Narrative:

Our return to the airport was from the north. After receiving the ATIS information, we reported to falcon field (ffz) tower that we were 1 mi north of the fountain, (a chkpoint north of the airport in the community of fountain hills), inbound for landing with ATIS information. I do remember the altimeter setting was 30.27 (it was 30.28 when we departed) and the wind was 300 something at 6 KTS. Also, the active runways had been changed to 22L and 22R. The tower acknowledged and told me to report the river. This brings you in on a right base for 22L and 22R. When we reached the river, I contacted ffz tower. I had heard reports of other inbound traffic from the north, which we hadn't been able to sight, and told the tower that the other traffic was not in sight. I also confirmed with the tower that I was landing on 22L. The tower affirmed. I started setting up for landing on 22L when the tower instructed me to change to 22R. I acknowledged the change to 22R. The tower then asked if I had the traffic on final for 22R. I told the tower the traffic was not in sight, but my son immediately pointed out the traffic below and to our right. I told the tower I had the traffic. My turn to final was wide due to the late change in runways, it would have required more than 30 degrees of bank, and high due to the difference in pattern altitudes for the 2 runways. Pattern altitude for 22L is 2700 ft and for 22R it is 2200 ft. I could see the traffic on short final ahead for 22R and anticipated a go around instruction, which I did receive and immediately complied with. I was instructed by the tower to offset to the left for my go around, so I started moving left. I then was instructed to turn right crosswind when able. Before I could acknowledge, someone else responded to the call. (A plane ahead on 22R which had just taken off turned right crosswind when the tower instructed me to. This could have been the pilot that responded to the call.) the tower came right back to me and instructed me to turn left crosswind. I acknowledged and then was instructed to enter a left downwind for 22L. The landing on 22L was uneventful. The reason I am filing this report is because once I returned home after this flight, I received a telephone call from the tower manager of falcon field. He told me that another plane, an small transport on final for 22L had filed a near miss report and that he was following up on it and needed some information from me. I gave him the same information that I have stated here. If there was a near miss, I was unaware of it. At no time did I see any conflicting traffic in my approach to the airport other than the aircraft on final for 22R ahead of me. I did not see the small transport which was to have been on final for 22L. I feel this incident could have been prevented if I had been informed in a timely manner of what I was expected to do. All instructions received by me from the tower were complied with to the best of my abilities.

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Original NASA ASRS Text

Title: SMA INSTRUCTED TO GAR, TURN R. SECOND ACFT RESPONDS TO CLRNC. RPTR LATER CALLED AT HOME REF POSSIBLE NMAC.

Narrative: OUR RETURN TO THE ARPT WAS FROM THE N. AFTER RECEIVING THE ATIS INFO, WE RPTED TO FALCON FIELD (FFZ) TWR THAT WE WERE 1 MI N OF THE FOUNTAIN, (A CHKPOINT N OF THE ARPT IN THE COMMUNITY OF FOUNTAIN HILLS), INBOUND FOR LNDG WITH ATIS INFO. I DO REMEMBER THE ALTIMETER SETTING WAS 30.27 (IT WAS 30.28 WHEN WE DEPARTED) AND THE WIND WAS 300 SOMETHING AT 6 KTS. ALSO, THE ACTIVE RWYS HAD BEEN CHANGED TO 22L AND 22R. THE TWR ACKNOWLEDGED AND TOLD ME TO RPT THE RIVER. THIS BRINGS YOU IN ON A R BASE FOR 22L AND 22R. WHEN WE REACHED THE RIVER, I CONTACTED FFZ TWR. I HAD HEARD RPTS OF OTHER INBOUND TFC FROM THE N, WHICH WE HADN'T BEEN ABLE TO SIGHT, AND TOLD THE TWR THAT THE OTHER TFC WAS NOT IN SIGHT. I ALSO CONFIRMED WITH THE TWR THAT I WAS LNDG ON 22L. THE TWR AFFIRMED. I STARTED SETTING UP FOR LNDG ON 22L WHEN THE TWR INSTRUCTED ME TO CHANGE TO 22R. I ACKNOWLEDGED THE CHANGE TO 22R. THE TWR THEN ASKED IF I HAD THE TFC ON FINAL FOR 22R. I TOLD THE TWR THE TFC WAS NOT IN SIGHT, BUT MY SON IMMEDIATELY POINTED OUT THE TFC BELOW AND TO OUR R. I TOLD THE TWR I HAD THE TFC. MY TURN TO FINAL WAS WIDE DUE TO THE LATE CHANGE IN RWYS, IT WOULD HAVE REQUIRED MORE THAN 30 DEGS OF BANK, AND HIGH DUE TO THE DIFFERENCE IN PATTERN ALTS FOR THE 2 RWYS. PATTERN ALT FOR 22L IS 2700 FT AND FOR 22R IT IS 2200 FT. I COULD SEE THE TFC ON SHORT FINAL AHEAD FOR 22R AND ANTICIPATED A GAR INSTRUCTION, WHICH I DID RECEIVE AND IMMEDIATELY COMPLIED WITH. I WAS INSTRUCTED BY THE TWR TO OFFSET TO THE L FOR MY GAR, SO I STARTED MOVING L. I THEN WAS INSTRUCTED TO TURN R XWIND WHEN ABLE. BEFORE I COULD ACKNOWLEDGE, SOMEONE ELSE RESPONDED TO THE CALL. (A PLANE AHEAD ON 22R WHICH HAD JUST TAKEN OFF TURNED R XWIND WHEN THE TWR INSTRUCTED ME TO. THIS COULD HAVE BEEN THE PLT THAT RESPONDED TO THE CALL.) THE TWR CAME RIGHT BACK TO ME AND INSTRUCTED ME TO TURN L XWIND. I ACKNOWLEDGED AND THEN WAS INSTRUCTED TO ENTER A L DOWNWIND FOR 22L. THE LNDG ON 22L WAS UNEVENTFUL. THE REASON I AM FILING THIS RPT IS BECAUSE ONCE I RETURNED HOME AFTER THIS FLT, I RECEIVED A TELEPHONE CALL FROM THE TWR MGR OF FALCON FIELD. HE TOLD ME THAT ANOTHER PLANE, AN SMT ON FINAL FOR 22L HAD FILED A NEAR MISS RPT AND THAT HE WAS FOLLOWING UP ON IT AND NEEDED SOME INFO FROM ME. I GAVE HIM THE SAME INFO THAT I HAVE STATED HERE. IF THERE WAS A NEAR MISS, I WAS UNAWARE OF IT. AT NO TIME DID I SEE ANY CONFLICTING TFC IN MY APCH TO THE ARPT OTHER THAN THE ACFT ON FINAL FOR 22R AHEAD OF ME. I DID NOT SEE THE SMT WHICH WAS TO HAVE BEEN ON FINAL FOR 22L. I FEEL THIS INCIDENT COULD HAVE BEEN PREVENTED IF I HAD BEEN INFORMED IN A TIMELY MANNER OF WHAT I WAS EXPECTED TO DO. ALL INSTRUCTIONS RECEIVED BY ME FROM THE TWR WERE COMPLIED WITH TO THE BEST OF MY ABILITIES.

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.