Narrative:

I was on the RNAV 17 approach into dewitt spain airport (M01) and shortly before passing the FAF; I had visual contact with the runway and cancelled IFR. I had been monitoring the CTAF at dewitt spain for the past 20 minutes and considering there was no traffic on frequency; the approach controller did not report any conflicts; and the wind was favoring runway 17; I elected for a straight-in approach. I used the RNAV 17 approach plate as guidance for my descent; and started descending from 1;900 feet after passing vagdy. At this point; the non-pilot passenger in the right seat brought my attention to a target on the G1000 mfd that was reported to be 200 feet below our position; and on an intersecting track from the left. I increased my scan to my left and did not see anything initially. At approximately 1;300 feet; our altitudes were reported to be equivalent and my passenger and I simultaneously made visual contact with the target. I determined that our current heading would likely result in a collision and took evasive maneuvers; entering a steep bank to the left and adding power to stop our descent and enter a slight climb; since the target was slightly below our altitude. I was able to regain visual contact with the target after this turn; and it passed harmlessly to our right in the opposite direction. We were close enough that I could identify the registration number; but I was unable to copy down the numbers. After re-establishing my approach; I called back memphis TRACON on 119.1 and reported a near-miss on approach. The controller gave me a [phone number] to call after I landed and we spoke over the phone about the incident. From the target's track and altitude; I assume they had departed charles baker (2m8) and were making a westbound departure. 2m8 and M01 are in close proximity to one another (7 miles) and use different CTAF frequencies; which would also explain why there was no announcement on the M01 CTAF. The ceiling at M01 at the time was reported to be BKN062; however; I was still in IMC at 3;000 feet approaching faxip; and didn't break out into VMC until after I had started the approach; which is why I elected to continue along the approach path to a landing rather than entering a standard traffic pattern.

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Original NASA ASRS Text

Title: GA pilot reported a NMAC while on approach to DeWitt Spain airport. No traffic information was provided by ATC.

Narrative: I was on the RNAV 17 approach into DeWitt Spain airport (M01) and shortly before passing the FAF; I had visual contact with the runway and cancelled IFR. I had been monitoring the CTAF at DeWitt Spain for the past 20 minutes and considering there was no traffic on frequency; the Approach Controller did not report any conflicts; and the wind was favoring Runway 17; I elected for a straight-in approach. I used the RNAV 17 approach plate as guidance for my descent; and started descending from 1;900 feet after passing VAGDY. At this point; the non-pilot passenger in the right seat brought my attention to a target on the G1000 MFD that was reported to be 200 feet below our position; and on an intersecting track from the left. I increased my scan to my left and did not see anything initially. At approximately 1;300 feet; our altitudes were reported to be equivalent and my passenger and I simultaneously made visual contact with the target. I determined that our current heading would likely result in a collision and took evasive maneuvers; entering a steep bank to the left and adding power to stop our descent and enter a slight climb; since the target was slightly below our altitude. I was able to regain visual contact with the target after this turn; and it passed harmlessly to our right in the opposite direction. We were close enough that I could identify the registration number; but I was unable to copy down the numbers. After re-establishing my approach; I called back Memphis TRACON on 119.1 and reported a near-miss on approach. The controller gave me a [phone number] to call after I landed and we spoke over the phone about the incident. From the target's track and altitude; I assume they had departed Charles Baker (2M8) and were making a westbound departure. 2M8 and M01 are in close proximity to one another (7 miles) and use different CTAF frequencies; which would also explain why there was no announcement on the M01 CTAF. The ceiling at M01 at the time was reported to be BKN062; however; I was still in IMC at 3;000 feet approaching FAXIP; and didn't break out into VMC until after I had started the approach; which is why I elected to continue along the approach path to a landing rather than entering a standard traffic pattern.

Data retrieved from NASA's ASRS site 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.