Narrative:

I (aircraft X) filed my IFR flight plan to greenville, ms, for practice approachs with my student. Shortly after, I contacted greenwood FSS to obtain my IFR clearance to greenville. The briefer informed me that there was incoming IFR traffic (aircraft Y) to cleveland and I could not receive my clearance at this time by phone. I acknowledged what the briefer told me. I informed my student to go ahead and taxi out and perform our run-up and depart VFR and pick up our clearance in the air. While taxiing out and during the run-up I listened to the local CTAF to see if I could hear the position of the aircraft inbound to cleveland. I soon heard the aircraft call and advise cleveland traffic that he was overhead the airport in IMC and was heading to the NDB (northbound) to start the NDB approach. I communicated with the pilot about his position and intentions. He informed me that he was in IMC and was going to fly the NDB runway 17 approach into cleveland. I told him that we were about to depart runway 35 and would be making a left turn out to the west shortly after liftoff. He acknowledged what I said and reported overhead the NDB outbound for the approach, which is located about 2.5 mi north of the cleveland airport. I called our departure and informed my student to turn left wbound around 500 ft indicated. Once we were about 3 mi west of the field and level at about 800 ft MSL, I contacted ZME and informed them we were off cleveland and gave center our present position. I asked for our clearance to greenville and the controller denied the request for clearance because of the inbound IFR traffic to cleveland. I told the controller I had been monitoring the CTAF and talked to the inbound traffic and knew of his position, and the inbound traffic knew of my position and intentions. Seconds later the aircraft on the approach at cleveland called center and said that there was an aircraft that had just departed cleveland and headed straight at him. The controller questioned the pilot of the aircraft on the approach, saying that the other aircraft (myself) had stated to him (the controller) that he was in VFR conditions west of the field and was no factor for the aircraft inbound to cleveland. I assured ZME that we were no factor and quickly informed the aircraft inbound to land at cleveland that we were no factor for him and several mi southwest of the field swbound to greenville. I am not really sure why the aircraft on the NDB approach to cleveland got confused about my position or why he told center I was heading right at him, northbound. The entire time, from taxi to climb out, I monitored both ZME and the cleveland CTAF, simultaneously, and had whereabouts of my position as well as the aircraft's inbound the whole time.

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Original NASA ASRS Text

Title: MISUNDERSTANDING OF ACFT TO ACFT COM AT UNCTLED ARPT RESULTS IN MISCONCEPTION OF AIRBORNE CONFLICT.

Narrative: I (ACFT X) FILED MY IFR FLT PLAN TO GREENVILLE, MS, FOR PRACTICE APCHS WITH MY STUDENT. SHORTLY AFTER, I CONTACTED GREENWOOD FSS TO OBTAIN MY IFR CLRNC TO GREENVILLE. THE BRIEFER INFORMED ME THAT THERE WAS INCOMING IFR TFC (ACFT Y) TO CLEVELAND AND I COULD NOT RECEIVE MY CLRNC AT THIS TIME BY PHONE. I ACKNOWLEDGED WHAT THE BRIEFER TOLD ME. I INFORMED MY STUDENT TO GO AHEAD AND TAXI OUT AND PERFORM OUR RUN-UP AND DEPART VFR AND PICK UP OUR CLRNC IN THE AIR. WHILE TAXIING OUT AND DURING THE RUN-UP I LISTENED TO THE LCL CTAF TO SEE IF I COULD HEAR THE POS OF THE ACFT INBOUND TO CLEVELAND. I SOON HEARD THE ACFT CALL AND ADVISE CLEVELAND TFC THAT HE WAS OVERHEAD THE ARPT IN IMC AND WAS HDG TO THE NDB (NBOUND) TO START THE NDB APCH. I COMMUNICATED WITH THE PLT ABOUT HIS POS AND INTENTIONS. HE INFORMED ME THAT HE WAS IN IMC AND WAS GOING TO FLY THE NDB RWY 17 APCH INTO CLEVELAND. I TOLD HIM THAT WE WERE ABOUT TO DEPART RWY 35 AND WOULD BE MAKING A L TURN OUT TO THE W SHORTLY AFTER LIFTOFF. HE ACKNOWLEDGED WHAT I SAID AND RPTED OVERHEAD THE NDB OUTBOUND FOR THE APCH, WHICH IS LOCATED ABOUT 2.5 MI N OF THE CLEVELAND ARPT. I CALLED OUR DEP AND INFORMED MY STUDENT TO TURN L WBOUND AROUND 500 FT INDICATED. ONCE WE WERE ABOUT 3 MI W OF THE FIELD AND LEVEL AT ABOUT 800 FT MSL, I CONTACTED ZME AND INFORMED THEM WE WERE OFF CLEVELAND AND GAVE CTR OUR PRESENT POS. I ASKED FOR OUR CLRNC TO GREENVILLE AND THE CTLR DENIED THE REQUEST FOR CLRNC BECAUSE OF THE INBOUND IFR TFC TO CLEVELAND. I TOLD THE CTLR I HAD BEEN MONITORING THE CTAF AND TALKED TO THE INBOUND TFC AND KNEW OF HIS POS, AND THE INBOUND TFC KNEW OF MY POS AND INTENTIONS. SECONDS LATER THE ACFT ON THE APCH AT CLEVELAND CALLED CTR AND SAID THAT THERE WAS AN ACFT THAT HAD JUST DEPARTED CLEVELAND AND HEADED STRAIGHT AT HIM. THE CTLR QUESTIONED THE PLT OF THE ACFT ON THE APCH, SAYING THAT THE OTHER ACFT (MYSELF) HAD STATED TO HIM (THE CTLR) THAT HE WAS IN VFR CONDITIONS W OF THE FIELD AND WAS NO FACTOR FOR THE ACFT INBOUND TO CLEVELAND. I ASSURED ZME THAT WE WERE NO FACTOR AND QUICKLY INFORMED THE ACFT INBOUND TO LAND AT CLEVELAND THAT WE WERE NO FACTOR FOR HIM AND SEVERAL MI SW OF THE FIELD SWBOUND TO GREENVILLE. I AM NOT REALLY SURE WHY THE ACFT ON THE NDB APCH TO CLEVELAND GOT CONFUSED ABOUT MY POS OR WHY HE TOLD CTR I WAS HDG RIGHT AT HIM, NBOUND. THE ENTIRE TIME, FROM TAXI TO CLBOUT, I MONITORED BOTH ZME AND THE CLEVELAND CTAF, SIMULTANEOUSLY, AND HAD WHEREABOUTS OF MY POS AS WELL AS THE ACFT'S INBOUND THE WHOLE TIME.

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.