Narrative:

The reporter's aircraft (#1) was eastbound on V-220 at 11000' MSL in IMC conditions at approximately 65 NM west of mck VOR and in contact with den center. At approximately 50 NM west of mkc VOR I became VMC and noticed an aircraft (#2) position lights at my 11 O'clock position, heading the opp dir on V-220 and initially appeared higher than I was. I had just been given the current mkc altimeter setting and approach clearance by den center. I advised denver center that I had an aircraft on visual at 11 O'clock. Center replied that he did not have mode C on the aircraft that I reported. Aircraft (#1) remained at 11000' MSL and continued to observe aircraft (#2). As aircraft (#2) approached he displayed his landing lights and did not change his direction or altitude. Aircraft (#1) displayed his landing lights and made an evasive 45 degree right bank to avoid aircraft (#2). Aircraft (#1) had approximately 60 seconds of visual contact prior to the evasive right bank. Estimated miss was approximately 150-300' horizontal and 20' vertical, aircraft (#2) being higher than aircraft (#1). I advised den center of near miss and requested that a report be filed. I believe that aircraft (#2) was at the incorrect altitude in relationship to the direction of travel, improper flight planning due to IMC conditions within the area and at night, disregard to aircraft (#1) by not using proper procedures when encountering an aircraft head on. Landing lights alone will not prevent an accident. Additional complications were due to den center not advising aircraft (#1) of the presence of aircraft (#2). I reported the aircraft to center, almost too late. Mandatory mode C for all aircraft could possibly have prevented this situation if center would have reported such aircraft.

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Original NASA ASRS Text

Title: CLOSE PROX GA-SMT GA-UNK ON AIRWAY V220.

Narrative: THE RPTR'S ACFT (#1) WAS EBND ON V-220 AT 11000' MSL IN IMC CONDITIONS AT APPROX 65 NM W OF MCK VOR AND IN CONTACT WITH DEN CENTER. AT APPROX 50 NM W OF MKC VOR I BECAME VMC AND NOTICED AN ACFT (#2) POS LIGHTS AT MY 11 O'CLOCK POS, HEADING THE OPP DIR ON V-220 AND INITIALLY APPEARED HIGHER THAN I WAS. I HAD JUST BEEN GIVEN THE CURRENT MKC ALTIMETER SETTING AND APCH CLRNC BY DEN CENTER. I ADVISED DENVER CENTER THAT I HAD AN ACFT ON VISUAL AT 11 O'CLOCK. CENTER REPLIED THAT HE DID NOT HAVE MODE C ON THE ACFT THAT I RPTED. ACFT (#1) REMAINED AT 11000' MSL AND CONTINUED TO OBSERVE ACFT (#2). AS ACFT (#2) APCHED HE DISPLAYED HIS LNDG LIGHTS AND DID NOT CHANGE HIS DIRECTION OR ALT. ACFT (#1) DISPLAYED HIS LNDG LIGHTS AND MADE AN EVASIVE 45 DEG RIGHT BANK TO AVOID ACFT (#2). ACFT (#1) HAD APPROX 60 SECS OF VISUAL CONTACT PRIOR TO THE EVASIVE RIGHT BANK. ESTIMATED MISS WAS APPROX 150-300' HORIZ AND 20' VERT, ACFT (#2) BEING HIGHER THAN ACFT (#1). I ADVISED DEN CENTER OF NEAR MISS AND REQUESTED THAT A RPT BE FILED. I BELIEVE THAT ACFT (#2) WAS AT THE INCORRECT ALT IN RELATIONSHIP TO THE DIRECTION OF TRAVEL, IMPROPER FLT PLANNING DUE TO IMC CONDITIONS WITHIN THE AREA AND AT NIGHT, DISREGARD TO ACFT (#1) BY NOT USING PROPER PROCS WHEN ENCOUNTERING AN ACFT HEAD ON. LNDG LIGHTS ALONE WILL NOT PREVENT AN ACCIDENT. ADDITIONAL COMPLICATIONS WERE DUE TO DEN CENTER NOT ADVISING ACFT (#1) OF THE PRESENCE OF ACFT (#2). I RPTED THE ACFT TO CENTER, ALMOST TOO LATE. MANDATORY MODE C FOR ALL ACFT COULD POSSIBLY HAVE PREVENTED THIS SITUATION IF CENTER WOULD HAVE RPTED SUCH ACFT.

Data retrieved from NASA's ASRS site as of August 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.