C172 instructor and student had less than legal separation with 3 aircraft in hio class D airspace.

Attributes
ACN	553476
Time
Date	200207
Day	Thu
Place
Locale Reference	airport : hio.airport
State Reference	OR
Altitude	msl single value : 1020
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Navigation In Use	other ndb
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial
Person 1
Affiliation	other
Function	instruction : instructor
Qualification	pilot : commercial pilot : cfi pilot : instrument
Experience	flight time last 90 days : 100 flight time total : 1225 flight time type : 1225
ASRS Report	553476
Person 2
Affiliation	other
Function	instruction : trainee
Events
Anomaly	conflict : airborne critical non adherence : published procedure non adherence : required legal separation non adherence : far other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : took evasive action
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 500 vertical : 100
Supplementary
Problem Areas	Airport Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

I was instructing an instrument student in a C172 aircraft X, executing an NDB approach to hillsboro, or. Aircraft X made the initial call to hillsboro tower. Tower responded with 'report 2 mi final.' time was started at abate LOM and aircraft X descended from 2900 ft MSL to 1020 ft MSL. Approach speed was 90 KTS. Time was counting down from 4 mins. At approximately 1 min 30 seconds remaining, an aircraft was seen closing rapidly and in a climb out from runway 30 at hillsboro. It executed a right turn. Aircraft X doglegged to the right and continued the approach on the south side of runway 12. Shortly after seeing the departing aircraft turn, a second aircraft was seen climbing out from runway 30. It, too, climbed and turned right. Shortly thereafter, a third aircraft was seen. It followed the first two. Aircraft X called missed approach and started to climb and turn toward the newberg (ubg) VOR. Aircraft X was directed to call portland approach. Shortly after checking in with portland approach, they requested that I call hillsboro tower upon landing. That was done. I spoke to a gentleman. We spoke about what had transpired. He indicated that I should have called abate LOM. I realized that the FAF or the OM on a non precision approach should be called. I have been flying into hillsboro for several yrs as a flight instructor. Any of several points are requested to be called when on the inbound leg to runway 12. When abate is not called, no cautionary statements have ever been offered by the tower. Other points that are often requested for callout are the sunset highway and as in this flight, 2 mi final. At other times, the tower directs that it will call missed approach. Since there is no DME function for runway 12 into hillsboro, the only way to call a 2 mi final is to estimate it. I followed the lead of the tower and intended to attempt to call a 2 mi final. I feel that we were outside of the required reporting point when the incident occurred. At no time while on tower frequency did I hear any conversation between the tower and any other aircraft.

Original NASA ASRS Text

Title: C172 INSTRUCTOR AND STUDENT HAD LESS THAN LEGAL SEPARATION WITH 3 ACFT IN HIO CLASS D AIRSPACE.

Narrative: I WAS INSTRUCTING AN INST STUDENT IN A C172 ACFT X, EXECUTING AN NDB APCH TO HILLSBORO, OR. ACFT X MADE THE INITIAL CALL TO HILLSBORO TWR. TWR RESPONDED WITH 'RPT 2 MI FINAL.' TIME WAS STARTED AT ABATE LOM AND ACFT X DSNDED FROM 2900 FT MSL TO 1020 FT MSL. APCH SPD WAS 90 KTS. TIME WAS COUNTING DOWN FROM 4 MINS. AT APPROX 1 MIN 30 SECONDS REMAINING, AN ACFT WAS SEEN CLOSING RAPIDLY AND IN A CLBOUT FROM RWY 30 AT HILLSBORO. IT EXECUTED A R TURN. ACFT X DOGLEGGED TO THE R AND CONTINUED THE APCH ON THE S SIDE OF RWY 12. SHORTLY AFTER SEEING THE DEPARTING ACFT TURN, A SECOND ACFT WAS SEEN CLBING OUT FROM RWY 30. IT, TOO, CLBED AND TURNED R. SHORTLY THEREAFTER, A THIRD ACFT WAS SEEN. IT FOLLOWED THE FIRST TWO. ACFT X CALLED MISSED APCH AND STARTED TO CLB AND TURN TOWARD THE NEWBERG (UBG) VOR. ACFT X WAS DIRECTED TO CALL PORTLAND APCH. SHORTLY AFTER CHKING IN WITH PORTLAND APCH, THEY REQUESTED THAT I CALL HILLSBORO TWR UPON LNDG. THAT WAS DONE. I SPOKE TO A GENTLEMAN. WE SPOKE ABOUT WHAT HAD TRANSPIRED. HE INDICATED THAT I SHOULD HAVE CALLED ABATE LOM. I REALIZED THAT THE FAF OR THE OM ON A NON PRECISION APCH SHOULD BE CALLED. I HAVE BEEN FLYING INTO HILLSBORO FOR SEVERAL YRS AS A FLT INSTRUCTOR. ANY OF SEVERAL POINTS ARE REQUESTED TO BE CALLED WHEN ON THE INBOUND LEG TO RWY 12. WHEN ABATE IS NOT CALLED, NO CAUTIONARY STATEMENTS HAVE EVER BEEN OFFERED BY THE TWR. OTHER POINTS THAT ARE OFTEN REQUESTED FOR CALLOUT ARE THE SUNSET HWY AND AS IN THIS FLT, 2 MI FINAL. AT OTHER TIMES, THE TWR DIRECTS THAT IT WILL CALL MISSED APCH. SINCE THERE IS NO DME FUNCTION FOR RWY 12 INTO HILLSBORO, THE ONLY WAY TO CALL A 2 MI FINAL IS TO ESTIMATE IT. I FOLLOWED THE LEAD OF THE TWR AND INTENDED TO ATTEMPT TO CALL A 2 MI FINAL. I FEEL THAT WE WERE OUTSIDE OF THE REQUIRED RPTING POINT WHEN THE INCIDENT OCCURRED. AT NO TIME WHILE ON TWR FREQ DID I HEAR ANY CONVERSATION BTWN THE TWR AND ANY 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.