On November 20, 2007, approximately 1234 Pacific standard time, a Cessna 182A, N6147B, registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight and an American Champion Aircraft 7GCBC, N707BS, registered to a private individual and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight, collided mid-air about six miles north of Tacoma Narrows Airport (TIW), Tacoma, Washington. The private pilot, sole occupant of the Cessna 182A was not injured. The private pilot of American Champion Aircraft 7GCBC was not injured and his passenger sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for either flight. The Cessna 182A departed from Pierce County Airport - Thun Field (PLU) approximately 15 minutes prior to the accident with an intended destination of Port Angeles, Washington. The American Champion Aircraft 7GCBC departed from Crest Airpark (S36) at 1215 with an intended destination of TIW. In a written statement, the pilot of the Cessna 182A reported that during cruise flight at an altitude of 1,500 feet mean sea level (msl) on a northwesterly heading over Commencement Bay, he observed a blue and white high wing airplane crossing in front of his immediate position from the right. The pilot immediately pitched the airplane upwards just prior to colliding with the other airplane. After the collision, the pilot determined that his airplane was still controllable and was able to continue flight and land at PLU without further incident. The pilot stated that prior to the collision; he was monitoring the Common Traffic Advisory Frequency (CTAF) for PLU and the tower frequency for McCord Air Force Base, Tacoma, Washington. The pilot further stated that just prior to the collision, he was conducting a visual scan of the area and was intending on switching to the tower frequency for TIW to monitor area traffic. He added that the right side of the cabin near the air vent has a "major blind spot" and was the area that he initially saw the American Champion Aircraft In a written statement, the pilot of the American Champion Aircraft reported that he was in cruise flight over Commencement Bay at an altitude of 1,500 feet msl on an approximate heading of 240 degrees towards TIW when he heard a loud bang followed by a sudden loss of directional control. The pilot noted that the airplane remained flying however, was in a 15-degree descending left bank despite opposite flight control/ inputs. The pilot subsequently initiated a forced landing into the waters of Commencement Bay. Following the forced landing, both the pilot and passenger exited from the airplane as it started to sink. Shortly after the water landing, the crew of a nearby boat rescued the pilot and passenger from the water. Prior to the airplane sinking; the pilot noticed that the vertical stabilizer and rudder were missing. The pilot stated that he established two-way radio communications with TIW Tower a few minutes prior to the collision.; He added that visibility out of the front of the airplane was good in cruise configuration, however, visibility to the left or right about 30 degrees is restricted due to the forward and aft wing lift struts. Examination of the Cessna 182A by a Federal Aviation Administration (FAA) inspector revealed that the left wing and fuselage exhibited structural damage. The American Champion Aircraft was not recovered from the waters of Commencement Bay and is presumed to be at a depth of about 461 feet. Review of radar data recorded by the Seattle ASR-9 radar antenna revealed that both airplanes were on a converging flight paths. The data depicted the American Champion Aircraft on a southwesterly heading at an altitude of 1,500 feet. The Cessna 182A's flight path was on a northwesterly heading at an unknown altitude. No Mode C data (altitude reporting) was recorded for the Cessna 182A. Federal regulations concerning right-of-way rules for aircraft in-flight (14 CFR 91.113) stated: "When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft." In the case of aircraft converging "at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way." In the case of one aircraft overtaking another, the "aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear." The Aeronautical Information Manual (AIM), Section, 7-5-2 -- VFR in Congested Areas, recommended that when operating VFR in congested areas, "extra vigilance be maintained." When the air traffic control radar service is available "traffic advisories may be given to VFR pilots upon request." The AIM, Section 4-1-14 - Radar Traffic Information Service, stated that upon pilot request ATC radar facilities will provide traffic advisories to VFR aircraft. However, "many factors, such as limitations of the radar, volume of traffic, controller workload and communications frequency congestion, could prevent the controller from providing this service. Controllers possess complete discretion for determining whether they are able to provide or continue to provide this service in a specific case. . . . Pilots receiving this service are advised of any target observed on the radar display in such proximity to the position of their aircraft or its intended route of flight that it warrants their attention. This service is not intended to relieve the pilot of the responsibility for continual vigilance to see and avoid other aircraft."