Narrative:

On jan/xx/92 at approximately xa hours at hudson airport, mesquite, tx, an inadvertent situation occurred while making a touch and go takeoff on runway 35. See diagram on attached sheet for aircraft location and assigned #1-4. I was flying a twin engine #4 and after making a touch and go landing behind plane #3, who appeared to be departing straight out from the airport. I put the landing gear up and accelerated to best rate of climb speed of 120 mph. After crossing the north end of the runway and observing plane #3 who was still flying north 1 1/2 mi from end of runway, I proceeded to make a climbing left turn to remain in the pattern for a final landing. After starting my left turn, I observed plane #3 was just starting a left turn also. While climbing on left crosswind up to pattern altitude, I saw another single plane #2 approaching the airport from the northwest to enter the left downwind leg of the traffic pattern at approximately 800 ft AGL. Even though I was in the pattern at a lower altitude and by FAA rules I have the right of way over the incoming plane #2, I made the decision to give way to plane #2 for safety reasons. Knowing that plane #1 was on my left, plane #2 was in front of me, plane #3 had started a left turn on last observation and may be to my right, I made the decision to hold my present altitude of 450 ft to 500 ft AGL and fly under plane #2. My concern was that plane #2 had not seen my plane #4 at the lower altitude, because I was below the horizon. Plane #3 may be off and behind my right wing and a turn to my right, may put me on a collision course with plane #3, plane #1 was much slower and off my left wing, a turn to the left would put me on a collision course with plane #1 because I am flying a faster plane #4. If I made a 180 degree turn to my left, it would put me on a collision with any other aircraft taking off on runway 36. I made the decision to hold my altitude and fly under plane #2 in the interest of safety, because all 3 other aircraft, #1, #2, #3 should be at pattern altitude of 800 ft AGL and at all times be above me. After flying under plane #2 I made a right hand climbing turn and entered the traffic pattern on left downwind leg. After I landed and parked my plane #4, one of the airport linemen told me that some home owner had called the airport and made a complaint that a plane had buzzed his house. Hudson airport is an uncontrolled airport and I was monitoring the unicom frequency of 123.03 at all times.

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Original NASA ASRS Text

Title: TFC CONFLICT IN UNCTLED ARPT TFC PATTERN.

Narrative: ON JAN/XX/92 AT APPROX XA HRS AT HUDSON ARPT, MESQUITE, TX, AN INADVERTENT SITUATION OCCURRED WHILE MAKING A TOUCH AND GO TKOF ON RWY 35. SEE DIAGRAM ON ATTACHED SHEET FOR ACFT LOCATION AND ASSIGNED #1-4. I WAS FLYING A TWIN ENG #4 AND AFTER MAKING A TOUCH AND GO LNDG BEHIND PLANE #3, WHO APPEARED TO BE DEPARTING STRAIGHT OUT FROM THE ARPT. I PUT THE LNDG GEAR UP AND ACCELERATED TO BEST RATE OF CLB SPD OF 120 MPH. AFTER XING THE N END OF THE RWY AND OBSERVING PLANE #3 WHO WAS STILL FLYING N 1 1/2 MI FROM END OF RWY, I PROCEEDED TO MAKE A CLBING L TURN TO REMAIN IN THE PATTERN FOR A FINAL LNDG. AFTER STARTING MY L TURN, I OBSERVED PLANE #3 WAS JUST STARTING A L TURN ALSO. WHILE CLBING ON L XWIND UP TO PATTERN ALT, I SAW ANOTHER SINGLE PLANE #2 APCHING THE ARPT FROM THE NW TO ENTER THE L DOWNWIND LEG OF THE TFC PATTERN AT APPROX 800 FT AGL. EVEN THOUGH I WAS IN THE PATTERN AT A LOWER ALT AND BY FAA RULES I HAVE THE RIGHT OF WAY OVER THE INCOMING PLANE #2, I MADE THE DECISION TO GIVE WAY TO PLANE #2 FOR SAFETY REASONS. KNOWING THAT PLANE #1 WAS ON MY L, PLANE #2 WAS IN FRONT OF ME, PLANE #3 HAD STARTED A L TURN ON LAST OBSERVATION AND MAY BE TO MY R, I MADE THE DECISION TO HOLD MY PRESENT ALT OF 450 FT TO 500 FT AGL AND FLY UNDER PLANE #2. MY CONCERN WAS THAT PLANE #2 HAD NOT SEEN MY PLANE #4 AT THE LOWER ALT, BECAUSE I WAS BELOW THE HORIZON. PLANE #3 MAY BE OFF AND BEHIND MY R WING AND A TURN TO MY R, MAY PUT ME ON A COLLISION COURSE WITH PLANE #3, PLANE #1 WAS MUCH SLOWER AND OFF MY L WING, A TURN TO THE L WOULD PUT ME ON A COLLISION COURSE WITH PLANE #1 BECAUSE I AM FLYING A FASTER PLANE #4. IF I MADE A 180 DEG TURN TO MY L, IT WOULD PUT ME ON A COLLISION WITH ANY OTHER ACFT TAKING OFF ON RWY 36. I MADE THE DECISION TO HOLD MY ALT AND FLY UNDER PLANE #2 IN THE INTEREST OF SAFETY, BECAUSE ALL 3 OTHER ACFT, #1, #2, #3 SHOULD BE AT PATTERN ALT OF 800 FT AGL AND AT ALL TIMES BE ABOVE ME. AFTER FLYING UNDER PLANE #2 I MADE A R HAND CLBING TURN AND ENTERED THE TFC PATTERN ON L DOWNWIND LEG. AFTER I LANDED AND PARKED MY PLANE #4, ONE OF THE ARPT LINEMEN TOLD ME THAT SOME HOME OWNER HAD CALLED THE ARPT AND MADE A COMPLAINT THAT A PLANE HAD BUZZED HIS HOUSE. HUDSON ARPT IS AN UNCTLED ARPT AND I WAS MONITORING THE UNICOM FREQ OF 123.03 AT ALL TIMES.

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.