Narrative:

Preparing for a training flight, my student and I completed the preflight check. During the check, the radio was turned on and the microphone made a clicking noise. We taxied out to the runway. While taxiing, the wind was calm. The wind sock was not extended at all, but showed a slight crosswind to runway 31 and 13. I decided to have the student taxi to runway 13. We went through the run-up facing 310 degrees. I instructed my student to announce on the radio, 'small aircraft X departing runway 13 with a southwest departure.' as we climbed out, I noticed we were to the right side of the runway. I explained the need to the student to keep the airplane lined up with the runway. I told the student to turn right. He started the turn but never cleared himself. I told him to always look before you turn. We were in the turn as I looked out my window and saw a twin engine mdt commuter Y at my 2 or 3 O'clock position. I grabbed the controls and climbed left. The commuter descended and turned right. I never heard the commuter on the radio. I called back to bemidji unicom to see if my radio worked, but I did not received a reply. I flew with the student for .8 hours and landed. The person who answers the unicom said he could hear me call, but that I never replied to his xmissions. I rechked the radio. I keyed the microphone and again heard a loud click. I then discovered the speaker switch was in the 'phone' position. At commuter terminal I found that the crew of the commuter was in msp. The clerk contacted the captain on the phone. The captain said the commuter was going to land on runway 31 because their operator in bemidji said the wind favored that runway, but they said there was an small aircraft X waiting on runway 13 for takeoff which didn't respond to radio xmissions. The commuter then entered upwind for runway 31 and cut across and turned left downwind for runway 31. I am not sure if the near miss occurred on the commuter's downwind or on his base to runway 31, but I believe it was the latter. The captain said the copilot was flying the airplane and was performing some prelndg checks when he looked up and saw our plane. The captain told me they tracked me climbing out, but lost me over the city. How the problem arose: although I still looked around prior to takeoff, I assumed since I did not hear any traffic over the radio that there was no traffic and I didn't make as thorough a visibility check as I should have. Contributing factors: the commuter failed to keep track of small aircraft X which did not response to radio transmission. Additionally, there were 4 sets of eyeballs out there and we all failed to see each other. Corrective actions: never depart west/O knowing radio is functioning and can receive xmissions. Pilot (and instrument) should be constantly checking for traffic and make a thorough visibility check prior to takeoff. Instrs should stress to students to always clear themselves before they turn. Landing lights should be on at all times at the airport.

Related reports:

Google
 

Original NASA ASRS Text

Title: SMA ON CLIMBOUT FROM UNCONTROLLED ARPT HAS NMAC WITH COMMUTER OPPOSITE DIRECTION TRAFFIC ON DOWNWIND.

Narrative: PREPARING FOR A TRNING FLT, MY STUDENT AND I COMPLETED THE PREFLT CHK. DURING THE CHK, THE RADIO WAS TURNED ON AND THE MIC MADE A CLICKING NOISE. WE TAXIED OUT TO THE RWY. WHILE TAXIING, THE WIND WAS CALM. THE WIND SOCK WAS NOT EXTENDED AT ALL, BUT SHOWED A SLIGHT XWIND TO RWY 31 AND 13. I DECIDED TO HAVE THE STUDENT TAXI TO RWY 13. WE WENT THROUGH THE RUN-UP FACING 310 DEGS. I INSTRUCTED MY STUDENT TO ANNOUNCE ON THE RADIO, 'SMA X DEPARTING RWY 13 WITH A SW DEP.' AS WE CLBED OUT, I NOTICED WE WERE TO THE RIGHT SIDE OF THE RWY. I EXPLAINED THE NEED TO THE STUDENT TO KEEP THE AIRPLANE LINED UP WITH THE RWY. I TOLD THE STUDENT TO TURN RIGHT. HE STARTED THE TURN BUT NEVER CLRED HIMSELF. I TOLD HIM TO ALWAYS LOOK BEFORE YOU TURN. WE WERE IN THE TURN AS I LOOKED OUT MY WINDOW AND SAW A TWIN ENG MDT COMMUTER Y AT MY 2 OR 3 O'CLOCK POS. I GRABBED THE CONTROLS AND CLBED LEFT. THE COMMUTER DSNDED AND TURNED RIGHT. I NEVER HEARD THE COMMUTER ON THE RADIO. I CALLED BACK TO BEMIDJI UNICOM TO SEE IF MY RADIO WORKED, BUT I DID NOT RECEIVED A REPLY. I FLEW WITH THE STUDENT FOR .8 HRS AND LANDED. THE PERSON WHO ANSWERS THE UNICOM SAID HE COULD HEAR ME CALL, BUT THAT I NEVER REPLIED TO HIS XMISSIONS. I RECHKED THE RADIO. I KEYED THE MIC AND AGAIN HEARD A LOUD CLICK. I THEN DISCOVERED THE SPEAKER SWITCH WAS IN THE 'PHONE' POS. AT COMMUTER TERMINAL I FOUND THAT THE CREW OF THE COMMUTER WAS IN MSP. THE CLERK CONTACTED THE CAPT ON THE PHONE. THE CAPT SAID THE COMMUTER WAS GOING TO LAND ON RWY 31 BECAUSE THEIR OPERATOR IN BEMIDJI SAID THE WIND FAVORED THAT RWY, BUT THEY SAID THERE WAS AN SMA X WAITING ON RWY 13 FOR TKOF WHICH DIDN'T RESPOND TO RADIO XMISSIONS. THE COMMUTER THEN ENTERED UPWIND FOR RWY 31 AND CUT ACROSS AND TURNED LEFT DOWNWIND FOR RWY 31. I AM NOT SURE IF THE NEAR MISS OCCURRED ON THE COMMUTER'S DOWNWIND OR ON HIS BASE TO RWY 31, BUT I BELIEVE IT WAS THE LATTER. THE CAPT SAID THE COPLT WAS FLYING THE AIRPLANE AND WAS PERFORMING SOME PRELNDG CHKS WHEN HE LOOKED UP AND SAW OUR PLANE. THE CAPT TOLD ME THEY TRACKED ME CLBING OUT, BUT LOST ME OVER THE CITY. HOW THE PROB AROSE: ALTHOUGH I STILL LOOKED AROUND PRIOR TO TKOF, I ASSUMED SINCE I DID NOT HEAR ANY TFC OVER THE RADIO THAT THERE WAS NO TFC AND I DIDN'T MAKE AS THOROUGH A VIS CHK AS I SHOULD HAVE. CONTRIBUTING FACTORS: THE COMMUTER FAILED TO KEEP TRACK OF SMA X WHICH DID NOT RESPONSE TO RADIO XMISSION. ADDITIONALLY, THERE WERE 4 SETS OF EYEBALLS OUT THERE AND WE ALL FAILED TO SEE EACH OTHER. CORRECTIVE ACTIONS: NEVER DEPART W/O KNOWING RADIO IS FUNCTIONING AND CAN RECEIVE XMISSIONS. PLT (AND INSTR) SHOULD BE CONSTANTLY CHKING FOR TFC AND MAKE A THOROUGH VIS CHK PRIOR TO TKOF. INSTRS SHOULD STRESS TO STUDENTS TO ALWAYS CLR THEMSELVES BEFORE THEY TURN. LNDG LIGHTS SHOULD BE ON AT ALL TIMES AT THE ARPT.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.