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An SA227 turboprop flight on base to final has an near midair collision with a straight-in citation jet at 800 ft 2 mi southwest of runway 4 at eld, ar.
| Attributes | |
| ACN | 486238 |
| Time | |
| Date | 200009 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : eld.airport |
| State Reference | AR |
| Altitude | agl single value : 800 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zfw.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | SA-227 AC Metro III |
| Operating Under FAR Part | Part 119 |
| Navigation In Use | other |
| Flight Phase | descent : vacating altitude |
| Route In Use | approach : visual approach : traffic pattern arrival : vfr |
| Flight Plan | VFR |
| Aircraft 2 | |
| Controlling Facilities | artcc : zfw.artcc |
| Operator | general aviation : corporate |
| Make Model Name | Cessna Citation Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | ils localizer only : 298 |
| Route In Use | approach : straight in arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : cfi pilot : multi engine |
| Experience | flight time last 90 days : 53 flight time total : 1200 flight time type : 51 |
| ASRS Report | 486238 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | conflict : nmac non adherence : required legal separation non adherence : far other anomaly other anomaly other other spatial deviation |
| Independent Detector | aircraft equipment : tcas other flight crewa |
| Resolutory Action | flight crew : took evasive action |
| Consequence | other |
| Miss Distance | horizontal : 250 vertical : 0 |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Environmental Factor ATC Human Performance Airspace Structure |
| Primary Problem | Flight Crew Human Performance |
Narrative:
On sep/xa/00, we were flying into eld, when we had an near midair collision in the traffic pattern at approximately 800 ft AGL. We were on an IFR flight plan as was the other party involved. We were both talking to ZFW on 128.2, when the captain elected to cancel IFR and proceed VFR to eld airport. We entered a left downwind for runway 4, and were making position reports on eld CTAF 123.0. The captain and I both knew that the citation's destination was eld and that it would be approaching straight-in to runway 4, after hearing him on ZFW. The captain had canceled our IFR flight plan and flew a fast and close pattern to attempt to arrive before the citation. Turning left base to final we received a TA from tcasi, and lowered the right wing to see the citation at the same altitude with approximately 200-300 ft of horizontal separation. We immediately banked left and the citation turned right and went missed to enter the traffic pattern for another approach. At this point we established communication with the citation, and the captain continued our approach at a steep angle of descent and high airspeed. Due to the dramatic sink rate, the GPWS alerted with instructions to 'pull up' 4 times. We touched down approximately 2000-3000 ft down runway 4 and taxied to the ramp. The citation touched down 3 mins later. I believe this problem was caused because we were forced to fly a large and extended pattern on the previous leg due to a much slower airplane, and the captain did not want to be delayed a second time. I think that the captain wanting to get home faster was one human factor, and our perception of the amount of time we had along with not clearly establishing the location and speed of the citation were other factors. The captain had been up since XA45 and flying since XC00 and this may have also been a factor. I believe the problem arose by us not communicating with the citation or center over center frequency before canceling IFR. Because we were unaware of the speed and distance of the citation due to a lack of communication, we had no knowledge of the problem until the tcasi alert on the base to final turn. Both planes took corrective action by turning away from each other and the conflict was resolved without any further problems. A recurrence of this event can be prevented with better communication.
Original NASA ASRS Text
Title: AN SA227 TURBOPROP FLT ON BASE TO FINAL HAS AN NMAC WITH A STRAIGHT-IN CITATION JET AT 800 FT 2 MI SW OF RWY 4 AT ELD, AR.
Narrative: ON SEP/XA/00, WE WERE FLYING INTO ELD, WHEN WE HAD AN NMAC IN THE TFC PATTERN AT APPROX 800 FT AGL. WE WERE ON AN IFR FLT PLAN AS WAS THE OTHER PARTY INVOLVED. WE WERE BOTH TALKING TO ZFW ON 128.2, WHEN THE CAPT ELECTED TO CANCEL IFR AND PROCEED VFR TO ELD ARPT. WE ENTERED A L DOWNWIND FOR RWY 4, AND WERE MAKING POS RPTS ON ELD CTAF 123.0. THE CAPT AND I BOTH KNEW THAT THE CITATION'S DEST WAS ELD AND THAT IT WOULD BE APCHING STRAIGHT-IN TO RWY 4, AFTER HEARING HIM ON ZFW. THE CAPT HAD CANCELED OUR IFR FLT PLAN AND FLEW A FAST AND CLOSE PATTERN TO ATTEMPT TO ARRIVE BEFORE THE CITATION. TURNING L BASE TO FINAL WE RECEIVED A TA FROM TCASI, AND LOWERED THE R WING TO SEE THE CITATION AT THE SAME ALT WITH APPROX 200-300 FT OF HORIZ SEPARATION. WE IMMEDIATELY BANKED L AND THE CITATION TURNED R AND WENT MISSED TO ENTER THE TFC PATTERN FOR ANOTHER APCH. AT THIS POINT WE ESTABLISHED COM WITH THE CITATION, AND THE CAPT CONTINUED OUR APCH AT A STEEP ANGLE OF DSCNT AND HIGH AIRSPD. DUE TO THE DRAMATIC SINK RATE, THE GPWS ALERTED WITH INSTRUCTIONS TO 'PULL UP' 4 TIMES. WE TOUCHED DOWN APPROX 2000-3000 FT DOWN RWY 4 AND TAXIED TO THE RAMP. THE CITATION TOUCHED DOWN 3 MINS LATER. I BELIEVE THIS PROB WAS CAUSED BECAUSE WE WERE FORCED TO FLY A LARGE AND EXTENDED PATTERN ON THE PREVIOUS LEG DUE TO A MUCH SLOWER AIRPLANE, AND THE CAPT DID NOT WANT TO BE DELAYED A SECOND TIME. I THINK THAT THE CAPT WANTING TO GET HOME FASTER WAS ONE HUMAN FACTOR, AND OUR PERCEPTION OF THE AMOUNT OF TIME WE HAD ALONG WITH NOT CLRLY ESTABLISHING THE LOCATION AND SPD OF THE CITATION WERE OTHER FACTORS. THE CAPT HAD BEEN UP SINCE XA45 AND FLYING SINCE XC00 AND THIS MAY HAVE ALSO BEEN A FACTOR. I BELIEVE THE PROB AROSE BY US NOT COMMUNICATING WITH THE CITATION OR CTR OVER CTR FREQ BEFORE CANCELING IFR. BECAUSE WE WERE UNAWARE OF THE SPD AND DISTANCE OF THE CITATION DUE TO A LACK OF COM, WE HAD NO KNOWLEDGE OF THE PROB UNTIL THE TCASI ALERT ON THE BASE TO FINAL TURN. BOTH PLANES TOOK CORRECTIVE ACTION BY TURNING AWAY FROM EACH OTHER AND THE CONFLICT WAS RESOLVED WITHOUT ANY FURTHER PROBS. A RECURRENCE OF THIS EVENT CAN BE PREVENTED WITH BETTER COM.
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.