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Flight instructor reported that a communication breakdown and language barrier at a non-towered airport contributed to an near midair collision.
| Attributes | |
| ACN | 1691217 |
| Time | |
| Date | 201910 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | M-20 Series Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Landing |
| Route In Use | None |
| Flight Plan | VFR |
| Aircraft 2 | |
| Make Model Name | Cessna 150 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Landing |
| Route In Use | None |
| Flight Plan | None |
| Person 1 | |
| Function | Instructor Pilot Not Flying |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Commercial |
| Experience | Flight Crew Last 90 Days 191 Flight Crew Total 1004 Flight Crew Type 365 |
| Events | |
| Anomaly | Conflict NMAC Deviation - Procedural Published Material / Policy |
| Miss Distance | Horizontal 80 Vertical 25 |
Narrative:
We made a long final on the practice RNAV xx approach. We were on CTAF for ZZZ; and we heard aircraft Y in the pattern. We made radio calls multiple times on final.aircraft Y was on a left downwind. We passed on final as they appeared to be turning to a left base for runway xx. We lost sight of the aircraft due to having no rear window. The other aircraft was above us on final. We asked on the radio multiple times if he could see us. Aircraft Y did not reply; so we started to add power because we lost sight of the aircraft. Normally [we] would easily out speed aircraft Y; but we were slow for final approach.suddenly; we see aircraft Y out of our left window and behind us. He was about 100 feet away from us and closing in. He did not appear to have any flaps in (or very little). He was above us; but we could clearly see the head of the pilot inside; so we knew it would be possible for him to see us.we made a go-around then came back for landing. We tried to talk to the pilot on the ground. However; he thought we were behind him on a 5 mile final even though we called a 2 mile final. We tried to talk further with the other pilot; but there was a language barrier. He appeared to have a very hard time speaking english or understanding it. I believe this is why he didn't make any changes when we told him we were in front of him and below him on final.we are aware that we did not enter the traffic pattern as suggested; but we were lower on final; and thus had the right of way. However; the right of way was of no concern to us; all we cared about was not getting into a collision with someone which is why we made a go around as soon as we knew we were in potential danger.after departing bridgeport; we hear another guy on 1 mile final for runway xx. Right after; aircraft Y announced he was taking runway 18. We could see him on the ground from a left crosswind. He did not appear to check final for traffic. The other guy (unknown tail number) made a go-around from their short final due to aircraft Y taking the runway.
Original NASA ASRS Text
Title: Flight instructor reported that a communication breakdown and language barrier at a non-towered airport contributed to an NMAC.
Narrative: We made a long final on the practice RNAV XX approach. We were on CTAF for ZZZ; and we heard Aircraft Y in the pattern. We made radio calls multiple times on final.Aircraft Y was on a left downwind. We passed on final as they appeared to be turning to a left base for Runway XX. We lost sight of the aircraft due to having no rear window. The other aircraft was above us on final. We asked on the radio multiple times if he could see us. Aircraft Y did not reply; so we started to add power because we lost sight of the aircraft. Normally [we] would easily out speed Aircraft Y; but we were slow for final approach.Suddenly; we see Aircraft Y out of our left window and behind us. He was about 100 feet away from us and closing in. He did not appear to have any flaps in (or very little). He was above us; but we could clearly see the head of the pilot inside; so we knew it would be possible for him to see us.We made a go-around then came back for landing. We tried to talk to the pilot on the ground. However; he thought we were behind him on a 5 mile final even though we called a 2 mile final. We tried to talk further with the other pilot; but there was a language barrier. He appeared to have a very hard time speaking English or understanding it. I believe this is why he didn't make any changes when we told him we were in front of him and below him on final.We are aware that we did not enter the traffic pattern as suggested; but we were lower on final; and thus had the right of way. However; the right of way was of no concern to us; all we cared about was not getting into a collision with someone which is why we made a go around as soon as we knew we were in potential danger.After departing Bridgeport; we hear another guy on 1 mile final for Runway XX. Right after; Aircraft Y announced he was taking Runway 18. We could see him on the ground from a left crosswind. He did not appear to check final for traffic. The other guy (unknown tail number) made a go-around from their short final due to Aircraft Y taking the runway.
Data retrieved from NASA's ASRS site 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.