Two Planes Collide During Landing

On November 25, 2020, at 0009 EST, a Cessna 172, N8125U, was substantially damaged when it collided with an Aero Commander 500 ("AC"), N777CM, during landing at Dekalb-Peachtree Airport, Atlanta, GA. There were no injuries.

According to the Cessna pilot, while en route to PDK, his home base, he deviated around fog, which delayed his arrival until after the control tower had closed. Upon arrival near PDK, he listened to the ATIS and reported that he "wrote down the radio channels and headed in, thinking how much (he) hated being without air traffic control." As he neared the airport, he activated the lighting and runway lights, and saw green lights at the approach end of what he believed to be runway 21R. He stated that these lights indicated the direction he was supposed to land on the active runway (they actually indicated the displaced threshold for runway 21L).

He stated that he then "switched radio channels" and made "routine calls." He did not hear any radio transmissions of other traffic operating at or near PDK. He reported that he had his landing lights and navigation lights on while on approach. During landing on runway 21L, about 200' past the runway numbers at an altitude of about 10-15' above the runway and at 65 knots, the Cessna pilot saw a "tiny white light approaching extremely fast." About 3 seconds later, he heard a "bang" and the airplane "pitched hard" to the right. He maneuvered the airplane back to the runway centerline and landed. He stated that he exited the runway at taxiway F, did not make any further radio calls, and taxied to his parking spot. An airport security guard met him and informed him that he had collided with another airplane.

According to the AC pilot, he opted to land on runway 3R "because other aircraft were landing on 3R." He followed an EMS helicopter that was landing on runway 3R. He entered a right downwind traffic pattern leg and "made the appropriate CTAF calls" on 120.9. He turned to a right base and entered a ½ mile final for runway 3R, announcing each leg on the CTAF. He reported that he typically does not adjust the intensity of the runway lights when landing at PDK, and he noticed that the light intensity increased while on approach. After landing, he saw "some lights" and was initially unsure what they were. He subsequently "realized it was an oncoming aircraft landing on runway 21L." He reported that both airplanes swerved, and the right wingtip of the Cessna contact the right outboard wing section of the AC.

A review of ADS-B data revealed that the Cessna flew a straight-in approach to runway 21L.

A review of FAA CTAF recordings revealed that at about 0005, the pilot of the AC initially announced that he was on a left downwind for runway 21L. About 2 minutes later, the pilot of an EMS helicopter, advised that he was on a modified base leg for runway 3R. The AC pilot then advised he was on final for runway 21L. The EMS pilot then advised that he had the AC in sight, acknowledged the potential conflict, and offered to approach the "shorter runway" (3L) instead. The AC pilot acknowledged and told the EMS pilot that he would instead go-around and enter a right downwind leg for runway 3R. The AC subsequently transmitted his position as he entered the downwind leg and again as he made the turn to the final approach leg. Just after his turn to final, the EMS pilot announced that he was clear of the runway and hovering over the ramp. The AC acknowledged and advised he had the helicopter in site.

FAA tracking data show that at the time the AC pilot advised that he had the helicopter in sight, the Cessna was on final, about ½ mile from the displaced threshold of runway 21L. There were no radio calls from the Cessna.

Examination of both airplanes revealed that the Cessna sustained substantial damage to its right wingtip, including the outermost wing rib, and bending of the right aileron. Post-accident testing of all of the airplane's lights revealed no anomalies. Post-accident ground testing of the single communication radio revealed successful transmission and reception. Examination of the AC revealed minor scrapes/paint transfer to the underside of the right wing near the outboard edge of the wing flap, and minor damage to the right-wing flap. According to the FAA airport/facility directory, the CTAF frequency at PDK is published as 120.9, which is the same frequency for the ATC tower when it's operating. When the tower is closed, the high intensity runway lights are turned on and preset to medium. The pilot-controlled lighting system uses a separate radio frequency, which can 1) increase intensity of edge lights, 2) activate approach lights, including green lights marking threshold, and 3) activate taxiway lights. The green threshold lights denote the location of the runway threshold. They are not an indication of the active runway.

00:00 Accident video
00:32 Radar playback
04:44 Photos
04:53 Pilot's report
05:42 Investigative records

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