence of using a written 'plan' I should have consulted the approach plate that was readily available on my kneeboard. Once again, I was going to a familiar field of over a year and had no reason to suspect a problem.

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Original NASA ASRS Text

Title: PLT OF PA28 FEARS HE INADVERTENTLY CAUSED A CONFLICT ON LNDG AT UNCTLED LVJ DUE TO XMITTING POS ADVISORIES ON THE WRONG CTAF FREQ.

Narrative: I BELIEVE I MAY HAVE PARTICIPATED IN A NEAR MIDAIR OR NEAR GND COLLISION, BASED ON HOW EVENTS HAVE BEEN DESCRIBED TO ME. I WAS RETURNING TO LVJ, LOCATED IN THE SOUTHERN PORTION OF THE HOUSTON TERMINAL AIRSPACE MODE C VEIL. I WAS RETURNING FROM THE NORTHERN PART OF ZFW'S AIRSPACE. I MADE MY TRIP UNDER VFR, WITHOUT FLT PLAN, BUT WITH CONTINUOUS FLT FOLLOWING FROM THE APPROPRIATE CTRS AND APCH CTLS, WITH MY LAST FLT FOLLOWING CONTACT BEING WITH HOU APCH. I DO NOT FEEL APCH WAS A CONTRIBUTING FACTOR. ON ARR INTO THE HOUSTON TERMINAL AIRSPACE, I WAS VECTORED WITHIN THE WESTERN PORTION OF THE CLASS B AIRSPACE, GIVEN STEPWISE DSCNTS AND EVENTUALLY WAS RELEASED/TERMINATED FROM RADAR SVC APCHING FROM THE NW INTO LVJ, UNDERNEATH THE CLASS B AIRSPACE IN THAT AREA. I OBTAINED AUTOMATED WX ON CLOVER'S DESIGNATED FREQ AND NOTED THAT WINDS WERE CALM ON SEVERAL OCCASIONS. WHEN I WAS TERMINATED FROM FLT FOLLOWING I WAS TOLD THERE WAS ONE UNVERIFIED TARGET THAT APPEARED IN THE PATTERN AT CLOVER AND I BEGAN TO LOOK ACCORDINGLY. AS I APCHED THE FIELD, I SWITCHED TO ADVISORY AND ANNOUNCED MY APCH FROM THE W, FULL STOP LNDG AT CLOVER. I HEARD 1 ACFT CALLING TFC PATTERN POS FOR RWY 22, AND I LOOKED CAREFULLY FOR THIS TFC. I DID NOT SEE THE ACFT, BUT NOTED MENTALLY THAT RWY 4/22 IS A SHORT UNPAVED RWY (2400 FT APPROX) THAT IS NOT ROUTINELY USED, AND I SET MYSELF UP FOR A R BASE ENTRY AND FINAL FOR RWY 32R. I MADE MY BASE AND FINAL TFC CALLS, AND AS I DSNDED ON SHORT FINAL, I SAW A LIGHT TWIN PASSING OVERHEAD FROM THE NE TO THE S IN A CLBING TURN. I COMPLETED MY LNDG AND EXITED AT THE TERMINAL. I PARKED THE PLANE, AND DEPARTED THE FIELD WITHIN 10 MINS. THE FOLLOWING WEDNESDAY, WENT OUT TO CLOVER FIELD IN THE AFTERNOON. THE GENERAL MGR OF THE FBO MENTIONED THAT ON THE DAY IN QUESTION ONE OF HIS INSTRUCTORS ALLEGED THAT I HAD ENTERED THE PATTERN, CUT OFF A TWIN ON LNDG FORCING IT TO GO AROUND, WAS TAXIING TOO FAST AND THAT I DIDN'T RESPOND TO ANY RADIO CALLS. I WAS IMMEDIATELY CONCERNED, RECOLLECTED MY THOUGHTS, AND RELAYED THEM TO HIM AS MENTIONED ABOVE. I CAME TO THE CONCLUSION THAT I WAS ON THE WRONG CTAF FREQ, AND THAT I HAD INDEED CAUSED A LIGHT TWIN APCHING ME HEAD-ON USING RWY 14L TO GO AROUND. I NORMALLY CONSIDER MYSELF PRETTY METICULOUS ABOUT TFC SPOTTING AND RADIO DISCIPLINE, AND CAN ONLY SUSPECT THAT I HAD TUNED THE ACFT RADIO TO 122.7 RATHER THAN 122.8 FOR CLOVER. AS I LANDED I SAW ONLY 1 OTHER ACFT OPERATING THAT WAS IN THE RUN-UP AREA FOR RWY 14L. I CAN ONLY ASSUME THAT THIS CONFLICT WAS CAUSED BY MYSELF, PRIMARILY BY USING THE WRONG FREQ. I BELIEVE THAT AS FATIGUED AND DISTRESSED AS I WAS, I SIMPLY SELECTED 122.7 OUT OF SOME DORMANT HABIT. I MAY HAVE BEEN COMPLACENT ABOUT TFC SPOTTING, AS MOST NO RADIO TFC AT CLOVER USES A TURF PARALLEL RWY 32L/14R AND I PRESUMED SINCE THE DOWNWIND AND BASE AND FINAL FOR RWY 32R WERE CLR I WAS SAFE TO MAKE A SHORT BASE ENTRY AND LNDG. AS PIC I AM RESPONSIBLE FOR MY ACTIONS REGARDLESS OF THE CIRCUMSTANCE. I THINK THAT GIVEN THE EXTRANEOUS STRESSORS THAT I WAS UNDER, I PROBABLY SHOULD NOT HAVE BEEN FLYING, BUT GIVEN THAT I CHOSE TO FLY ANYWAY, HAVING A WRITTEN 'FLT PLAN' COULD HAVE BEEN ADVANTAGEOUS FOR ME. WHILE I AM A VFR PLT, I HAVE A SIGNIFICANT AMOUNT OF INST TRAINING, I USUALLY CARRY THE APCH PLATES FOR THE FIELDS THAT I AM FLYING TO AND FROM OR MAY DIVERT TO. IN THE ABSENCE OF USING A WRITTEN 'PLAN' I SHOULD HAVE CONSULTED THE APCH PLATE THAT WAS READILY AVAILABLE ON MY KNEEBOARD. ONCE AGAIN, I WAS GOING TO A FAMILIAR FIELD OF OVER A YEAR AND HAD NO REASON TO SUSPECT A PROB.

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.