The pilot of the tailwheel-equipped Pitts departed from Runway 3 at the airport in Farmville, Virginia, flew out to the aerobatic practice box, completed his practice, and returned to the airport.
He entered a downwind for Runway 3 and announced his location relative to the traffic pattern throughout the landing. He heard another aircraft making calls in the traffic pattern, but nothing he was concerned about.
After he landed, during the rollout about midfield, he heard someone announce on the radio that there was an airplane on the runway. This was the last thing he remembered before hitting the Staudacher S600.
The pilot of the tailwheel-equipped S600 reported that, while he was en route to the designated aerobatic box, he decided he needed to return to the airport and land. He added that, because the winds were calm, he chose to land on Runway 21.
He made a right base call and did not hear anyone else on the radio.
He touched down about 300′ to 500′ down the runway at about 75 mph.
He added the impact with the Pitts came without warning.
According to the FAA inspector, the S600 pilot had taken off from Runway 3 en route to the practice box. While en route, he noticed a loose water bottle inside the cockpit and returned to the airport to drop it off.
He flew a tight right steep approach for Runway 21. The inspector noted that all the S600 radio traffic calls were for Runway 3.
During the landing roll, the two airplanes collided.
Post-accident examination revealed substantial damage to the forward fuselage.
Probable cause: The other pilot’s failure to see and avoid the other airplane landing in the opposite direction on the runway. Contributing to the accident was the other pilot’s failure to use the correct runway call sign in his radio communications.
NTSB Identification: GAA18CA017B
This October 2017 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
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A “calm wind runway” is one must be at their utmost vigalence. Many airports do not even publish a “calm Wind” runway.
And radio work must be spot on. And, do not expect a reply. I over flew a country airport that was calling the winds calm. wind sock was limp. Other aircraft in the area, but no help from anyone in the air or on the ground.
Long story short had a near miss when rolling out I saw a Cherokee coming down the runway in opposite direction. Veered hard right into the rough and we passed wing tip to wing tip. I vowed to never come to this airport fly in again.
I examined the aircraft for damage, but none. However AH had tumbled and was gone. After I composed myself I left never to return.
Basics. Designated left pattern. Radio call each leg. Be in the expected position. If both were exiting at the same place, wouldn’t taxi speed have allowed normal s-turning for visibility. Amazing how a seemingly quiet non-tower airport can have such a hazard. Have to stay quite alert at all times. There can always be an aircraft with an emergency landing in any direction and not able to make radio calls.
The ability to fly a standard traffic pattern at a non- towered airport is becoming a lost art. Self announce your intentions and fly whatever pattern is most convenient is becoming the new normal, regardless of CFR 14, the AIM, or Advisory Circulars.
Non-tower operations can be much more complicated than tower operations because there is no one to say what the active runway is (there isn’t one) and to provide sequencing. At an airport with an 18/36 and 9/27 layout and four inbounds (from the north, south, east, and west), while a 45 to the downwind is the preferred procedure, there is nothing wrong with each airplane landing on the runway that is straight ahead. The key steps (see AC 90-66B) for any arrival are to clearly communicate and maneuver so as not to disrupt the flow of other aircraft. This would apply whether all four used one runway or four different runways.
The guy took-off on 3 but returned to land on 21? He should pay for everything…and get a ding on his ticket.
…..and a ding in his face!
Always announce your position and intentions on Unicom when in the pattern. And it’s usually beneficial to look at the windsock!
Hmmm… listen to the other traffic, AND make accurate position reports and all will be well.
But the S600 pilot did neither…..and crashed.
Did either pilot actually look down the length of the runway, [ 4,400 ft ] , for possible obstacles, with only one taxiway off the runway…NO.!!