Narrative:

At approximately XA45 local time, may/xx/97, captain and I were flying a dhl-6 twin otter on floats from the ktn airport water front dock. I was the PNF at the time of the event. Our takeoff had been a usual one -- we informed ktn FSS of our intentions to depart towards the east, reverse course and establish a wbound heading. The FSS received our call and gave us the local traffic pertinent to our departure. Takeoff was performed with no problems, flaps were left at 10 degrees for our course reversal (see photo copy on next page). We climbed to 800 ft MSL, cleared the area to the right and started the 180 degree turn to the west. As the right wing dropped about 15 degrees I was able to see above and behind the right wing. I stated that there was traffic off the runway. I said 'should be no factor' (we were at the designated altitude, in the designated area, over the water). I glanced back at the B737 departure from the runway. I noticed that he was turning/banking the aircraft to the right. Trying to be courteous we increased our bank angle slightly to aid in his feeling of safety. Upon completion of the 180 degree turn we were still over the water at the appropriate altitude with zero sense 'close call.' 180 degree course reversal known as a 'barber turn' was executed exactly as requested by the local FSDO -- a procedure performed many times a day. After takeoff checks were finalized, at this point, the B737 requested from the FSS the 'tail numbers of that twin otter, and if it is a part 135 operation, the flight number.' 'that was too close for us,' the pilot of the B737 said. As I looked back, the only way I could change or make the maneuver a safer one would be either to eliminate the maneuver or control the maneuver while runway traffic is departing.

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Original NASA ASRS Text

Title: DH6 TWIN OTTER FLC TURNS INTO PATH OF DEPARTING B737 OFF KTN ARPT. DH6 CREW SAID THAT THEY WERE FOLLOWING THE RECOMMENDED VFR DEP PATTERN IN THEIR TURN TO THE W.

Narrative: AT APPROX XA45 LCL TIME, MAY/XX/97, CAPT AND I WERE FLYING A DHL-6 TWIN OTTER ON FLOATS FROM THE KTN ARPT WATER FRONT DOCK. I WAS THE PNF AT THE TIME OF THE EVENT. OUR TKOF HAD BEEN A USUAL ONE -- WE INFORMED KTN FSS OF OUR INTENTIONS TO DEPART TOWARDS THE E, REVERSE COURSE AND ESTABLISH A WBOUND HDG. THE FSS RECEIVED OUR CALL AND GAVE US THE LCL TFC PERTINENT TO OUR DEP. TKOF WAS PERFORMED WITH NO PROBS, FLAPS WERE LEFT AT 10 DEGS FOR OUR COURSE REVERSAL (SEE PHOTO COPY ON NEXT PAGE). WE CLBED TO 800 FT MSL, CLRED THE AREA TO THE R AND STARTED THE 180 DEG TURN TO THE W. AS THE R WING DROPPED ABOUT 15 DEGS I WAS ABLE TO SEE ABOVE AND BEHIND THE R WING. I STATED THAT THERE WAS TFC OFF THE RWY. I SAID 'SHOULD BE NO FACTOR' (WE WERE AT THE DESIGNATED ALT, IN THE DESIGNATED AREA, OVER THE WATER). I GLANCED BACK AT THE B737 DEP FROM THE RWY. I NOTICED THAT HE WAS TURNING/BANKING THE ACFT TO THE R. TRYING TO BE COURTEOUS WE INCREASED OUR BANK ANGLE SLIGHTLY TO AID IN HIS FEELING OF SAFETY. UPON COMPLETION OF THE 180 DEG TURN WE WERE STILL OVER THE WATER AT THE APPROPRIATE ALT WITH ZERO SENSE 'CLOSE CALL.' 180 DEG COURSE REVERSAL KNOWN AS A 'BARBER TURN' WAS EXECUTED EXACTLY AS REQUESTED BY THE LCL FSDO -- A PROC PERFORMED MANY TIMES A DAY. AFTER TKOF CHKS WERE FINALIZED, AT THIS POINT, THE B737 REQUESTED FROM THE FSS THE 'TAIL NUMBERS OF THAT TWIN OTTER, AND IF IT IS A PART 135 OP, THE FLT NUMBER.' 'THAT WAS TOO CLOSE FOR US,' THE PLT OF THE B737 SAID. AS I LOOKED BACK, THE ONLY WAY I COULD CHANGE OR MAKE THE MANEUVER A SAFER ONE WOULD BE EITHER TO ELIMINATE THE MANEUVER OR CTL THE MANEUVER WHILE RWY TFC IS DEPARTING.

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.