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takes up the narrative as they entered the downwind:
■ …We entered the pattern for Runway 4 and called our
positions (downwind, base, and final) on the CTAF
frequency. When we were on short final, a King Air pulled
onto Runway 22 and proceeded to takeoff without making
any radio calls. We immediately executed a go-around,
sidestepping to the right of the departing aircraft. We
called on the CTAF frequency, but got no response from the
King Air.
■ I entered a right downwind for Runway 8. It was a
busy Saturday morning and I was following a C172
turning base. When the C172 was abeam my right wing, I
turned base (and reported my entry and all turns on
UNICOM). I turned final, reported my turn, and then a
Mooney reported, “…taking the active, Runway 8 at ZZZ.”
I reiterated that I was on final for Runway 8, but the
Mooney went into “position and hold” on the runway while
the previously landed C172 continued to roll out and then
exit the runway. The Mooney then started its takeoff roll
and I realized that we would not be clear of each other. I
initiated a go-around and informed the Mooney that I was
on the upwind, abeam his right wing. There was no reply.
Pilots need to understand that there is no such thing as
“position and hold” at an uncontrolled airport. You must
wait until aircraft are clear, both in front and behind your
takeoff path.
Holding in position on the runway at a non-towered
airport is a dangerous practice that is strongly
discouraged, especially when there is another aircraft on
final.
Aircraft coming into the VFR pattern from an instrument
approach procedure can present unexpected traffic
conflicts at a non-towered airport. Aircraft transitioning
from IFR to VFR or from a practice approach, may arrive
ASRS is now providing an automated CALLBACK
E-mail subscription service (still FREE) in lieu of
the paper copy.
To sign up for the CALLBACK E-mail notice please
go to http://asrs.arc.nasa.gov/callback_nf.htm and
click on the icon that states, “Would you like to join
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printed version of CALLBACK if you are capable of
receiving the e-mail notification subscription
service.
CALLBACK Reminder
Captain Jimmy Holmes joined
the staff of the Aviation Safety
Reporting System (ASRS) in 1999
as an Aviation Safety Analyst.
Jimmy was a pilot for a major air
carrier for 31 years and has
accumulated more than 23,000
flight hours in a variety of
aircraft, including the DC-6,
B-727, DC-10, B-737, B-767, and B-777.
Prior to his airline career, Captain Holmes flew in the
U.S. Air Force where he served as a T-29 Mission Pilot for
the navigator training program and as a Forward Air
Controller flying the O1-E in Vietnam and Laos. Jimmy
logged over 400 combat missions earning several
citations.
A dedicated putterer, Jimmy spends much of his personal
time on woodworking projects ranging from custom
furniture to toys.
Meet the Staff
Go-around vs. Takeoff
from an unexpected direction, may cross over the field on
a low or missed approach, and may be late to establish
communication on the CTAF frequency.
In the following report, an aircraft going around from a
practice approach was later than normal getting “in tune”
with aircraft in the pattern.
■ I had just completed a touch-and-go and was halfway
down the runway, about 50 feet AGL climbing, when my
instructor said, “%&$@” and then, “I have the airplane.”
Upon releasing the controls, I looked back and saw a King
Air about 200 feet behind us making a missed approach.
The aircraft passed on our left, high. My instructor asked
the pilot’s intentions. I do not recall his response. My
instructor then asked him if he had seen us on final or
heard us on CTAF. He responded that he had tuned his
radio to the incorrect frequency and heard no traffic….
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/
December 2005 Report Intake
Air Carrier / Air Taxi Pilots 2357
General Aviation Pilots 669
Controllers 76
Cabin/Mechanics/Military/Other 111
TOTAL 3213
Number 315 January 2006
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