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Ground conflict created by a twin turboprop private pilot when he lands opposite direction to C210 traffic at a non tower airport at jbr, ar.
| Attributes | |
| ACN | 545869 |
| Time | |
| Date | 200204 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : jbr.airport |
| State Reference | AR |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | Small Transport, Low Wing, 2 Turboprop Eng |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach landing : roll |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Cessna 210 Centurion / Turbo Centurion 210C, 210D |
| Flight Phase | landing : go around |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : private pilot : multi engine pilot : instrument |
| Experience | flight time last 90 days : 34.4 flight time total : 3266 flight time type : 66.4 |
| ASRS Report | 54 |
| Person 2 | |
| Function | flight crew : single pilot |
| Events | |
| Anomaly | conflict : ground critical ground encounters other incursion : runway non adherence : published procedure non adherence other other anomaly other other spatial deviation other spatial deviation |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | flight crew : executed go around |
| Miss Distance | horizontal : 400 vertical : 400 |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
I was on an IFR flight plan from dab, fl, to sgi, mo. The headwinds were strong, so I decided to stop at jbr for fuel. I advised center of the destination change and they acknowledged and gave me approval to descend to 3000 ft. About 10 mi out, I had the airport and advised center to cancel IFR. They acknowledged and advised frequency change approved and squawk, VFR, 1200, which I did. I was having a problem with my gyro so I was hand flying the plane. When I looked at the chart, I saw unicom frequency was 123.0, so I tuned it in and announced my position and my intention to land on runway 23. I had listened to AWOS and the WX was clear and winds light and variable. I landed on runway 23 and on rollout, observed a C210 aborting his landing on runway 5 because I was on the runway. My mistake was not using the CTAF 123.6. I should have looked at the approach plate more carefully to be sure of the correct frequency.
Original NASA ASRS Text
Title: GND CONFLICT CREATED BY A TWIN TURBOPROP PVT PLT WHEN HE LANDS OPPOSITE DIRECTION TO C210 TFC AT A NON TWR ARPT AT JBR, AR.
Narrative: I WAS ON AN IFR FLT PLAN FROM DAB, FL, TO SGI, MO. THE HEADWINDS WERE STRONG, SO I DECIDED TO STOP AT JBR FOR FUEL. I ADVISED CTR OF THE DEST CHANGE AND THEY ACKNOWLEDGED AND GAVE ME APPROVAL TO DSND TO 3000 FT. ABOUT 10 MI OUT, I HAD THE ARPT AND ADVISED CTR TO CANCEL IFR. THEY ACKNOWLEDGED AND ADVISED FREQ CHANGE APPROVED AND SQUAWK, VFR, 1200, WHICH I DID. I WAS HAVING A PROB WITH MY GYRO SO I WAS HAND FLYING THE PLANE. WHEN I LOOKED AT THE CHART, I SAW UNICOM FREQ WAS 123.0, SO I TUNED IT IN AND ANNOUNCED MY POS AND MY INTENTION TO LAND ON RWY 23. I HAD LISTENED TO AWOS AND THE WX WAS CLR AND WINDS LIGHT AND VARIABLE. I LANDED ON RWY 23 AND ON ROLLOUT, OBSERVED A C210 ABORTING HIS LNDG ON RWY 5 BECAUSE I WAS ON THE RWY. MY MISTAKE WAS NOT USING THE CTAF 123.6. I SHOULD HAVE LOOKED AT THE APCH PLATE MORE CAREFULLY TO BE SURE OF THE CORRECT FREQ.
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.