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Air taxi C207 makes intersection departure at non tower airport after sighting aircraft initially judged to be on a 3-4 mi final. FSS reported the jet on a half mi final.
| Attributes | |
| ACN | 344968 |
| Time | |
| Date | 199608 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : brw |
| State Reference | AK |
| Altitude | agl bound lower : 0 agl bound upper : 500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air taxi |
| Make Model Name | Cessna Stationair/Turbo Stationair 7/8 |
| Operating Under FAR Part | Part 135 |
| Flight Phase | climbout : initial climbout : takeoff |
| Flight Plan | VFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : single pilot |
| Qualification | pilot : atp pilot : commercial |
| Experience | flight time last 90 days : 50 flight time total : 4800 flight time type : 2300 |
| ASRS Report | 344968 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | faa : investigated |
| Miss Distance | horizontal : 12000 vertical : 500 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | other |
Narrative:
After completing engine run-up and before takeoff checklists, I called for TA's while holding short of taxiway C. Flight service called that an air carrier jet had reported a 5 mi final for runway 24. I observed final approach and determined the jet to be on a 3-4 mi final. I distinctly remember thinking how the jet looked like a fly speck, with a pinpoint of landing lights. Much like a small single engine aircraft on a mi final. During all this time the jet did not update its position reports on final. I knew I had more than enough room for takeoff, and announced immediate takeoff. After lifting off FSS called the jet on a half mi final. This surprising revelation caused me to immediately turn left and call clear of the runway. After climbing to 500 ft AGL and gaining over .5 NM lateral distance from the runway, I looked back and saw the jet flaring for landing in the first white painted portion of runway 24. My first thought was that I had taken off with ample room and time, so why all of the fuss! My instinct to react instantly, without hesitation averted any potential hazard to either aircraft. At no time did the aircraft come closer than 2 NM, while on the runway, and I was well clear by the time the jet landed. Flight service is not a substitute for a control tower! Calling a 5 mi final and then a 1/4 mi final is not timely nor sufficient. This is uncontrolled airspace and the position reports must be constantly updated. Besides if it was so close, why didn't the jet abort the landing and initiate an immediate go around! There was no accident nor mishap. There was plenty of room. The tundra gives the illusion of being closer than you really are. If they want to cry foul on me, while the ball bounces off them going out-of-bounds, fine, I don't need the bloody aggravation! Next time they call a 10 mi final, I'll just situation it out. My mind is clear.
Original NASA ASRS Text
Title: AIR TAXI C207 MAKES INTXN DEP AT NON TWR ARPT AFTER SIGHTING ACFT INITIALLY JUDGED TO BE ON A 3-4 MI FINAL. FSS RPTED THE JET ON A HALF MI FINAL.
Narrative: AFTER COMPLETING ENG RUN-UP AND BEFORE TKOF CHKLISTS, I CALLED FOR TA'S WHILE HOLDING SHORT OF TXWY C. FLT SVC CALLED THAT AN ACR JET HAD RPTED A 5 MI FINAL FOR RWY 24. I OBSERVED FINAL APCH AND DETERMINED THE JET TO BE ON A 3-4 MI FINAL. I DISTINCTLY REMEMBER THINKING HOW THE JET LOOKED LIKE A FLY SPECK, WITH A PINPOINT OF LNDG LIGHTS. MUCH LIKE A SMALL SINGLE ENG ACFT ON A MI FINAL. DURING ALL THIS TIME THE JET DID NOT UPDATE ITS POS RPTS ON FINAL. I KNEW I HAD MORE THAN ENOUGH ROOM FOR TKOF, AND ANNOUNCED IMMEDIATE TKOF. AFTER LIFTING OFF FSS CALLED THE JET ON A HALF MI FINAL. THIS SURPRISING REVELATION CAUSED ME TO IMMEDIATELY TURN L AND CALL CLR OF THE RWY. AFTER CLBING TO 500 FT AGL AND GAINING OVER .5 NM LATERAL DISTANCE FROM THE RWY, I LOOKED BACK AND SAW THE JET FLARING FOR LNDG IN THE FIRST WHITE PAINTED PORTION OF RWY 24. MY FIRST THOUGHT WAS THAT I HAD TAKEN OFF WITH AMPLE ROOM AND TIME, SO WHY ALL OF THE FUSS! MY INSTINCT TO REACT INSTANTLY, WITHOUT HESITATION AVERTED ANY POTENTIAL HAZARD TO EITHER ACFT. AT NO TIME DID THE ACFT COME CLOSER THAN 2 NM, WHILE ON THE RWY, AND I WAS WELL CLR BY THE TIME THE JET LANDED. FLT SVC IS NOT A SUBSTITUTE FOR A CTL TWR! CALLING A 5 MI FINAL AND THEN A 1/4 MI FINAL IS NOT TIMELY NOR SUFFICIENT. THIS IS UNCTLED AIRSPACE AND THE POS RPTS MUST BE CONSTANTLY UPDATED. BESIDES IF IT WAS SO CLOSE, WHY DIDN'T THE JET ABORT THE LNDG AND INITIATE AN IMMEDIATE GAR! THERE WAS NO ACCIDENT NOR MISHAP. THERE WAS PLENTY OF ROOM. THE TUNDRA GIVES THE ILLUSION OF BEING CLOSER THAN YOU REALLY ARE. IF THEY WANT TO CRY FOUL ON ME, WHILE THE BALL BOUNCES OFF THEM GOING OUT-OF-BOUNDS, FINE, I DON'T NEED THE BLOODY AGGRAVATION! NEXT TIME THEY CALL A 10 MI FINAL, I'LL JUST SIT IT OUT. MY MIND IS CLR.
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.