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Reporter cites other pilot's scanning vigilance as contributing to near midair collision, at an uncontrolled field, with a low pattern altitude.
| Attributes | |
| ACN | 297363 |
| Time | |
| Date | 199502 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : 23n |
| State Reference | NY |
| Altitude | agl bound lower : 100 agl bound upper : 100 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | J3 Cub |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach landing other |
| Flight Plan | None |
| Aircraft 2 | |
| Operator | general aviation : personal |
| Make Model Name | Cessna 150 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach landing other |
| Flight Plan | None |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : private |
| Experience | flight time last 90 days : 6 flight time total : 450 flight time type : 20 |
| ASRS Report | 297363 |
| Person 2 | |
| Affiliation | Other |
| Function | observation : passenger |
| Qualification | pilot : private |
| Events | |
| Anomaly | conflict : nmac |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : became reoriented flight crew : took evasive action |
| Consequence | Other |
| Miss Distance | horizontal : 0 vertical : 30 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On the date and time of occurrence, I was flying a piper J-3 cub. The owner of the aircraft was seated in the front seat, and I was PIC. After a short flight, we returned to the airport and I flew a normal pattern at 600 ft AGL, the correct pattern altitude, for this airport. I turned onto final, and was prepared to land. At approximately 100 ft or just below, and just before the runway threshold, my attention was brought to a motion over the greenhouse roof of the cub. I looked up to see the landing gear and lower cowling of a cessna 150 overtaking and settling down towards us. I nosed down and banked slightly to the right, as he moved forward, then I added power and slid out from under the cessna 150. Fortunately, I had the altitude left to do this. I completed the go around, re-entered the pattern, and landed. When I confronted the pilot of the cessna 150 (also based at the airport), his statements included 'gee, I never saw you, but I called on the radio.' (this airport is a turf field that has an abundance of antique aircraft. Many non radio, as the J-3 I was flying.) 'I was at 750 ft AGL in the pattern' (any altitude over 700 ft in the pattern would put him in class C airspace at islip-macarthur airport, 3 mi northeast) and 'well, I did make a pretty short base leg.' I believe what caused the problem was the cessna 150 pilot's lack of knowledge of proper procedure at uncontrolled airports and failure to watch for other traffic in the pattern. As well as his mistaken idea, that use of an aircraft radio is adequate protection from traffic conflicts.
Original NASA ASRS Text
Title: RPTR CITES OTHER PLT'S SCANNING VIGILANCE AS CONTRIBUTING TO NMAC, AT AN UNCTLED FIELD, WITH A LOW PATTERN ALT.
Narrative: ON THE DATE AND TIME OF OCCURRENCE, I WAS FLYING A PIPER J-3 CUB. THE OWNER OF THE ACFT WAS SEATED IN THE FRONT SEAT, AND I WAS PIC. AFTER A SHORT FLT, WE RETURNED TO THE ARPT AND I FLEW A NORMAL PATTERN AT 600 FT AGL, THE CORRECT PATTERN ALT, FOR THIS ARPT. I TURNED ONTO FINAL, AND WAS PREPARED TO LAND. AT APPROX 100 FT OR JUST BELOW, AND JUST BEFORE THE RWY THRESHOLD, MY ATTN WAS BROUGHT TO A MOTION OVER THE GREENHOUSE ROOF OF THE CUB. I LOOKED UP TO SEE THE LNDG GEAR AND LOWER COWLING OF A CESSNA 150 OVERTAKING AND SETTLING DOWN TOWARDS US. I NOSED DOWN AND BANKED SLIGHTLY TO THE R, AS HE MOVED FORWARD, THEN I ADDED PWR AND SLID OUT FROM UNDER THE CESSNA 150. FORTUNATELY, I HAD THE ALT LEFT TO DO THIS. I COMPLETED THE GAR, RE-ENTERED THE PATTERN, AND LANDED. WHEN I CONFRONTED THE PLT OF THE CESSNA 150 (ALSO BASED AT THE ARPT), HIS STATEMENTS INCLUDED 'GEE, I NEVER SAW YOU, BUT I CALLED ON THE RADIO.' (THIS ARPT IS A TURF FIELD THAT HAS AN ABUNDANCE OF ANTIQUE ACFT. MANY NON RADIO, AS THE J-3 I WAS FLYING.) 'I WAS AT 750 FT AGL IN THE PATTERN' (ANY ALT OVER 700 FT IN THE PATTERN WOULD PUT HIM IN CLASS C AIRSPACE AT ISLIP-MACARTHUR ARPT, 3 MI NE) AND 'WELL, I DID MAKE A PRETTY SHORT BASE LEG.' I BELIEVE WHAT CAUSED THE PROB WAS THE CESSNA 150 PLT'S LACK OF KNOWLEDGE OF PROPER PROC AT UNCTLED ARPTS AND FAILURE TO WATCH FOR OTHER TFC IN THE PATTERN. AS WELL AS HIS MISTAKEN IDEA, THAT USE OF AN ACFT RADIO IS ADEQUATE PROTECTION FROM TFC CONFLICTS.
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.