Narrative:

Aug/sun/02, approximately XA30, it was a busy sunday at arrival airport. In addition to the usual wkend traffic, the local chapter was hosting flts and there were aerobatic demonstrations taking place on the field. Runways 27 and 36 were in use. These runways intersect. Most GA flts were landing and departing on runway 36. The pitts and other aerobatic planes were using the east end of runway 27. The taxiway that runs parallel to runway 9/27 was closed due to construction. Flying a C172, I was cleared to land on runway 36. The flaps were down and I had crossed the edge of the pavement and was only seconds from flaring when the controller called for a go around. I immediately responded by putting in full throttle, taking off some (but not all) of the flaps. Setting the carburetor heat to 'off' and getting the nose up (but not too much). Aborting the landing at that late point required all my attention. For that 2 or 3 seconds, I chose to aviate rather than communicate. After that short time, the tower called a second time for a go around and I was able to reply. I had no idea why the controller called for me to do a go around. In talking to one of the tower controllers afterward, I learned that there was a turbine-pwred aircraft landing on runway 27 at the same time. I was told that the pilot of that aircraft self-initiated a go around and our paths crossed. I have no idea how high that aircraft was when it crossed over runway 18/36 or exactly where my aircraft was at that moment. I never saw the turbine aircraft. The tower controller said that I did not respond to the tower's instruction to do a go around. I did not reply but I certainly did respond. I responded by performing the action I was requested to do. If they called for the go around earlier than when my aircraft passed the runway threshold, then I admit I did not hear it but I don't think that's what happened. If I could pick out a transmission to me during one of the most crucial times of the landing, I think I would have heard it earlier. Given how busy the airport was, there were constant xmissions on the tower frequency. Several pilots told me that they were unable to give expected position reports because they could not break in on the frequency. If the tower did call for a go around before I had crossed the threshold perhaps the transmission was stepped on by another aircraft. Such congestion can easily lead to lost xmissions. What I could have done differently was to pay more attention to the type of aircraft landing on the intersecting runway. Small aerobatic aircraft had been landing on runway 27 much of the day and staying well short of the intersection. If I had realized that a large aircraft was now on an intersecting path, I could have done a go around much earlier or rejected the clearance to land.

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Original NASA ASRS Text

Title: A C172 PLT LNDG ON RWY 36 AT ARR IS ISSUED A GAR INSTRUCTION AND LATER LEARNS A LARGE TURBINE ACFT, LNDG AT THE SAME TIME, HAD SELF INITIATED A GAR ON RWY 28.

Narrative: AUG/SUN/02, APPROX XA30, IT WAS A BUSY SUNDAY AT ARR ARPT. IN ADDITION TO THE USUAL WKEND TFC, THE LCL CHAPTER WAS HOSTING FLTS AND THERE WERE AEROBATIC DEMONSTRATIONS TAKING PLACE ON THE FIELD. RWYS 27 AND 36 WERE IN USE. THESE RWYS INTERSECT. MOST GA FLTS WERE LNDG AND DEPARTING ON RWY 36. THE PITTS AND OTHER AEROBATIC PLANES WERE USING THE E END OF RWY 27. THE TXWY THAT RUNS PARALLEL TO RWY 9/27 WAS CLOSED DUE TO CONSTRUCTION. FLYING A C172, I WAS CLRED TO LAND ON RWY 36. THE FLAPS WERE DOWN AND I HAD CROSSED THE EDGE OF THE PAVEMENT AND WAS ONLY SECONDS FROM FLARING WHEN THE CTLR CALLED FOR A GAR. I IMMEDIATELY RESPONDED BY PUTTING IN FULL THROTTLE, TAKING OFF SOME (BUT NOT ALL) OF THE FLAPS. SETTING THE CARB HEAT TO 'OFF' AND GETTING THE NOSE UP (BUT NOT TOO MUCH). ABORTING THE LNDG AT THAT LATE POINT REQUIRED ALL MY ATTN. FOR THAT 2 OR 3 SECONDS, I CHOSE TO AVIATE RATHER THAN COMMUNICATE. AFTER THAT SHORT TIME, THE TWR CALLED A SECOND TIME FOR A GAR AND I WAS ABLE TO REPLY. I HAD NO IDEA WHY THE CTLR CALLED FOR ME TO DO A GAR. IN TALKING TO ONE OF THE TWR CTLRS AFTERWARD, I LEARNED THAT THERE WAS A TURBINE-PWRED ACFT LNDG ON RWY 27 AT THE SAME TIME. I WAS TOLD THAT THE PLT OF THAT ACFT SELF-INITIATED A GAR AND OUR PATHS CROSSED. I HAVE NO IDEA HOW HIGH THAT ACFT WAS WHEN IT CROSSED OVER RWY 18/36 OR EXACTLY WHERE MY ACFT WAS AT THAT MOMENT. I NEVER SAW THE TURBINE ACFT. THE TWR CTLR SAID THAT I DID NOT RESPOND TO THE TWR'S INSTRUCTION TO DO A GAR. I DID NOT REPLY BUT I CERTAINLY DID RESPOND. I RESPONDED BY PERFORMING THE ACTION I WAS REQUESTED TO DO. IF THEY CALLED FOR THE GAR EARLIER THAN WHEN MY ACFT PASSED THE RWY THRESHOLD, THEN I ADMIT I DID NOT HEAR IT BUT I DON'T THINK THAT'S WHAT HAPPENED. IF I COULD PICK OUT A XMISSION TO ME DURING ONE OF THE MOST CRUCIAL TIMES OF THE LNDG, I THINK I WOULD HAVE HEARD IT EARLIER. GIVEN HOW BUSY THE ARPT WAS, THERE WERE CONSTANT XMISSIONS ON THE TWR FREQ. SEVERAL PLTS TOLD ME THAT THEY WERE UNABLE TO GIVE EXPECTED POS RPTS BECAUSE THEY COULD NOT BREAK IN ON THE FREQ. IF THE TWR DID CALL FOR A GAR BEFORE I HAD CROSSED THE THRESHOLD PERHAPS THE XMISSION WAS STEPPED ON BY ANOTHER ACFT. SUCH CONGESTION CAN EASILY LEAD TO LOST XMISSIONS. WHAT I COULD HAVE DONE DIFFERENTLY WAS TO PAY MORE ATTN TO THE TYPE OF ACFT LNDG ON THE INTERSECTING RWY. SMALL AEROBATIC ACFT HAD BEEN LNDG ON RWY 27 MUCH OF THE DAY AND STAYING WELL SHORT OF THE INTXN. IF I HAD REALIZED THAT A LARGE ACFT WAS NOW ON AN INTERSECTING PATH, I COULD HAVE DONE A GAR MUCH EARLIER OR REJECTED THE CLRNC TO LAND.

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.