Narrative:

At approximately xx:10 CDT, I called jvl tower for an IFR departure to stp. I was given the following clearance by jvl: 'cleared as filed to maintain 3000, expect 6000 10 mins after departure, contact rfd departure on 126.0, squawk XXXX.' I read the clearance back and requested taxi clearance. Jvl cleared me to taxi to runway 13 for departure, which I did, and was #2 behind an small aircraft on an IFR flight to rfd. There appeared to be some confusion in the tower about the location of another aircraft in the pattern and the small aircraft in front of me was cleared for takeoff and then told to hold short. After a short time the other aircraft said he was just turning base and the tower cleared the small aircraft for takeoff and advised me to, 'follow him into position and hold and be ready for an immediate.' I noticed something hanging out the right passenger door of the small aircraft and advised the tower. The tower told the small aircraft to taxi down the runway and exit at the first right. The small aircraft pilot said, 'it's ok,' and continued the takeoff. The tower told me, 'after departure make a left turn to 270 degrees.' since this was not a standard turn and it was the long way, and it was through my on course heading, I asked for confirmation. I was again advised it was, 'left to 270 degrees and cleared for takeoff.' the sep between the small aircraft and me was minimal, so after liftoff I started to slide to my left when the tower told me to start my turn and contact departure. Just after contacting departure, I looked to my right and observed aircraft Y conflict traffic. Rfd had no knowledge of the traffic and seemed surprised that I was turning through 360 degrees and advised me to make an immediate right turn to 090 degrees for traffic that was 4 mi to the north. I am thankful that I was operating under other than part 135 or 121, and was able to cancel my clearance and clear the airspace. This is not the first incident that I have had with rfc radar in the past several yrs, and I don't know whether the controllers are training or what. But I know that the next time I am in that airspace I will not allow them to put me in the situation where it's a matter of let's hurry, squeeze, rush, or whatever else they have to do to get 2 aircraft to occupy the same airspace at almost the same time. I keep thinking of the rfd controller's statement: 'the traffic must be VFR; I have no control over him.' jvl tower had handed me over to the radar controller while I was still in the air traffic area, so I assumed that he didn't have any conflicting traffic or he would have told me. But I think that the bottom line on the accident report would be, 'the pilot failed to see and avoid, but he did what all the ATC controllers told him to do.' what's the matter with saying, 'hold short,' 'go around,' 'make a 360,' or something like that, and then taking a deep breath and starting again? In talking with my company aircraft who was behind me, he was given an indefinite delay because the airspace was saturated. I wish they had made that decision 1 aircraft sooner.

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Original NASA ASRS Text

Title: SMT HAD NMAC WITH ACFT Y IN TRAFFIC PATTERN. SEE AND AVOID CONCEPT.

Narrative: AT APPROX XX:10 CDT, I CALLED JVL TWR FOR AN IFR DEP TO STP. I WAS GIVEN THE FOLLOWING CLRNC BY JVL: 'CLRED AS FILED TO MAINTAIN 3000, EXPECT 6000 10 MINS AFTER DEP, CONTACT RFD DEP ON 126.0, SQUAWK XXXX.' I READ THE CLRNC BACK AND REQUESTED TAXI CLRNC. JVL CLRED ME TO TAXI TO RWY 13 FOR DEP, WHICH I DID, AND WAS #2 BEHIND AN SMA ON AN IFR FLT TO RFD. THERE APPEARED TO BE SOME CONFUSION IN THE TWR ABOUT THE LOCATION OF ANOTHER ACFT IN THE PATTERN AND THE SMA IN FRONT OF ME WAS CLRED FOR TKOF AND THEN TOLD TO HOLD SHORT. AFTER A SHORT TIME THE OTHER ACFT SAID HE WAS JUST TURNING BASE AND THE TWR CLRED THE SMA FOR TKOF AND ADVISED ME TO, 'FOLLOW HIM INTO POS AND HOLD AND BE READY FOR AN IMMEDIATE.' I NOTICED SOMETHING HANGING OUT THE RIGHT PAX DOOR OF THE SMA AND ADVISED THE TWR. THE TWR TOLD THE SMA TO TAXI DOWN THE RWY AND EXIT AT THE FIRST RIGHT. THE SMA PLT SAID, 'IT'S OK,' AND CONTINUED THE TKOF. THE TWR TOLD ME, 'AFTER DEP MAKE A LEFT TURN TO 270 DEGS.' SINCE THIS WAS NOT A STANDARD TURN AND IT WAS THE LONG WAY, AND IT WAS THROUGH MY ON COURSE HDG, I ASKED FOR CONFIRMATION. I WAS AGAIN ADVISED IT WAS, 'LEFT TO 270 DEGS AND CLRED FOR TKOF.' THE SEP BTWN THE SMA AND ME WAS MINIMAL, SO AFTER LIFTOFF I STARTED TO SLIDE TO MY LEFT WHEN THE TWR TOLD ME TO START MY TURN AND CONTACT DEP. JUST AFTER CONTACTING DEP, I LOOKED TO MY RIGHT AND OBSERVED ACFT Y CONFLICT TFC. RFD HAD NO KNOWLEDGE OF THE TFC AND SEEMED SURPRISED THAT I WAS TURNING THROUGH 360 DEGS AND ADVISED ME TO MAKE AN IMMEDIATE RIGHT TURN TO 090 DEGS FOR TFC THAT WAS 4 MI TO THE N. I AM THANKFUL THAT I WAS OPERATING UNDER OTHER THAN PART 135 OR 121, AND WAS ABLE TO CANCEL MY CLRNC AND CLR THE AIRSPACE. THIS IS NOT THE FIRST INCIDENT THAT I HAVE HAD WITH RFC RADAR IN THE PAST SEVERAL YRS, AND I DON'T KNOW WHETHER THE CTLRS ARE TRNING OR WHAT. BUT I KNOW THAT THE NEXT TIME I AM IN THAT AIRSPACE I WILL NOT ALLOW THEM TO PUT ME IN THE SITUATION WHERE IT'S A MATTER OF LET'S HURRY, SQUEEZE, RUSH, OR WHATEVER ELSE THEY HAVE TO DO TO GET 2 ACFT TO OCCUPY THE SAME AIRSPACE AT ALMOST THE SAME TIME. I KEEP THINKING OF THE RFD CTLR'S STATEMENT: 'THE TFC MUST BE VFR; I HAVE NO CTL OVER HIM.' JVL TWR HAD HANDED ME OVER TO THE RADAR CTLR WHILE I WAS STILL IN THE ATA, SO I ASSUMED THAT HE DIDN'T HAVE ANY CONFLICTING TFC OR HE WOULD HAVE TOLD ME. BUT I THINK THAT THE BOTTOM LINE ON THE ACCIDENT RPT WOULD BE, 'THE PLT FAILED TO SEE AND AVOID, BUT HE DID WHAT ALL THE ATC CTLRS TOLD HIM TO DO.' WHAT'S THE MATTER WITH SAYING, 'HOLD SHORT,' 'GO AROUND,' 'MAKE A 360,' OR SOMETHING LIKE THAT, AND THEN TAKING A DEEP BREATH AND STARTING AGAIN? IN TALKING WITH MY COMPANY ACFT WHO WAS BEHIND ME, HE WAS GIVEN AN INDEFINITE DELAY BECAUSE THE AIRSPACE WAS SATURATED. I WISH THEY HAD MADE THAT DECISION 1 ACFT SOONER.

Data retrieved from NASA's ASRS site as of July 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.