Narrative:

While taxiing on the south parallel taxiway to the runway 32 run-up area, south county, in cessna skyhawk X. I observed a white beechcraft skipper execute a balked landing for runway 32, south county. My student positioned the aircraft in the runway 32 runup area, and completed the pretkof checklist. The skipper's pilot was announcing her position on unicom frequency 122.7, which we were also using. The pilot spoke with a heavy accent, which I believe to be japanese. The skipper's pilot used the call sign which I understood to by Y. No other aircraft were observed in the traffic pattern or heard to announce their position on unicom. During the completion of the before takeoff checklist, I heard the skipper report turning to the downwind runway 32, south county. A cessna 150 or 152 was taxiing on the north parallel taxiway of runway 32 and held short of the runway immediately after we positioned ourselves holding short of runway 32. I now observed the skipper abeam the arrival end of runway 32 on the downwind. Judging from the skipper's position, continuing on the downwind leg, and after visually checking the base and final approach segments of the traffic pattern, I determined there to be adequate separation for our takeoff and I announced over unicom frequency 122.7 our intention to take runway 32, south county. I instructed the student to take the runway. While taxiing onto the runway, I heard the skipper announce her turn to the base leg. I announced that skyhawk X was departing runway 32, south county. The student was conducting a simulated soft field takeoff. No announcement was heard by either the student or myself of the skipper's turn onto the final approach for runway 32. Shortly after breaking ground, during the climb out of ground effect, I heard the following call over the unicom frequency: 'cessna just departed south county, there's an aircraft right above you. I immediately took control of the aircraft and initiated an evasive 45 degree turn to my left and held my current altitude of approximately 250 ft AGL. I scanned the area above us and to my right, looking for the aircraft. I was unable to see the other aircraft. I returned my view to the departure area southwest of thedep area of runway 32 to ensure obstacle clearance and commenced a climb to 500 ft AGL. I then returned my scan to the area to my right, again I was unable to see the other aircraft or its shadow, which I also looked for. My primary student of approximately 12 hours, mentioned during the climb out from the evasive maneuver that he did see the other aircraft which he idented as a white skipper. The student reported that the skipper was to the north side of the runway and above us. During our flight debriefing, I asked the student if the other aircraft was less than 500 ft from our aircraft. The student was somewhat unsure but thought the other aircraft was more than 500 ft from our aircraft. At an estimated distance of 2000 ft from the runway extended centerline, I immediately began a climb at best angle-of-climb speed for terrain clearance. At this time, I again scanned for the other aircraft, lifting the r-hand wing, but none were sighted. During our climb, I monitored the unicom frequency, but I did not hear any announcements from the skipper. I continued to monitor the unicom frequency, while I obtained our destination ATIS (sjc), and during the subsequent call to bay approach for entry into the approaching class C airspace. No further announcements on unicom were heard. I can only conclude that the skipper's pilot made an immediate turn from the downwind to base turn directly to the runway without making an announcement. As we entered the runway, our view of the skipper would have been blocked by the r- hand wing. Another possibility is that as soon as we took runway 32, the skipper began a short approach to runway 32. Her announcement of turning onto the base leg could have been incorrect and that actually, she was turning onto the final approach. (Both the student and myself heard her announcement onto the 'base leg'). From the position of the skipper I observed before entering the runway, the skipper would have had to have made a very sharp and immediate turn directly to the arrival end of runway 32. To prevent a recurrence, I have reviewed the aim concerning operations at an uncontrolled field. Also, my student and I have reviewed normal operating procedures at an uncontrolled field, and the use of the unicom frequency in collision avoidance techniques. We also discussed the potential hazards of collision associated with the high-wing/low-wing situation which had just developed. We also discussed the pilot's authority/authorized during an emergency such as the one which had just occurred. Also discussed, was the role of the other pilot, who, with much foresight, observed and notified us of the other aircraft.

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Original NASA ASRS Text

Title: NMAC AT UNCTLED ARPT BTWN 2 SMA SEL ACFT, ONE TAKING OFF AND THE OTHER APCHING TO LAND.

Narrative: WHILE TAXIING ON THE S PARALLEL TXWY TO THE RWY 32 RUN-UP AREA, S COUNTY, IN CESSNA SKYHAWK X. I OBSERVED A WHITE BEECHCRAFT SKIPPER EXECUTE A BALKED LNDG FOR RWY 32, S COUNTY. MY STUDENT POSITIONED THE ACFT IN THE RWY 32 RUNUP AREA, AND COMPLETED THE PRETKOF CHKLIST. THE SKIPPER'S PLT WAS ANNOUNCING HER POS ON UNICOM FREQ 122.7, WHICH WE WERE ALSO USING. THE PLT SPOKE WITH A HVY ACCENT, WHICH I BELIEVE TO BE JAPANESE. THE SKIPPER'S PLT USED THE CALL SIGN WHICH I UNDERSTOOD TO BY Y. NO OTHER ACFT WERE OBSERVED IN THE TFC PATTERN OR HEARD TO ANNOUNCE THEIR POS ON UNICOM. DURING THE COMPLETION OF THE BEFORE TKOF CHKLIST, I HEARD THE SKIPPER RPT TURNING TO THE DOWNWIND RWY 32, S COUNTY. A CESSNA 150 OR 152 WAS TAXIING ON THE N PARALLEL TXWY OF RWY 32 AND HELD SHORT OF THE RWY IMMEDIATELY AFTER WE POSITIONED OURSELVES HOLDING SHORT OF RWY 32. I NOW OBSERVED THE SKIPPER ABEAM THE ARR END OF RWY 32 ON THE DOWNWIND. JUDGING FROM THE SKIPPER'S POS, CONTINUING ON THE DOWNWIND LEG, AND AFTER VISUALLY CHKING THE BASE AND FINAL APCH SEGMENTS OF THE TFC PATTERN, I DETERMINED THERE TO BE ADEQUATE SEPARATION FOR OUR TKOF AND I ANNOUNCED OVER UNICOM FREQ 122.7 OUR INTENTION TO TAKE RWY 32, S COUNTY. I INSTRUCTED THE STUDENT TO TAKE THE RWY. WHILE TAXIING ONTO THE RWY, I HEARD THE SKIPPER ANNOUNCE HER TURN TO THE BASE LEG. I ANNOUNCED THAT SKYHAWK X WAS DEPARTING RWY 32, S COUNTY. THE STUDENT WAS CONDUCTING A SIMULATED SOFT FIELD TKOF. NO ANNOUNCEMENT WAS HEARD BY EITHER THE STUDENT OR MYSELF OF THE SKIPPER'S TURN ONTO THE FINAL APCH FOR RWY 32. SHORTLY AFTER BREAKING GND, DURING THE CLBOUT OF GND EFFECT, I HEARD THE FOLLOWING CALL OVER THE UNICOM FREQ: 'CESSNA JUST DEPARTED S COUNTY, THERE'S AN ACFT RIGHT ABOVE YOU. I IMMEDIATELY TOOK CTL OF THE ACFT AND INITIATED AN EVASIVE 45 DEG TURN TO MY L AND HELD MY CURRENT ALT OF APPROX 250 FT AGL. I SCANNED THE AREA ABOVE US AND TO MY R, LOOKING FOR THE ACFT. I WAS UNABLE TO SEE THE OTHER ACFT. I RETURNED MY VIEW TO THE DEP AREA SW OF THEDEP AREA OF RWY 32 TO ENSURE OBSTACLE CLRNC AND COMMENCED A CLB TO 500 FT AGL. I THEN RETURNED MY SCAN TO THE AREA TO MY R, AGAIN I WAS UNABLE TO SEE THE OTHER ACFT OR ITS SHADOW, WHICH I ALSO LOOKED FOR. MY PRIMARY STUDENT OF APPROX 12 HRS, MENTIONED DURING THE CLBOUT FROM THE EVASIVE MANEUVER THAT HE DID SEE THE OTHER ACFT WHICH HE IDENTED AS A WHITE SKIPPER. THE STUDENT RPTED THAT THE SKIPPER WAS TO THE N SIDE OF THE RWY AND ABOVE US. DURING OUR FLT DEBRIEFING, I ASKED THE STUDENT IF THE OTHER ACFT WAS LESS THAN 500 FT FROM OUR ACFT. THE STUDENT WAS SOMEWHAT UNSURE BUT THOUGHT THE OTHER ACFT WAS MORE THAN 500 FT FROM OUR ACFT. AT AN ESTIMATED DISTANCE OF 2000 FT FROM THE RWY EXTENDED CTRLINE, I IMMEDIATELY BEGAN A CLB AT BEST ANGLE-OF-CLB SPD FOR TERRAIN CLRNC. AT THIS TIME, I AGAIN SCANNED FOR THE OTHER ACFT, LIFTING THE R-HAND WING, BUT NONE WERE SIGHTED. DURING OUR CLB, I MONITORED THE UNICOM FREQ, BUT I DID NOT HEAR ANY ANNOUNCEMENTS FROM THE SKIPPER. I CONTINUED TO MONITOR THE UNICOM FREQ, WHILE I OBTAINED OUR DEST ATIS (SJC), AND DURING THE SUBSEQUENT CALL TO BAY APCH FOR ENTRY INTO THE APCHING CLASS C AIRSPACE. NO FURTHER ANNOUNCEMENTS ON UNICOM WERE HEARD. I CAN ONLY CONCLUDE THAT THE SKIPPER'S PLT MADE AN IMMEDIATE TURN FROM THE DOWNWIND TO BASE TURN DIRECTLY TO THE RWY WITHOUT MAKING AN ANNOUNCEMENT. AS WE ENTERED THE RWY, OUR VIEW OF THE SKIPPER WOULD HAVE BEEN BLOCKED BY THE R- HAND WING. ANOTHER POSSIBILITY IS THAT AS SOON AS WE TOOK RWY 32, THE SKIPPER BEGAN A SHORT APCH TO RWY 32. HER ANNOUNCEMENT OF TURNING ONTO THE BASE LEG COULD HAVE BEEN INCORRECT AND THAT ACTUALLY, SHE WAS TURNING ONTO THE FINAL APCH. (BOTH THE STUDENT AND MYSELF HEARD HER ANNOUNCEMENT ONTO THE 'BASE LEG'). FROM THE POS OF THE SKIPPER I OBSERVED BEFORE ENTERING THE RWY, THE SKIPPER WOULD HAVE HAD TO HAVE MADE A VERY SHARP AND IMMEDIATE TURN DIRECTLY TO THE ARR END OF RWY 32. TO PREVENT A RECURRENCE, I HAVE REVIEWED THE AIM CONCERNING OPS AT AN UNCTLED FIELD. ALSO, MY STUDENT AND I HAVE REVIEWED NORMAL OPERATING PROCS AT AN UNCTLED FIELD, AND THE USE OF THE UNICOM FREQ IN COLLISION AVOIDANCE TECHNIQUES. WE ALSO DISCUSSED THE POTENTIAL HAZARDS OF COLLISION ASSOCIATED WITH THE HIGH-WING/LOW-WING SIT WHICH HAD JUST DEVELOPED. WE ALSO DISCUSSED THE PLT'S AUTH DURING AN EMER SUCH AS THE ONE WHICH HAD JUST OCCURRED. ALSO DISCUSSED, WAS THE ROLE OF THE OTHER PLT, WHO, WITH MUCH FORESIGHT, OBSERVED AND NOTIFIED US OF THE OTHER ACFT.

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.