Narrative:

Coming in from terra haute (huf), after getting ATIS, I called champaign approach approximately 30 mi out from the southeast for a full stop landing. I was given my squawk code and vectors at that time for 14R. I was entering a downwind for 14. Approach gave me instructions to remain at or above 2000 ft MSL (traffic pattern altitude at champaign is 1500 ft MSL). The reason for this was because I was flying over traffic for 22R. Sometime just before that, the controller apparently changed me to be cleared to land for 14L. I must have acknowledged with a 'roger...' or something to that effect, for I don't recall having said 'aircraft identify cleared to land on 14L.' after that, tower informed my traffic was abeam the numbers on a right downwind for 14R. They told me not to pass through final for they were to land on 14R. At this point I thought I was still inbound for 14R and cleared to land, therefore my thinking was 'since I'm on a base, that means that the other traffic for 14R is to land after me. I better not overshoot final for 14R for there is no time.' upon realizing that the traffic (I initially thought was my traffic abeam the numbers for 14R) that I saw was actually traffic for 22R, I reported to tower, 'aircraft identify lost her traffic.' they responded with a statement somewhat to the effect of that traffic being no longer a factor -- not in those exact words. I was then given permission to descend below 2000 ft MSL. So I cut the power and began my turn from base to final for 14R. Approaching 1100 ft MSL, a commuter plane flew in right under my right wing to land on 14R. I immediately went off to the right side of the runway to go around before the tower even told me to do anything. At this point tower questioned whether or not I understood to land on 14L and told me not to climb above 1000 ft MSL on the go around until advised to do so. I don't recall perfectly, but I was thinking that maybe the reason they kept me below 1000 ft MSL was because there was either a go around on 22R or a takeoff from 22R at the same time. I believe the problem in this situation occurred when the runways were changed from 14R to 14L for me to be cleared to land. I must have not paid attention too closely to the tower saying 14L, since approach told me 14R. What might have been done to avoid this situation is for tower to ask whether or not I would 'accept' 14L. Since I was on solo, and any student pilot at the FBO flight school is not allowed to land or takeoff from a taxiway. If she had included that statement/question, something might have triggered me to ask 'what runway an I landing on...oh! 14L the taxiway.' I then would have requested another one.

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Original NASA ASRS Text

Title: CLOSE PROX GA SMA ENDING A SOLO CROSS COUNTRY AND A COMMUTER LTT IN TFC AT CMI.

Narrative: COMING IN FROM TERRA HAUTE (HUF), AFTER GETTING ATIS, I CALLED CHAMPAIGN APCH APPROX 30 MI OUT FROM THE SE FOR A FULL STOP LNDG. I WAS GIVEN MY SQUAWK CODE AND VECTORS AT THAT TIME FOR 14R. I WAS ENTERING A DOWNWIND FOR 14. APCH GAVE ME INSTRUCTIONS TO REMAIN AT OR ABOVE 2000 FT MSL (TFC PATTERN ALT AT CHAMPAIGN IS 1500 FT MSL). THE REASON FOR THIS WAS BECAUSE I WAS FLYING OVER TFC FOR 22R. SOMETIME JUST BEFORE THAT, THE CTLR APPARENTLY CHANGED ME TO BE CLRED TO LAND FOR 14L. I MUST HAVE ACKNOWLEDGED WITH A 'ROGER...' OR SOMETHING TO THAT EFFECT, FOR I DON'T RECALL HAVING SAID 'ACFT IDENT CLRED TO LAND ON 14L.' AFTER THAT, TWR INFORMED MY TFC WAS ABEAM THE NUMBERS ON A R DOWNWIND FOR 14R. THEY TOLD ME NOT TO PASS THROUGH FINAL FOR THEY WERE TO LAND ON 14R. AT THIS POINT I THOUGHT I WAS STILL INBOUND FOR 14R AND CLRED TO LAND, THEREFORE MY THINKING WAS 'SINCE I'M ON A BASE, THAT MEANS THAT THE OTHER TFC FOR 14R IS TO LAND AFTER ME. I BETTER NOT OVERSHOOT FINAL FOR 14R FOR THERE IS NO TIME.' UPON REALIZING THAT THE TFC (I INITIALLY THOUGHT WAS MY TFC ABEAM THE NUMBERS FOR 14R) THAT I SAW WAS ACTUALLY TFC FOR 22R, I RPTED TO TWR, 'ACFT IDENT LOST HER TFC.' THEY RESPONDED WITH A STATEMENT SOMEWHAT TO THE EFFECT OF THAT TFC BEING NO LONGER A FACTOR -- NOT IN THOSE EXACT WORDS. I WAS THEN GIVEN PERMISSION TO DSND BELOW 2000 FT MSL. SO I CUT THE PWR AND BEGAN MY TURN FROM BASE TO FINAL FOR 14R. APCHING 1100 FT MSL, A COMMUTER PLANE FLEW IN RIGHT UNDER MY R WING TO LAND ON 14R. I IMMEDIATELY WENT OFF TO THE R SIDE OF THE RWY TO GAR BEFORE THE TWR EVEN TOLD ME TO DO ANYTHING. AT THIS POINT TWR QUESTIONED WHETHER OR NOT I UNDERSTOOD TO LAND ON 14L AND TOLD ME NOT TO CLB ABOVE 1000 FT MSL ON THE GAR UNTIL ADVISED TO DO SO. I DON'T RECALL PERFECTLY, BUT I WAS THINKING THAT MAYBE THE REASON THEY KEPT ME BELOW 1000 FT MSL WAS BECAUSE THERE WAS EITHER A GAR ON 22R OR A TKOF FROM 22R AT THE SAME TIME. I BELIEVE THE PROBLEM IN THIS SITUATION OCCURRED WHEN THE RWYS WERE CHANGED FROM 14R TO 14L FOR ME TO BE CLRED TO LAND. I MUST HAVE NOT PAID ATTN TOO CLOSELY TO THE TWR SAYING 14L, SINCE APCH TOLD ME 14R. WHAT MIGHT HAVE BEEN DONE TO AVOID THIS SITUATION IS FOR TWR TO ASK WHETHER OR NOT I WOULD 'ACCEPT' 14L. SINCE I WAS ON SOLO, AND ANY STUDENT PLT AT THE FBO FLT SCHOOL IS NOT ALLOWED TO LAND OR TKOF FROM A TAXIWAY. IF SHE HAD INCLUDED THAT STATEMENT/QUESTION, SOMETHING MIGHT HAVE TRIGGERED ME TO ASK 'WHAT RWY AN I LNDG ON...OH! 14L THE TAXIWAY.' I THEN WOULD HAVE REQUESTED ANOTHER ONE.

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.