Narrative:

On jan/fri/97, I was on an IFR flight plan from igq to gok. There were 3 passenger. One of them rode in the right seat beside me. Both the pilot and the passenger had headsets and intercom. I had fully briefed the passenger beside me to help in observing for other aircraft and listening for other aircraft and calls to our aircraft from ATC. I departed igq at XX15 local time and my en route altitude was 16000 ft. I began a descent into gok. The WX was clear and the surface winds were light. My heading was 235 degrees. Out of 10000 ft I turned on my taxi lights. As I neared the airport, center asked if I wanted a visual approach and I agreed. I extended 5 degrees of flaps and turned on my landing lights. Center called the airport at 12 O'clock position and 10 mi and asked if I had the airport in sight. I could not identify the airport because the sun was just above the horizon and was right in my 12 O'clock position. I asked for lower from and they cleared me to 3100 ft. Shortly thereafter I did get visual on the airport and reported that to center and canceled IFR at which time they told me that frequency change was approved and to squawk VFR. I changed to CTAF 122.8 and broadcast '3 mi northeast entering traffic for a left downwind for runway 34. Any other traffic please advise.' there was no response to my radio call. I planned for a landing on runway 34. Before I turned my downwind leg I noted the windsock and it confirmed a light wind favoring runway 34. I turned left and reported on CTAF that I was over the airport and turning left downwind for runway 34. I flew the downwind leg at 1500 ft AGL. On my downwind I reported my position on CTAF and again asked if any other aircraft who were in the area please advise. Again there was no response. I descended for my left turn for base and I again reported my position on CTAF. There was no response. When I rolled out on final I selected 20 degrees flaps and was indicating 125 KTS. I had strobe lights, landing lights, taxi lights all on. I made my last call to traffic on short final and again there was no response and no observed traffic. I landed and rolled out to the last turnoff before the end of the runway and taxiedto parking. I shut down the engines, went through the checklists and exited the aircraft. I departed the airport that night. The next day I returned about XX00 local time on a VFR flight. I approached the airport from the south on okc approach VFR advisories. The wind was reported at wiley post to be 110 degrees and that would suggest using runway 16. I confirmed that with the windsock and announced my position as I had the day before at least 4 times. This time someone asked on the CTAF if this aircraft had been to this airport the night before and I replied that we had. There were no other communications from aircraft or unicom and I continued to land runway 16. As I taxied to parking and began to shut down the engines several people approached the aircraft. My passenger in the back reported that someone knocked on the door several times and then opened the door while the propellers were still spinning down. This man opened the door and stuck his head inside and asked if we were going to park or continue on and a passenger reported we were planning on parking. This man who stuck his head inside the aircraft later idented himself as mr X with the FAA. I continued the shutdown checklist and exited the aircraft. Mr X of the FAA and mr Y of the NTSB along with a female that was not introduced, but was also either FAA or NTSB approached me and asked me for my pilot's certificate and my medical which I produced. By now there were other people around and mr X of the FAA asked me if I came in last night about this time and I said I had. He asked where I was coming from and I told him and then he asked what approach I made into the airport and now there were more people around and I was uncomfortable with the way the people were gathering and still had no idea what the interrogation was about. Mr X of the FAA then stated that there had been a C152 crash the previous night that had been taking off runway 16 sometime near the time that I had arrived. He stated that sources had recently come forward that suggested that the crashed aircraft had been in a near midair with my aircraft. I was not aware of any nearmidair and relayed that to the questioners. I told them how I had talked on the CTAF and had heard no one at any time. It became clear to me that it would be foolish for me to answer other questions until I could talk to an attorney since I had no idea what had actually occurred and received few facts from the investigators. Then mr X of the FAA told me he had no indication that I had done anything wrong but just wanted to talk. He agreed to call me monday after I had contacted my attorney. He told me that the plane had crashed into power lines after taking off of runway 16. Important facts: there was never any communication from any other aircraft or unicom on my arrival. This can be confirmed by a passenger that was riding in the copilot seat of the aircraft I piloted. With all the recognition lights on this aircraft illuminated it is extremely visible, especially from a frontal view. I announced my position 5 times during this approach and asked for any other aircraft to reply twice. There were 2 people in the front of the plane and they were both watching and listening for possible conflicts.

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Original NASA ASRS Text

Title: PLT OF A CPR TWIN TURBOPROP LANDED AT THE APPROX TIME OF A FATAL ACCIDENT BY A C152 WHICH STRUCK WIRES OFF THE OPPOSITE END OF THE RWY ON WHICH HE HAD LANDED. FAA AND NTSB INVESTIGATORS QUESTIONED THE RPTR WHO HAD NOT OBSERVED OR HEARD ANY OTHER TFC UPON ARR. RPTR STATED THAT HE HAD MADE AT LEAST 3 POS CALLS ON UNICOM BEFORE LNDG.

Narrative: ON JAN/FRI/97, I WAS ON AN IFR FLT PLAN FROM IGQ TO GOK. THERE WERE 3 PAX. ONE OF THEM RODE IN THE R SEAT BESIDE ME. BOTH THE PLT AND THE PAX HAD HEADSETS AND INTERCOM. I HAD FULLY BRIEFED THE PAX BESIDE ME TO HELP IN OBSERVING FOR OTHER ACFT AND LISTENING FOR OTHER ACFT AND CALLS TO OUR ACFT FROM ATC. I DEPARTED IGQ AT XX15 LCL TIME AND MY ENRTE ALT WAS 16000 FT. I BEGAN A DSCNT INTO GOK. THE WX WAS CLR AND THE SURFACE WINDS WERE LIGHT. MY HDG WAS 235 DEGS. OUT OF 10000 FT I TURNED ON MY TAXI LIGHTS. AS I NEARED THE ARPT, CTR ASKED IF I WANTED A VISUAL APCH AND I AGREED. I EXTENDED 5 DEGS OF FLAPS AND TURNED ON MY LNDG LIGHTS. CTR CALLED THE ARPT AT 12 O'CLOCK POS AND 10 MI AND ASKED IF I HAD THE ARPT IN SIGHT. I COULD NOT IDENT THE ARPT BECAUSE THE SUN WAS JUST ABOVE THE HORIZON AND WAS RIGHT IN MY 12 O'CLOCK POS. I ASKED FOR LOWER FROM AND THEY CLRED ME TO 3100 FT. SHORTLY THEREAFTER I DID GET VISUAL ON THE ARPT AND RPTED THAT TO CTR AND CANCELED IFR AT WHICH TIME THEY TOLD ME THAT FREQ CHANGE WAS APPROVED AND TO SQUAWK VFR. I CHANGED TO CTAF 122.8 AND BROADCAST '3 MI NE ENTERING TFC FOR A L DOWNWIND FOR RWY 34. ANY OTHER TFC PLEASE ADVISE.' THERE WAS NO RESPONSE TO MY RADIO CALL. I PLANNED FOR A LNDG ON RWY 34. BEFORE I TURNED MY DOWNWIND LEG I NOTED THE WINDSOCK AND IT CONFIRMED A LIGHT WIND FAVORING RWY 34. I TURNED L AND RPTED ON CTAF THAT I WAS OVER THE ARPT AND TURNING L DOWNWIND FOR RWY 34. I FLEW THE DOWNWIND LEG AT 1500 FT AGL. ON MY DOWNWIND I RPTED MY POS ON CTAF AND AGAIN ASKED IF ANY OTHER ACFT WHO WERE IN THE AREA PLEASE ADVISE. AGAIN THERE WAS NO RESPONSE. I DSNDED FOR MY L TURN FOR BASE AND I AGAIN RPTED MY POS ON CTAF. THERE WAS NO RESPONSE. WHEN I ROLLED OUT ON FINAL I SELECTED 20 DEGS FLAPS AND WAS INDICATING 125 KTS. I HAD STROBE LIGHTS, LNDG LIGHTS, TAXI LIGHTS ALL ON. I MADE MY LAST CALL TO TFC ON SHORT FINAL AND AGAIN THERE WAS NO RESPONSE AND NO OBSERVED TFC. I LANDED AND ROLLED OUT TO THE LAST TURNOFF BEFORE THE END OF THE RWY AND TAXIEDTO PARKING. I SHUT DOWN THE ENGS, WENT THROUGH THE CHKLISTS AND EXITED THE ACFT. I DEPARTED THE ARPT THAT NIGHT. THE NEXT DAY I RETURNED ABOUT XX00 LCL TIME ON A VFR FLT. I APCHED THE ARPT FROM THE S ON OKC APCH VFR ADVISORIES. THE WIND WAS RPTED AT WILEY POST TO BE 110 DEGS AND THAT WOULD SUGGEST USING RWY 16. I CONFIRMED THAT WITH THE WINDSOCK AND ANNOUNCED MY POS AS I HAD THE DAY BEFORE AT LEAST 4 TIMES. THIS TIME SOMEONE ASKED ON THE CTAF IF THIS ACFT HAD BEEN TO THIS ARPT THE NIGHT BEFORE AND I REPLIED THAT WE HAD. THERE WERE NO OTHER COMS FROM ACFT OR UNICOM AND I CONTINUED TO LAND RWY 16. AS I TAXIED TO PARKING AND BEGAN TO SHUT DOWN THE ENGS SEVERAL PEOPLE APCHED THE ACFT. MY PAX IN THE BACK RPTED THAT SOMEONE KNOCKED ON THE DOOR SEVERAL TIMES AND THEN OPENED THE DOOR WHILE THE PROPS WERE STILL SPINNING DOWN. THIS MAN OPENED THE DOOR AND STUCK HIS HEAD INSIDE AND ASKED IF WE WERE GOING TO PARK OR CONTINUE ON AND A PAX RPTED WE WERE PLANNING ON PARKING. THIS MAN WHO STUCK HIS HEAD INSIDE THE ACFT LATER IDENTED HIMSELF AS MR X WITH THE FAA. I CONTINUED THE SHUTDOWN CHKLIST AND EXITED THE ACFT. MR X OF THE FAA AND MR Y OF THE NTSB ALONG WITH A FEMALE THAT WAS NOT INTRODUCED, BUT WAS ALSO EITHER FAA OR NTSB APCHED ME AND ASKED ME FOR MY PLT'S CERTIFICATE AND MY MEDICAL WHICH I PRODUCED. BY NOW THERE WERE OTHER PEOPLE AROUND AND MR X OF THE FAA ASKED ME IF I CAME IN LAST NIGHT ABOUT THIS TIME AND I SAID I HAD. HE ASKED WHERE I WAS COMING FROM AND I TOLD HIM AND THEN HE ASKED WHAT APCH I MADE INTO THE ARPT AND NOW THERE WERE MORE PEOPLE AROUND AND I WAS UNCOMFORTABLE WITH THE WAY THE PEOPLE WERE GATHERING AND STILL HAD NO IDEA WHAT THE INTERROGATION WAS ABOUT. MR X OF THE FAA THEN STATED THAT THERE HAD BEEN A C152 CRASH THE PREVIOUS NIGHT THAT HAD BEEN TAKING OFF RWY 16 SOMETIME NEAR THE TIME THAT I HAD ARRIVED. HE STATED THAT SOURCES HAD RECENTLY COME FORWARD THAT SUGGESTED THAT THE CRASHED ACFT HAD BEEN IN A NEAR MIDAIR WITH MY ACFT. I WAS NOT AWARE OF ANY NEARMIDAIR AND RELAYED THAT TO THE QUESTIONERS. I TOLD THEM HOW I HAD TALKED ON THE CTAF AND HAD HEARD NO ONE AT ANY TIME. IT BECAME CLR TO ME THAT IT WOULD BE FOOLISH FOR ME TO ANSWER OTHER QUESTIONS UNTIL I COULD TALK TO AN ATTORNEY SINCE I HAD NO IDEA WHAT HAD ACTUALLY OCCURRED AND RECEIVED FEW FACTS FROM THE INVESTIGATORS. THEN MR X OF THE FAA TOLD ME HE HAD NO INDICATION THAT I HAD DONE ANYTHING WRONG BUT JUST WANTED TO TALK. HE AGREED TO CALL ME MONDAY AFTER I HAD CONTACTED MY ATTORNEY. HE TOLD ME THAT THE PLANE HAD CRASHED INTO PWR LINES AFTER TAKING OFF OF RWY 16. IMPORTANT FACTS: THERE WAS NEVER ANY COM FROM ANY OTHER ACFT OR UNICOM ON MY ARR. THIS CAN BE CONFIRMED BY A PAX THAT WAS RIDING IN THE COPLT SEAT OF THE ACFT I PILOTED. WITH ALL THE RECOGNITION LIGHTS ON THIS ACFT ILLUMINATED IT IS EXTREMELY VISIBLE, ESPECIALLY FROM A FRONTAL VIEW. I ANNOUNCED MY POS 5 TIMES DURING THIS APCH AND ASKED FOR ANY OTHER ACFT TO REPLY TWICE. THERE WERE 2 PEOPLE IN THE FRONT OF THE PLANE AND THEY WERE BOTH WATCHING AND LISTENING FOR POSSIBLE CONFLICTS.

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.