CALLBACK CALLBACK
From NASA's Aviation Safety Reporting System
Number 286
July 2003
When I finally saw the traffic, it was close off my left wing, about 300 feet below me. I was told by Tower that I had flown through the final approach course, very close to landing traffic, and that I was to make a left 180-degree turn to enter final for Runway 6. An uneventful landing was accomplished. After thinking about the incident, I realized what had happened. I have been to this airport many times, but almost always approaching from the northeast and usually landing on Runway 24. This time I approached from the southeast for a base entry to Runway 6. I was intent on looking for my traffic and mistook Runway 14/ 32 for Runway 6/24. I was looking at the wrong runway and looking for traffic in the wrong place. When I saw the traffic, I thought he was in the wrong place and I became confused, until the Tower told me about flying through the final approach course for Runway 6. I realize that orientation is a full time job, especially when flying in the pattern. When I didn’t see the traffic, I should have called the controller and asked for further directions….
Is There a Pattern Here?
Vigilance and adherence to published procedures are critical when operating in or near an airport traffic pattern. Whether the airport is towered or non-towered, certain fundamentals apply to all pattern operations. Clear, concise communications, see and avoid, and use of standardized arrival, approach, and departure procedures provide a pattern for efficiency and safety.
Cutoff on Takeoff
As the pilot of a homebuilt aircraft reported to ASRS, use of the correct procedures for departing a non-towered airport can be “overshadowed” by a less conscientious arrival. Judging from a rather terse communication after landing, it appears that the Cessna pilot may have had an attitude problem. ■ It was a busy, non-towered airport with several aircraft in the pattern and several waiting for takeoff on Runway 24…. After waiting for several aircraft in the pattern to land, a break occurred after a taildragger landed. I checked to see that no one was on base and announced that I was going into position and hold on Runway 24, until the taildragger cleared the runway. He took some time clearing and I then announced that I was rolling on [Runway] 24 with a westbound departure. As I was accelerating down the runway, a shadow appeared. A Cessna 172 passed 30 -- 40 feet overhead and landed right in front of me. I closed the throttle, braked, and aborted the takeoff. The Cessna exited and parked…. I asked [the pilot] if he saw me on the takeoff roll. After a few seconds of radio silence, he called back, “Yeah, I saw you.”
Traffic Alert
The Grumman AA5 pilot who submitted this report got a valuable assist from an onboard traffic warning system. As the reporter pointed out, traffic alerting systems do not replace the pilot’s responsibility to see and avoid traffic. ■ Four miles from the airport, the controller cancelled coverage with no comments about traffic…. I switched to the Common Traffic Advisory Frequency (CTAF) and called four miles out, then, since I was in position to directly enter left base for Runway 29, I did so and called my position. I saw no traffic in the pattern, although my new Traffic Proximity Alert System (TPAS) warned me of an aircraft within two miles. The TPAS gives only range and not bearing, so I suspected the traffic might be heading to a nearby airport since no one was responding on CTAF. I turned final and made the radio call; still no response from other traffic. Now the TPAS began to display a rapidly decreasing range, down to 0.4 miles. Suspecting that I was descending onto another plane on final, I leveled off and went around, not climbing in case the traffic was above me. At midfield I heard a helicopter make a radio call on short final, then I saw him as I turned crosswind. He completed his touch and go, then flew another tight and very low pattern, completed another touch and go, then left the area…. I suspect that his radio was off until he saw me pass over him on final. …I failed to see and avoid traffic in the pattern (although it was difficult to see a small helicopter flying a nonstandard pattern). The helicopter pilot was not using his radio, apparently assuming he was the only one around. The major factor in avoiding a collision was the TPAS. It made me aware of traffic that I otherwise would not have seen. While it is relatively unsophisticated, giving only approximate range with no bearing and depends upon active transponders in the other aircraft, it has nevertheless proved its value to me. Still, it is not a substitute for “see and avoid.” I need to be more observant.
Old Habit — New Pattern
A Bonanza pilot related how an unfamiliar approach to a familiar field caused some confusion. Proper entry into the traffic pattern is crucial and should be based on situational awareness, not a habit pattern. ■ I was approaching the airport from the southeast. I contacted Tower and was told to call at three miles for a right base entry to Runway 6. At three miles southeast, I called and was told to watch for traffic on left base for Runway 6. I told Tower that the traffic was not in sight.
ASRS Recently Issued Alerts On…
Jetstream 4100 pitch down incident DA50 auto pressurization controller failure Beechcraft A100 fuel tank access plate leak Hold short lines obscured at a Southern airport Civil/military traffic conflict at a Southern airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
June 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1736 719 32 109 2596
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_286.pdf
From NASA's Aviation Safety Reporting System
Number 286
July 2003
When I finally saw the traffic, it was close off my left wing, about 300 feet below me. I was told by Tower that I had flown through the final approach course, very close to landing traffic, and that I was to make a left 180-degree turn to enter final for Runway 6. An uneventful landing was accomplished. After thinking about the incident, I realized what had happened. I have been to this airport many times, but almost always approaching from the northeast and usually landing on Runway 24. This time I approached from the southeast for a base entry to Runway 6. I was intent on looking for my traffic and mistook Runway 14/ 32 for Runway 6/24. I was looking at the wrong runway and looking for traffic in the wrong place. When I saw the traffic, I thought he was in the wrong place and I became confused, until the Tower told me about flying through the final approach course for Runway 6. I realize that orientation is a full time job, especially when flying in the pattern. When I didn’t see the traffic, I should have called the controller and asked for further directions….
Is There a Pattern Here?
Vigilance and adherence to published procedures are critical when operating in or near an airport traffic pattern. Whether the airport is towered or non-towered, certain fundamentals apply to all pattern operations. Clear, concise communications, see and avoid, and use of standardized arrival, approach, and departure procedures provide a pattern for efficiency and safety.
Cutoff on Takeoff
As the pilot of a homebuilt aircraft reported to ASRS, use of the correct procedures for departing a non-towered airport can be “overshadowed” by a less conscientious arrival. Judging from a rather terse communication after landing, it appears that the Cessna pilot may have had an attitude problem. ■ It was a busy, non-towered airport with several aircraft in the pattern and several waiting for takeoff on Runway 24…. After waiting for several aircraft in the pattern to land, a break occurred after a taildragger landed. I checked to see that no one was on base and announced that I was going into position and hold on Runway 24, until the taildragger cleared the runway. He took some time clearing and I then announced that I was rolling on [Runway] 24 with a westbound departure. As I was accelerating down the runway, a shadow appeared. A Cessna 172 passed 30 -- 40 feet overhead and landed right in front of me. I closed the throttle, braked, and aborted the takeoff. The Cessna exited and parked…. I asked [the pilot] if he saw me on the takeoff roll. After a few seconds of radio silence, he called back, “Yeah, I saw you.”
Traffic Alert
The Grumman AA5 pilot who submitted this report got a valuable assist from an onboard traffic warning system. As the reporter pointed out, traffic alerting systems do not replace the pilot’s responsibility to see and avoid traffic. ■ Four miles from the airport, the controller cancelled coverage with no comments about traffic…. I switched to the Common Traffic Advisory Frequency (CTAF) and called four miles out, then, since I was in position to directly enter left base for Runway 29, I did so and called my position. I saw no traffic in the pattern, although my new Traffic Proximity Alert System (TPAS) warned me of an aircraft within two miles. The TPAS gives only range and not bearing, so I suspected the traffic might be heading to a nearby airport since no one was responding on CTAF. I turned final and made the radio call; still no response from other traffic. Now the TPAS began to display a rapidly decreasing range, down to 0.4 miles. Suspecting that I was descending onto another plane on final, I leveled off and went around, not climbing in case the traffic was above me. At midfield I heard a helicopter make a radio call on short final, then I saw him as I turned crosswind. He completed his touch and go, then flew another tight and very low pattern, completed another touch and go, then left the area…. I suspect that his radio was off until he saw me pass over him on final. …I failed to see and avoid traffic in the pattern (although it was difficult to see a small helicopter flying a nonstandard pattern). The helicopter pilot was not using his radio, apparently assuming he was the only one around. The major factor in avoiding a collision was the TPAS. It made me aware of traffic that I otherwise would not have seen. While it is relatively unsophisticated, giving only approximate range with no bearing and depends upon active transponders in the other aircraft, it has nevertheless proved its value to me. Still, it is not a substitute for “see and avoid.” I need to be more observant.
Old Habit — New Pattern
A Bonanza pilot related how an unfamiliar approach to a familiar field caused some confusion. Proper entry into the traffic pattern is crucial and should be based on situational awareness, not a habit pattern. ■ I was approaching the airport from the southeast. I contacted Tower and was told to call at three miles for a right base entry to Runway 6. At three miles southeast, I called and was told to watch for traffic on left base for Runway 6. I told Tower that the traffic was not in sight.
ASRS Recently Issued Alerts On…
Jetstream 4100 pitch down incident DA50 auto pressurization controller failure Beechcraft A100 fuel tank access plate leak Hold short lines obscured at a Southern airport Civil/military traffic conflict at a Southern airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
June 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1736 719 32 109 2596
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_286.pdf
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