Narrative:

During a training flight in the vicinity of the redmond roberts field, the following communication events occurred: initial conditions: our position was 10 NM south of the airfield descending out of 6000 ft, proceeding north with the intention to land at rdm. The initial call-up with our position and intentions was made to ATC, which acknowledged the call and instructed us to report on a right downwind for runway 10. Traffic at the airport during the arrival: 1 cessna aircraft initially reported to be 7 NM north, and then (immediately later) 2 NM north at 4500 ft transitioning north to south over the field. Another cessna aircraft on left downwind for runway 10 approaching the base turn. Aircraft Z was attempting to get a clearance to depart from the ramp, and an unknown ground traffic. Upon entering the right traffic pattern for runway 10, we made the pattern entry report as instructed with the comment that we were 'staying at 5000 ft to avoid the transitioning traffic.' we also reported that traffic was not in sight. The transitioning aircraft reported to ATC 'right downwind traffic in sight.' ATC cleared us '#2 behind the cessna on left downwind.' note: ATC never instructed us to report the left downwind traffic in sight. We had the downwind traffic in sight at all times while in the pattern. We reported to the tower '#2 for the field.' no comment from ATC was made at that time. While on final, ATC was heard giving aircraft Z his departure clearance. We landed on runway 10 after the cessna ahead had performed a touch-and-go. The cessna was 200-400 ft AGL as we touched down onto the runway. As our aircraft slowed below 40 KTS (near taxiway intersection D), aircraft Z (airborne) passed ahead departing from runway 4. Note: aircraft on runway 4 are hidden from view by the terminal buildings as viewed from the approach end of runway 10. Summary: the ATC controller was in the tower and acting as both tower controller and ground controller. His radio xmissions were on both tower and ground control frequencys. Specifically, we were concerned about the transitioning aircraft at our pattern altitude and spacing between us and the aircraft on the left downwind to final. Since the ATC controller was issuing a departure clearance to aircraft Z (and instructions to others), we didn't hear the ATC instruction to the aircraft Z 'cleared for takeoff.' even though we had reported on downwind as instructed, and I had accidentally keyed the microphone while giving instructions to my first officer concerning spacing between us and the cessna ahead, the ATC controller never communicated to us any intention to terminate a landing clearance. He apparently forgot that we were on final behind the cessna. There was a communication breakdown between us and the ATC controller because all ground and air communications were being heard over the tower frequency. There may have been some confusion concerning traffic reports as well. The traffic we were reporting (in sight or not in sight) was the traffic transitioning over the airfield. Perhaps the ATC controller thought we were making reports concerning the left downwind traffic. Callback conversation with reporter revealed the following information: the incident is presently under investigation by the FAA. Rdm is a non federal control tower. Reporter said he is acquainted with most of the 4 controllers that staff the tower. Apparently, he has heard the tower tapes and knows he did not have clearance to land. He believes when the controller cleared the dash 8 for takeoff on runway 4, he may have forgotten the BE99 landing on runway 10. He said the controller sounded surprised but gave them clearance to turn on taxiway F and on to the terminal.

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Original NASA ASRS Text

Title: BE99 CREW, ROLLING OUT AFTER LNDG AT RDM, ENCOUNTERED A DASH 8 ACFT DEPARTING A XING RWY.

Narrative: DURING A TRAINING FLT IN THE VICINITY OF THE REDMOND ROBERTS FIELD, THE FOLLOWING COM EVENTS OCCURRED: INITIAL CONDITIONS: OUR POS WAS 10 NM S OF THE AIRFIELD DSNDING OUT OF 6000 FT, PROCEEDING N WITH THE INTENTION TO LAND AT RDM. THE INITIAL CALL-UP WITH OUR POS AND INTENTIONS WAS MADE TO ATC, WHICH ACKNOWLEDGED THE CALL AND INSTRUCTED US TO RPT ON A R DOWNWIND FOR RWY 10. TFC AT THE ARPT DURING THE ARR: 1 CESSNA ACFT INITIALLY RPTED TO BE 7 NM N, AND THEN (IMMEDIATELY LATER) 2 NM N AT 4500 FT TRANSITIONING N TO S OVER THE FIELD. ANOTHER CESSNA ACFT ON L DOWNWIND FOR RWY 10 APCHING THE BASE TURN. ACFT Z WAS ATTEMPTING TO GET A CLRNC TO DEPART FROM THE RAMP, AND AN UNKNOWN GND TFC. UPON ENTERING THE R TFC PATTERN FOR RWY 10, WE MADE THE PATTERN ENTRY RPT AS INSTRUCTED WITH THE COMMENT THAT WE WERE 'STAYING AT 5000 FT TO AVOID THE TRANSITIONING TFC.' WE ALSO RPTED THAT TFC WAS NOT IN SIGHT. THE TRANSITIONING ACFT RPTED TO ATC 'R DOWNWIND TFC IN SIGHT.' ATC CLRED US '#2 BEHIND THE CESSNA ON L DOWNWIND.' NOTE: ATC NEVER INSTRUCTED US TO RPT THE L DOWNWIND TFC IN SIGHT. WE HAD THE DOWNWIND TFC IN SIGHT AT ALL TIMES WHILE IN THE PATTERN. WE RPTED TO THE TWR '#2 FOR THE FIELD.' NO COMMENT FROM ATC WAS MADE AT THAT TIME. WHILE ON FINAL, ATC WAS HEARD GIVING ACFT Z HIS DEP CLRNC. WE LANDED ON RWY 10 AFTER THE CESSNA AHEAD HAD PERFORMED A TOUCH-AND-GO. THE CESSNA WAS 200-400 FT AGL AS WE TOUCHED DOWN ONTO THE RWY. AS OUR ACFT SLOWED BELOW 40 KTS (NEAR TXWY INTXN D), ACFT Z (AIRBORNE) PASSED AHEAD DEPARTING FROM RWY 4. NOTE: ACFT ON RWY 4 ARE HIDDEN FROM VIEW BY THE TERMINAL BUILDINGS AS VIEWED FROM THE APCH END OF RWY 10. SUMMARY: THE ATC CTLR WAS IN THE TWR AND ACTING AS BOTH TWR CTLR AND GND CTLR. HIS RADIO XMISSIONS WERE ON BOTH TWR AND GND CTL FREQS. SPECIFICALLY, WE WERE CONCERNED ABOUT THE TRANSITIONING ACFT AT OUR PATTERN ALT AND SPACING BTWN US AND THE ACFT ON THE L DOWNWIND TO FINAL. SINCE THE ATC CTLR WAS ISSUING A DEP CLRNC TO ACFT Z (AND INSTRUCTIONS TO OTHERS), WE DIDN'T HEAR THE ATC INSTRUCTION TO THE ACFT Z 'CLRED FOR TKOF.' EVEN THOUGH WE HAD RPTED ON DOWNWIND AS INSTRUCTED, AND I HAD ACCIDENTALLY KEYED THE MIKE WHILE GIVING INSTRUCTIONS TO MY FO CONCERNING SPACING BTWN US AND THE CESSNA AHEAD, THE ATC CTLR NEVER COMMUNICATED TO US ANY INTENTION TO TERMINATE A LNDG CLRNC. HE APPARENTLY FORGOT THAT WE WERE ON FINAL BEHIND THE CESSNA. THERE WAS A COM BREAKDOWN BTWN US AND THE ATC CTLR BECAUSE ALL GND AND AIR COMS WERE BEING HEARD OVER THE TWR FREQ. THERE MAY HAVE BEEN SOME CONFUSION CONCERNING TFC RPTS AS WELL. THE TFC WE WERE RPTING (IN SIGHT OR NOT IN SIGHT) WAS THE TFC TRANSITIONING OVER THE AIRFIELD. PERHAPS THE ATC CTLR THOUGHT WE WERE MAKING RPTS CONCERNING THE L DOWNWIND TFC. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE INCIDENT IS PRESENTLY UNDER INVESTIGATION BY THE FAA. RDM IS A NON FEDERAL CTL TWR. RPTR SAID HE IS ACQUAINTED WITH MOST OF THE 4 CTLRS THAT STAFF THE TWR. APPARENTLY, HE HAS HEARD THE TWR TAPES AND KNOWS HE DID NOT HAVE CLRNC TO LAND. HE BELIEVES WHEN THE CTLR CLRED THE DASH 8 FOR TKOF ON RWY 4, HE MAY HAVE FORGOTTEN THE BE99 LNDG ON RWY 10. HE SAID THE CTLR SOUNDED SURPRISED BUT GAVE THEM CLRNC TO TURN ON TXWY F AND ON TO THE TERMINAL.

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.