Narrative:

Jun/fri/97, called rbd ground for clearance to taxi for touch and goes. Winds favored runway 17, and I was instructed to taxi to that runway. I completed my ground check and run-up as the tower closed for the evening at XB00 pm. During the first circuit, I announced my position and intentions on downwind, base and final. Just as I touched down on runway 17, a beech bonanza called '...departing runway 13.' runways 13 and 17 intersect approximately mid-way. Fortunately, I was able to abort my touch and go and hold short of runway 13. As the bonanza passed in front of me, it was clear that a collision had barely been avoided. Runway 13 is the longer runway at rbd, and includes an ILS. This evening, however, conditions were VMC and the winds, although 'light' at 10 KTS, favored runway 17. From the run-up area of runway 13, buildings and trees limit the view of the approach end of runway 17. I asked the pilot of the other plane why he had not heard my previous position reports and intentions to touch and go on runway 17. The pilot stated that up until that time he had been speaking with 'approach.' rbd underlies the dfw B airspace, and he was evidently picking up a clearance. This experience reinforced several important lessons. Whenever I join the ctas at an uncontrolled airfield without unicom services and need to quickly develop a picture of current traffic, I call and specifically request a traffic report. This is very helpful after picking up a departure clearance and ready for an immediate departure, or when approach hands me off close to the airfield. I call 'redbird traffic, cherokee ready for departure, runway 17 (or 5 mi south inbound for landing, runway 17), redbird. Redbird traffic, please say your position.' since significant time may elapse between normal (unsolicited) position reports, this helps to quickly inventory the other traffic when listening time is limited. Of course, even when I am completing my ground check and picking up my departure clearance on an ATC frequency, I have the ctas tuned in on my second radio, and my audio panel is set to permit me to monitor ctas in addition to communicating on the ATC frequency. This keeps me in the loop regarding local traffic. Also contributing to this incident is the fact that the other pilot did not broadcast his intentions even as he taxied from the ramp and across runway 17, as he made his way to the departure end of runway 13. After taxiing back and resuming touch and goes on runway 17, I also observed that from my vantage point on final to runway 17, it is possible to see the ends of both runways 13 and 31. Although I had never done so previously, I quickly acquired the habit of looking briefly, but carefully, at both ends of the intersecting runway while still 1 mi out on final, just to better prepare for this type of a situation. All of these techniques should be employed when operating at non controled airfields. The techniques mentioned are particularly relevant at airfields with intersecting runways, especially when the winds favor the shorter non ILS equipped runway. Larger, higher performance planes, as well as commercial aircraft, may elect to use the other ILS equipped runway, thus setting the stage for a runway intersection collision.

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Original NASA ASRS Text

Title: CHEROKEE ACFT LNDG AT UNCTLED ARPT, RPTR PLT CALLED UNICOM STATING INTENTIONS TO MAKE TOUCH AND GO LNDG. RPTR ABORTED TOUCH AND GO WHEN ANOTHER ACFT ANNOUNCED TAKING OFF ON INTERSECTING RWY.

Narrative: JUN/FRI/97, CALLED RBD GND FOR CLRNC TO TAXI FOR TOUCH AND GOES. WINDS FAVORED RWY 17, AND I WAS INSTRUCTED TO TAXI TO THAT RWY. I COMPLETED MY GND CHK AND RUN-UP AS THE TWR CLOSED FOR THE EVENING AT XB00 PM. DURING THE FIRST CIRCUIT, I ANNOUNCED MY POS AND INTENTIONS ON DOWNWIND, BASE AND FINAL. JUST AS I TOUCHED DOWN ON RWY 17, A BEECH BONANZA CALLED '...DEPARTING RWY 13.' RWYS 13 AND 17 INTERSECT APPROX MID-WAY. FORTUNATELY, I WAS ABLE TO ABORT MY TOUCH AND GO AND HOLD SHORT OF RWY 13. AS THE BONANZA PASSED IN FRONT OF ME, IT WAS CLR THAT A COLLISION HAD BARELY BEEN AVOIDED. RWY 13 IS THE LONGER RWY AT RBD, AND INCLUDES AN ILS. THIS EVENING, HOWEVER, CONDITIONS WERE VMC AND THE WINDS, ALTHOUGH 'LIGHT' AT 10 KTS, FAVORED RWY 17. FROM THE RUN-UP AREA OF RWY 13, BUILDINGS AND TREES LIMIT THE VIEW OF THE APCH END OF RWY 17. I ASKED THE PLT OF THE OTHER PLANE WHY HE HAD NOT HEARD MY PREVIOUS POS RPTS AND INTENTIONS TO TOUCH AND GO ON RWY 17. THE PLT STATED THAT UP UNTIL THAT TIME HE HAD BEEN SPEAKING WITH 'APCH.' RBD UNDERLIES THE DFW B AIRSPACE, AND HE WAS EVIDENTLY PICKING UP A CLRNC. THIS EXPERIENCE REINFORCED SEVERAL IMPORTANT LESSONS. WHENEVER I JOIN THE CTAS AT AN UNCTLED AIRFIELD WITHOUT UNICOM SVCS AND NEED TO QUICKLY DEVELOP A PICTURE OF CURRENT TFC, I CALL AND SPECIFICALLY REQUEST A TFC RPT. THIS IS VERY HELPFUL AFTER PICKING UP A DEP CLRNC AND READY FOR AN IMMEDIATE DEP, OR WHEN APCH HANDS ME OFF CLOSE TO THE AIRFIELD. I CALL 'REDBIRD TFC, CHEROKEE READY FOR DEP, RWY 17 (OR 5 MI S INBOUND FOR LNDG, RWY 17), REDBIRD. REDBIRD TFC, PLEASE SAY YOUR POS.' SINCE SIGNIFICANT TIME MAY ELAPSE BTWN NORMAL (UNSOLICITED) POS RPTS, THIS HELPS TO QUICKLY INVENTORY THE OTHER TFC WHEN LISTENING TIME IS LIMITED. OF COURSE, EVEN WHEN I AM COMPLETING MY GND CHK AND PICKING UP MY DEP CLRNC ON AN ATC FREQ, I HAVE THE CTAS TUNED IN ON MY SECOND RADIO, AND MY AUDIO PANEL IS SET TO PERMIT ME TO MONITOR CTAS IN ADDITION TO COMMUNICATING ON THE ATC FREQ. THIS KEEPS ME IN THE LOOP REGARDING LCL TFC. ALSO CONTRIBUTING TO THIS INCIDENT IS THE FACT THAT THE OTHER PLT DID NOT BROADCAST HIS INTENTIONS EVEN AS HE TAXIED FROM THE RAMP AND ACROSS RWY 17, AS HE MADE HIS WAY TO THE DEP END OF RWY 13. AFTER TAXIING BACK AND RESUMING TOUCH AND GOES ON RWY 17, I ALSO OBSERVED THAT FROM MY VANTAGE POINT ON FINAL TO RWY 17, IT IS POSSIBLE TO SEE THE ENDS OF BOTH RWYS 13 AND 31. ALTHOUGH I HAD NEVER DONE SO PREVIOUSLY, I QUICKLY ACQUIRED THE HABIT OF LOOKING BRIEFLY, BUT CAREFULLY, AT BOTH ENDS OF THE INTERSECTING RWY WHILE STILL 1 MI OUT ON FINAL, JUST TO BETTER PREPARE FOR THIS TYPE OF A SIT. ALL OF THESE TECHNIQUES SHOULD BE EMPLOYED WHEN OPERATING AT NON CTLED AIRFIELDS. THE TECHNIQUES MENTIONED ARE PARTICULARLY RELEVANT AT AIRFIELDS WITH INTERSECTING RWYS, ESPECIALLY WHEN THE WINDS FAVOR THE SHORTER NON ILS EQUIPPED RWY. LARGER, HIGHER PERFORMANCE PLANES, AS WELL AS COMMERCIAL ACFT, MAY ELECT TO USE THE OTHER ILS EQUIPPED RWY, THUS SETTING THE STAGE FOR A RWY INTXN COLLISION.

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.