Near midair collision between a beech 55 that just completed a turn onto final at a non controled ai...

Attributes
ACN	507487
Time
Date	200011
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : ssi.airport
State Reference	GA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	Baron 55/Cochise
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : instrument non precision
Flight Plan	VFR
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : student pilot : private pilot : multi engine pilot : instrument
Experience	flight time last 90 days : 35 flight time total : 1000 flight time type : 500
ASRS Report	507487
Person 2
Affiliation	other
Function	instruction : instructor
Events
Anomaly	conflict : nmac non adherence : far other anomaly other other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 500 vertical : 25
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

After canceling IFR with ATC, I switched to unicom for st simons island, GA (1j1). As I entered the area, I announced distance, direction, and landing intentions. I asked for any other traffic to 'announce' also. A couple of aircraft announced their position with one stating that they were making a practice VOR approach. I continued into the traffic pattern making announcements at every leg, including crosswind. Shortly after leveling wings for final, a cessna turned in front of me rolling out from base to final just inside and slightly below me with no announcement. I turned 90 degrees right (high bank angle), advanced the throttles, and descended. Then rolled back to the left (90 degrees) after a few seconds to parallel the final course as I watched the cessna descend to landing. There were some terse words from me over the radio to announce what had happened. The other pilot waited for me on the ground where we 'compared notes.' he was a 12000 hour airline pilot instructing an instrument student in a VOR approach. He thought he had announced and he did not hear me. He had not announced and everyone else did hear me, including the FBO on the ground. When he realized that he had almost caused an accident, he apologized profusely and quickly left. 1j1 is 'uncontrolled' but it is an extremely busy resort destination where a gulfstream V is as likely to land as a C172. Practice approachs should probably not be made at this type of airport during peak wkend hours. (Another airport exactly like it, is destin, fl, with which I am even more familiar.) in this case, the instructor and student were apparently so engrossed in the approach that they did not communicate or perhaps they had inadvertently switched frequencys after responding early on. Another issue is that when an announcement is made using an 'approach' as a location on a VFR day, other traffic may not be familiar with where that may put the traffic. At that point, it is too late to refer to the charts.

Original NASA ASRS Text

Title: NMAC BTWN A BEECH 55 THAT JUST COMPLETED A TURN ONTO FINAL AT A NON CTLED ARPT AND A CESSNA THAT TURNED FINAL IN FRONT OF HIM. THE RPTR IN THE BE55 TOOK EVASIVE ACTION BY TURNING OUT OF FINAL.

Narrative: AFTER CANCELING IFR WITH ATC, I SWITCHED TO UNICOM FOR ST SIMONS ISLAND, GA (1J1). AS I ENTERED THE AREA, I ANNOUNCED DISTANCE, DIRECTION, AND LNDG INTENTIONS. I ASKED FOR ANY OTHER TFC TO 'ANNOUNCE' ALSO. A COUPLE OF ACFT ANNOUNCED THEIR POS WITH ONE STATING THAT THEY WERE MAKING A PRACTICE VOR APCH. I CONTINUED INTO THE TFC PATTERN MAKING ANNOUNCEMENTS AT EVERY LEG, INCLUDING XWIND. SHORTLY AFTER LEVELING WINGS FOR FINAL, A CESSNA TURNED IN FRONT OF ME ROLLING OUT FROM BASE TO FINAL JUST INSIDE AND SLIGHTLY BELOW ME WITH NO ANNOUNCEMENT. I TURNED 90 DEGS R (HIGH BANK ANGLE), ADVANCED THE THROTTLES, AND DSNDED. THEN ROLLED BACK TO THE L (90 DEGS) AFTER A FEW SECONDS TO PARALLEL THE FINAL COURSE AS I WATCHED THE CESSNA DSND TO LNDG. THERE WERE SOME TERSE WORDS FROM ME OVER THE RADIO TO ANNOUNCE WHAT HAD HAPPENED. THE OTHER PLT WAITED FOR ME ON THE GND WHERE WE 'COMPARED NOTES.' HE WAS A 12000 HR AIRLINE PLT INSTRUCTING AN INST STUDENT IN A VOR APCH. HE THOUGHT HE HAD ANNOUNCED AND HE DID NOT HEAR ME. HE HAD NOT ANNOUNCED AND EVERYONE ELSE DID HEAR ME, INCLUDING THE FBO ON THE GND. WHEN HE REALIZED THAT HE HAD ALMOST CAUSED AN ACCIDENT, HE APOLOGIZED PROFUSELY AND QUICKLY LEFT. 1J1 IS 'UNCTLED' BUT IT IS AN EXTREMELY BUSY RESORT DEST WHERE A GULFSTREAM V IS AS LIKELY TO LAND AS A C172. PRACTICE APCHS SHOULD PROBABLY NOT BE MADE AT THIS TYPE OF ARPT DURING PEAK WKEND HRS. (ANOTHER ARPT EXACTLY LIKE IT, IS DESTIN, FL, WITH WHICH I AM EVEN MORE FAMILIAR.) IN THIS CASE, THE INSTRUCTOR AND STUDENT WERE APPARENTLY SO ENGROSSED IN THE APCH THAT THEY DID NOT COMMUNICATE OR PERHAPS THEY HAD INADVERTENTLY SWITCHED FREQS AFTER RESPONDING EARLY ON. ANOTHER ISSUE IS THAT WHEN AN ANNOUNCEMENT IS MADE USING AN 'APCH' AS A LOCATION ON A VFR DAY, OTHER TFC MAY NOT BE FAMILIAR WITH WHERE THAT MAY PUT THE TFC. AT THAT POINT, IT IS TOO LATE TO REFER TO THE CHARTS.

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.

Near midair collision between a beech 55 that just completed a turn onto final at a non controled airport and a cessna that turned final in front of him. The reporter in the BE55 took evasive action by turning out of final.