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immediate left turn.... I leveled off (probably an instinctive
“duck”), then I heard the sound and felt the vibration.
Turboprop engines - somewhere very close. The sound
faded and I resumed my climb. I broke through the
overcast into the clear.... I never saw the King Air.
I think everyone had the mindset that the King Air was
landing. I know I was thinking that way and I suspect
that the controller was as well. I think the spacing between
my aircraft and the King Air was managed as if we were
in VMC.... I think we all got into the situation because
things took a little longer than expected. The twin was
slow to depart. My takeoff clearance didn’t come
immediately. Maybe the King Air’s right turn on the
missed approach didn’t start immediately.
YIKES!
Although you may be conscientious in your
approach to flying, you cannot assume that
everyone else will be as professional. These scary
encounters point out the need to keep an eye out
for the “other guy.”
Three’s a Crowd
It’s bad enough dealing with one “other guy,” let alone
two. This flight crew had the misfortune to be confronted
with a double dose of dubious decisions.
■ We entered the traffic pattern on the downwind having
made position reports...on the Common Traffic Advisory
Frequency (CTAF). On the TCASII we observed an
airplane at our eight o’clock position which maintained
very close proximity.... On short final for Runway 27, we
received a TCAS traffic warning from this same aircraft
but we decided that landing would be the safest course of
action since the runway was clear.... After announcing our
position on short final we proceeded to land. Upon
announcing our back taxi to the ramp, and while still in a
180-degree turn, we realized that a Cessna had landed
directly behind us, while we were still on the runway. Even
more alarming was the transmission over CTAF that a
Beechcraft was on short final to land. The pilot instructed
us to remain at the end of the runway so that he could
land. I told him that he should not land, that there was a
Cessna in the middle of the runway already, and that it
was a very unsafe situation. We made it very clear that two
planes were on the runway, and that his failure to go
around would be [unsafe]. The Beechcraft pilot refused to
agree and landed while we prepared to exit the runway
into the adjacent gravel area, if necessary. Yikes! All of
these aircraft then proceeded to back taxi to the ramp
without further incident..
Opposing Twins
It appears that the pilot who submitted this report used
the required lighting and made the appropriate radio
transmissions before taking the runway. The “other guy”
had opposite ideas.
■ We had just landed on our first leg of a multi-engine/
commercial training cross-country. We taxied back to the
active runway making all of the appropriate radio calls....
After applying full power and reaching about 30 knots, we
saw a light twin taking off in the opposite direction with
no lights on except a red anti-collision light, which from
the distance had been mistaken for an obstacle light. We
throttled to idle and applied full brakes. The opposite
direction traffic passed overhead by approximately 20 feet.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 302 November 2004
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/
ASRS Recently Issued Alerts On… October 2004 Report Intake
Air Carrier / Air Taxi Pilots 1900
General Aviation Pilots 727
Controllers 46
Cabin/Mechanics/Military/Other 154
TOTAL 2827
Weather Reports
“I lost sight of the ground.”
By continuing into deteriorating weather, this C172 pilot
made a poor decision that got him into trouble.
Fortunately, he then made a wise decision to contact a
controller who was able to help get him out of trouble.
■ I got a [weather] briefing...and departed in clear skies
with unrestricted visibility.... I got within 10 miles of
[destination airport] when things got worse and began to
happen fast. I lost sight of the ground and descended to
1,000 feet MSL. I saw trees and antennas and decided to
climb into the clouds and reverse direction. I got very
disoriented and began losing control of the plane. I called
approach control and asked for help. They vectored me
back to VFR conditions. They did a great job keeping me
　
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