Narrative:

I was right seat pilot (PIC) training for my CFI ticket. The instructor and I had just made simulated engine out landing on runway 24R at enw. We had been monitoring and announcing on 122.7 CTAF/unicom entire flight. After landing we cleared runway 24R and taxied to runway 24R for departure. After a C172 executed a touch-and-go on runway 24R I told the instructor to clear visually for traffic and make the departure announcement on unicom. We saw no traffic on final, pattern or opposing (on ILS runway 6L) so the CFI announced the departure and we rolled on runway 24R. (The scenario was I was teaching a private pilot for high performance aircraft chkout so the CFI was flying left seat.) at approximately 500 ft AGL I was monitoring the CFI's power reduction to climb setting (at throttle/power quadrant for approximately 3-4 seconds) and looked up to see a red/white skyhawk on a head-on collision with us. At that time I exclaimed to the CFI flying to 'break right, break right immediately!' however, he had what I consider to be a natural 'human' delay as he had not yet seen the threat aircraft. At that time I took the controls and entered a 45-50 degree climbing right turn, as the threat passed our 7 O'clock position I gave the aircraft control back to the CFI. We discussed the event and concluded the other aircraft had to be on the ILS or NDB runway 6L approach and they definitely had not been announcing on CTAF. Enw has numerous training operations (unbelievably busy) and has a tower opening october/xx/94 which is long overdue but should rectify the problem at enw at least during operational hours. However, I do believe that we have reached the point in time where common sense and the aviation community and the FAA should require radios and their use (on CTAF) at uncontrolled airports.

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Original NASA ASRS Text

Title: NMAC BTWN 2 SMA SEL ACFT IN UNCTLED TFC PATTERN.

Narrative: I WAS R SEAT PLT (PIC) TRAINING FOR MY CFI TICKET. THE INSTRUCTOR AND I HAD JUST MADE SIMULATED ENG OUT LNDG ON RWY 24R AT ENW. WE HAD BEEN MONITORING AND ANNOUNCING ON 122.7 CTAF/UNICOM ENTIRE FLT. AFTER LNDG WE CLRED RWY 24R AND TAXIED TO RWY 24R FOR DEP. AFTER A C172 EXECUTED A TOUCH-AND-GO ON RWY 24R I TOLD THE INSTRUCTOR TO CLR VISUALLY FOR TFC AND MAKE THE DEP ANNOUNCEMENT ON UNICOM. WE SAW NO TFC ON FINAL, PATTERN OR OPPOSING (ON ILS RWY 6L) SO THE CFI ANNOUNCED THE DEP AND WE ROLLED ON RWY 24R. (THE SCENARIO WAS I WAS TEACHING A PVT PLT FOR HIGH PERFORMANCE ACFT CHKOUT SO THE CFI WAS FLYING L SEAT.) AT APPROX 500 FT AGL I WAS MONITORING THE CFI'S PWR REDUCTION TO CLB SETTING (AT THROTTLE/PWR QUADRANT FOR APPROX 3-4 SECONDS) AND LOOKED UP TO SEE A RED/WHITE SKYHAWK ON A HEAD-ON COLLISION WITH US. AT THAT TIME I EXCLAIMED TO THE CFI FLYING TO 'BREAK R, BREAK R IMMEDIATELY!' HOWEVER, HE HAD WHAT I CONSIDER TO BE A NATURAL 'HUMAN' DELAY AS HE HAD NOT YET SEEN THE THREAT ACFT. AT THAT TIME I TOOK THE CTLS AND ENTERED A 45-50 DEG CLBING R TURN, AS THE THREAT PASSED OUR 7 O'CLOCK POS I GAVE THE ACFT CTL BACK TO THE CFI. WE DISCUSSED THE EVENT AND CONCLUDED THE OTHER ACFT HAD TO BE ON THE ILS OR NDB RWY 6L APCH AND THEY DEFINITELY HAD NOT BEEN ANNOUNCING ON CTAF. ENW HAS NUMEROUS TRAINING OPS (UNBELIEVABLY BUSY) AND HAS A TWR OPENING OCTOBER/XX/94 WHICH IS LONG OVERDUE BUT SHOULD RECTIFY THE PROB AT ENW AT LEAST DURING OPERATIONAL HRS. HOWEVER, I DO BELIEVE THAT WE HAVE REACHED THE POINT IN TIME WHERE COMMON SENSE AND THE AVIATION COMMUNITY AND THE FAA SHOULD REQUIRE RADIOS AND THEIR USE (ON CTAF) AT UNCTLED ARPTS.

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.