Narrative:

Just mins after departing jvl runway 36, and turning to heading 090 degrees, I just happened to look down and to my right to see an aztec flying approximately 400-500 ft below me. He appeared to be following the railroad tracks approximately 3 mi northeast of jvl airport, and heading about 120 degrees southeast. Our altitude was 1600-1700 ft MSL, and climbing, and I was wondering where he was going when I heard them on the jvl tower frequency 118.8 saying 'they were almost hit by a C-152.' upon return to the airport, I received a phone call from the pilot of the aztec was asked if I was the PIC of the C-152, my heading, and altitude, and if I had seen him closing on me. I replied, 'no, not until passing below, and behind me on the right.' he then stated, 'he was descending through 2000 ft MSL, and that we were only 4-5 seconds from impact, and that his speed was 100 KTS,' and asked my airspeed. I replied '65 KT.' that was the bulk of the short and angry conversation. Contributing factors: on a good VFR day, especially a wkend, an inordinate amount of aircraft descend upon jvl to go to the restaurant at the terminal. At peak times, as was this, there are so many aircraft inbound the controllers can't keep up with all the traffic, and radio calls become very hurried to say the least. At this particular time, frequency congestion was so bad from arriving/departing aircraft, the student and I shut down the engine to save fuel on the ramp while trying to get a taxi clearance. When finally getting a word in and receiving one, we taxied as instructed. We were advised to then back taxi runway 36 and report when ready. We were ready quite some time and trying to call for takeoff clearance when the tower finally called us to ask if we were ready for takeoff. We said 'affirmative' and were cleared for a right turn out. The student I was with was only about 3 hours into training, and flies once a month if she can. Takeoff was strenuous as I had to assist and watch airspeed very closely. Climb out was a struggle to maintain vy in the very light turbulence, and she required a constant assist with the pitch to continue the climb. All this while watching for the aztec ahead of us that had reported inbound from the north. At 1200 ft MSL we made a turn to the right to head for the east training area, and continued to climb (heading 090 degrees). A min or so after is when the incident occurred. Contributing factors were' 1) the inability of the student to control aircraft. 2) instructor's attention focused on maintaining aircraft control. 3) extreme frequency congestion. 4) numerous inbound and departing aircraft. Other probable causes: 1) aztec was supposedly high and to the left, left wing may have been blind spot. 2) pilot of aztec had high workload preparing to land and trying to decipher aircraft position from extremely congested frequency. 3) controllers unable to give traffic reports due to extra heavy workload at the time. How it was discovered: upon looking down, behind and to the right, then hearing the near midair collision being reported by the pilot of the aztec on jvl tower frequency. Corrective actions: perhaps inbound pilots could be made aware that there is no radar in jvl and that they need to be more aware of where other planes are by listening to other plane's position reports and clrncs.

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Original NASA ASRS Text

Title: NMAC BTWN SMA ON CLBOUT AND SMT ON APCH.

Narrative: JUST MINS AFTER DEPARTING JVL RWY 36, AND TURNING TO HDG 090 DEGS, I JUST HAPPENED TO LOOK DOWN AND TO MY R TO SEE AN AZTEC FLYING APPROX 400-500 FT BELOW ME. HE APPEARED TO BE FOLLOWING THE RAILROAD TRACKS APPROX 3 MI NE OF JVL ARPT, AND HDG ABOUT 120 DEGS SE. OUR ALT WAS 1600-1700 FT MSL, AND CLBING, AND I WAS WONDERING WHERE HE WAS GOING WHEN I HEARD THEM ON THE JVL TWR FREQ 118.8 SAYING 'THEY WERE ALMOST HIT BY A C-152.' UPON RETURN TO THE ARPT, I RECEIVED A PHONE CALL FROM THE PLT OF THE AZTEC WAS ASKED IF I WAS THE PIC OF THE C-152, MY HDG, AND ALT, AND IF I HAD SEEN HIM CLOSING ON ME. I REPLIED, 'NO, NOT UNTIL PASSING BELOW, AND BEHIND ME ON THE R.' HE THEN STATED, 'HE WAS DSNDING THROUGH 2000 FT MSL, AND THAT WE WERE ONLY 4-5 SECONDS FROM IMPACT, AND THAT HIS SPD WAS 100 KTS,' AND ASKED MY AIRSPD. I REPLIED '65 KT.' THAT WAS THE BULK OF THE SHORT AND ANGRY CONVERSATION. CONTRIBUTING FACTORS: ON A GOOD VFR DAY, ESPECIALLY A WKEND, AN INORDINATE AMOUNT OF ACFT DSND UPON JVL TO GO TO THE RESTAURANT AT THE TERMINAL. AT PEAK TIMES, AS WAS THIS, THERE ARE SO MANY ACFT INBOUND THE CTLRS CAN'T KEEP UP WITH ALL THE TFC, AND RADIO CALLS BECOME VERY HURRIED TO SAY THE LEAST. AT THIS PARTICULAR TIME, FREQ CONGESTION WAS SO BAD FROM ARRIVING/DEPARTING ACFT, THE STUDENT AND I SHUT DOWN THE ENG TO SAVE FUEL ON THE RAMP WHILE TRYING TO GET A TAXI CLRNC. WHEN FINALLY GETTING A WORD IN AND RECEIVING ONE, WE TAXIED AS INSTRUCTED. WE WERE ADVISED TO THEN BACK TAXI RWY 36 AND RPT WHEN READY. WE WERE READY QUITE SOME TIME AND TRYING TO CALL FOR TKOF CLRNC WHEN THE TWR FINALLY CALLED US TO ASK IF WE WERE READY FOR TKOF. WE SAID 'AFFIRMATIVE' AND WERE CLRED FOR A R TURN OUT. THE STUDENT I WAS WITH WAS ONLY ABOUT 3 HRS INTO TRAINING, AND FLIES ONCE A MONTH IF SHE CAN. TKOF WAS STRENUOUS AS I HAD TO ASSIST AND WATCH AIRSPD VERY CLOSELY. CLBOUT WAS A STRUGGLE TO MAINTAIN VY IN THE VERY LIGHT TURB, AND SHE REQUIRED A CONSTANT ASSIST WITH THE PITCH TO CONTINUE THE CLB. ALL THIS WHILE WATCHING FOR THE AZTEC AHEAD OF US THAT HAD RPTED INBOUND FROM THE N. AT 1200 FT MSL WE MADE A TURN TO THE R TO HEAD FOR THE E TRAINING AREA, AND CONTINUED TO CLB (HDG 090 DEGS). A MIN OR SO AFTER IS WHEN THE INCIDENT OCCURRED. CONTRIBUTING FACTORS WERE' 1) THE INABILITY OF THE STUDENT TO CTL ACFT. 2) INSTRUCTOR'S ATTN FOCUSED ON MAINTAINING ACFT CTL. 3) EXTREME FREQ CONGESTION. 4) NUMEROUS INBOUND AND DEPARTING ACFT. OTHER PROBABLE CAUSES: 1) AZTEC WAS SUPPOSEDLY HIGH AND TO THE L, L WING MAY HAVE BEEN BLIND SPOT. 2) PLT OF AZTEC HAD HIGH WORKLOAD PREPARING TO LAND AND TRYING TO DECIPHER ACFT POS FROM EXTREMELY CONGESTED FREQ. 3) CTLRS UNABLE TO GIVE TFC RPTS DUE TO EXTRA HVY WORKLOAD AT THE TIME. HOW IT WAS DISCOVERED: UPON LOOKING DOWN, BEHIND AND TO THE R, THEN HEARING THE NEAR MIDAIR COLLISION BEING RPTED BY THE PLT OF THE AZTEC ON JVL TWR FREQ. CORRECTIVE ACTIONS: PERHAPS INBOUND PLTS COULD BE MADE AWARE THAT THERE IS NO RADAR IN JVL AND THAT THEY NEED TO BE MORE AWARE OF WHERE OTHER PLANES ARE BY LISTENING TO OTHER PLANE'S POS RPTS AND CLRNCS.

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.