 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
A PA28-180 comes in close proximity to a C152 or C172 in the traffic pattern at eau, wi. Reporter pilot cites distraction with radio transmitter and switching transmitters as causal.
| Attributes | |
| ACN | 403287 |
| Time | |
| Date | 199805 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : eau |
| State Reference | WI |
| Altitude | msl bound lower : 600 msl bound upper : 1000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | PA-28 Cherokee Arrow IV |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude other |
| Flight Plan | None |
| Aircraft 2 | |
| Operator | general aviation : personal |
| Make Model Name | Cessna Single Piston Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude cruise other |
| Flight Plan | None |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot instruction : trainee |
| Qualification | pilot : private |
| Experience | flight time last 90 days : 3 flight time total : 265 flight time type : 275 |
| ASRS Report | 403287 |
| Person 2 | |
| Affiliation | Other |
| Function | instruction : instructor |
| Qualification | pilot : cfi pilot : instrument pilot : commercial |
| Events | |
| Anomaly | aircraft equipment problem : less severe conflict : airborne less severe non adherence : published procedure non adherence : far other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : took evasive action |
| Consequence | Other |
| Miss Distance | horizontal : 650 vertical : 400 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
We were performing a run-up (PA28-180) when a cessna landed and took off (reporting touch-and-goes). The run-up was completed and we departed runway 22 announcing touch- and-goes on the CTAF. #2 radio seemed to be having transmitting problems so we switched to #1 (a distraction that caused us to lose sight of the cessna in the haze). During our climb out the cessna reported downwind and we turned crosswind after passing the departure end of the runway. A scan of downwind was made, but we thought the cessna would be midway or more downwind by this time. The radio transmitting problem also continued to distract us. Just prior to turning downwind the cessna was spotted above and to our left on downwind. The cessna radioed us, asking where (in the pattern) we had come from. We replied, but no response (transmitting problem?). At the same time we made a right teardrop turn which repositioned us on downwind. By that time the cessna was past the approach end of the runway. An attempt to contact the cessna again brought no response although we could hear his position reports! We continued our touch-and-go and left for 'home airport.' the lack of keeping track of the cessna (scan) and the distraction of the radios were the major factors involved in this situation. Contributing factors were haze and the assumption that the cessna was further downwind than it actually was. This could have been prevented by not allowing distrs to prevent use of constant and proper scan techniques to keep track of other aircraft.
Original NASA ASRS Text
Title: A PA28-180 COMES IN CLOSE PROX TO A C152 OR C172 IN THE TFC PATTERN AT EAU, WI. RPTR PLT CITES DISTR WITH RADIO XMITTER AND SWITCHING XMITTERS AS CAUSAL.
Narrative: WE WERE PERFORMING A RUN-UP (PA28-180) WHEN A CESSNA LANDED AND TOOK OFF (RPTING TOUCH-AND-GOES). THE RUN-UP WAS COMPLETED AND WE DEPARTED RWY 22 ANNOUNCING TOUCH- AND-GOES ON THE CTAF. #2 RADIO SEEMED TO BE HAVING XMITTING PROBS SO WE SWITCHED TO #1 (A DISTR THAT CAUSED US TO LOSE SIGHT OF THE CESSNA IN THE HAZE). DURING OUR CLBOUT THE CESSNA RPTED DOWNWIND AND WE TURNED XWIND AFTER PASSING THE DEP END OF THE RWY. A SCAN OF DOWNWIND WAS MADE, BUT WE THOUGHT THE CESSNA WOULD BE MIDWAY OR MORE DOWNWIND BY THIS TIME. THE RADIO XMITTING PROB ALSO CONTINUED TO DISTRACT US. JUST PRIOR TO TURNING DOWNWIND THE CESSNA WAS SPOTTED ABOVE AND TO OUR L ON DOWNWIND. THE CESSNA RADIOED US, ASKING WHERE (IN THE PATTERN) WE HAD COME FROM. WE REPLIED, BUT NO RESPONSE (XMITTING PROB?). AT THE SAME TIME WE MADE A R TEARDROP TURN WHICH REPOSITIONED US ON DOWNWIND. BY THAT TIME THE CESSNA WAS PAST THE APCH END OF THE RWY. AN ATTEMPT TO CONTACT THE CESSNA AGAIN BROUGHT NO RESPONSE ALTHOUGH WE COULD HEAR HIS POS RPTS! WE CONTINUED OUR TOUCH-AND-GO AND LEFT FOR 'HOME ARPT.' THE LACK OF KEEPING TRACK OF THE CESSNA (SCAN) AND THE DISTR OF THE RADIOS WERE THE MAJOR FACTORS INVOLVED IN THIS SIT. CONTRIBUTING FACTORS WERE HAZE AND THE ASSUMPTION THAT THE CESSNA WAS FURTHER DOWNWIND THAN IT ACTUALLY WAS. THIS COULD HAVE BEEN PREVENTED BY NOT ALLOWING DISTRS TO PREVENT USE OF CONSTANT AND PROPER SCAN TECHNIQUES TO KEEP TRACK OF 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.