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to a military airport, we elected to land with a slight tailwind. As
we approached short final, we saw a light plane take off in the
opposite direction. We did not require evasive action as he turned
out from our path. Once on the ground, we found the change was in
the NOTAMs, but was buried in many others, so we missed it. The
lesson is to be far more careful with NOTAMs when going into an
unfamiliar and uncontrolled field.
A certificated pilot riding as a passenger in a Cessna 206 was
helping the pilot work the radios while taxiing out for takeoff.
Unfortunately, preoccupation with programming a GPS led to an
incident.
n I was departing in a C206 and had the wrong frequency dialed
for CTAF. I was the pilot not flying but was working the radios. Our
back-taxi down Runway 20 caused a Cessna on short final to have
to do a go-around. My inexperience with the GPS avionics in the
206 was what I attribute my error to. The pilot flying the aircraft on
short approach was very angry, as was I at myself. I should have
double-checked the frequency on the taxi-out but was distracted
with inputting the flight plan in the GPS.
ASRS Conducting Wake Vortex
Encounter Study
In conjunction with the FAA, NASA’s Aviation Safety
Reporting System (ASRS) is interested in wake encounters,
both enroute and in the terminal area within the United States.
Some of the factors to be analyzed will include magnitude
of wake encounter, aircraft spacing, aircraft type, runway
configuration, and consequences from the encounter. This
effort began in March 2007 and will be continuing in 2010.
ASRS contacts pilots who report wake vortex encounters to
ASRS to request their voluntary participation in completing
a web-based supplemental question set. All identifying
information (names, company affiliations, flight numbers, etc.)
will be removed in the ASRS summary research data.
To support efforts to fully understand wake encounter events,
ASRS strongly encourages pilots who experience a wake
vortex encounter to report these incidents to ASRS and to
participate in the ASRS Wake Vortex Encounter Study.
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Traffic Mix: Fixed vs Rotary
An air taxi flight crew had a close encounter with an EMS
helicopter at a non-Towered field when the Captain succumbed to
hurry-up urges.
n My Captain was in a hurry to get home. He had plans and we
were running late due to weather. I was picking up weather and
receiving our clearance to depart while he was taxiing the aircraft.
I was heads down for most of the taxi, setting up equipment and
writing down clearances. It was a short taxi from the FBO. The
Captain taxied into the hold short position of runway. I received
a clearance void time and I switched the radio to the local CTAF.
Before I could make a radio call or run the Taxi check and Before
Takeoff check, he increased power to taxi into position for takeoff.
A medical helicopter was on short final right above the threshold.
The helicopter pilot immediately made a position report and the
Captain slammed on the brakes. It was a
very close call. One that could have been
avoided by not rushing. Not allowing
another pilot to rush you and
sacrifice safety.
Both pilots should be heads up while
taxiing. Both pilots should verify that
final is clear. And checklists should always be
completed regardless of how late you’re running…
Being late is better than not arriving at all.
In another see-and-avoid incident, a helicopter pilot failed to heed
UNICOM announcements and maintain situational awareness.
n After announcing my intention to take off on Runway 5 on the
UNICOM for a departure to the southwest, I entered Runway 5
and began my takeoff roll. After reaching about 40 knots (55 knots
rotate speed), a helicopter entered the runway about halfway down
the runway for his departure. He entered the active runway by ‘air
taxi’ without hesitation and only announced his takeoff intentions
on the UNICOM as he was entering the runway and was already
over the runway before he finished his radio transmission. In order
to avoid a collision, I pulled power to idle and braked, aborting my
takeoff and proceeded to taxi back for a new takeoff attempt.
Had the helicopter pilot paid more attention to the radio
announcements on the UNICOM and looked down the runway, he
would have had a better situational awareness of the airport and
the fact that there was an aircraft already attempting to take off on
the active. Also, had he hesitated after his transmission before air
taxiing onto the runway, I would have had the chance to inform him
　
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