Narrative:

I was acting as a designated pilot examiner administering an instrument airplane practical test. The applicant, a private pilot, furnished a piper PA-28-181 aircraft for the test. WX was good VFR. Brl ASOS was reporting winds 020 degrees variable to 060 degrees at 4-10 KTS. Local traffic had been using runway 36. I had given the applicant vectors for a simulated ILS approach to runway 36 at brl. He had intercepted the localizer approximately 4 1/2 mi outside the burns OM. We were transmitting and receiving on 123.0, the local advisory frequency. At this time another aircraft tried to transmit, but was completely unreadable. I remarked to the applicant 'someone really has a lousy transmitter,' and he agreed. We heard no further xmissions from anyone for several mins, but were hearing a considerable amount of backgnd noise or interference, from an unknown source. It sounded a little like a stuck microphone button, so we checked ours, they were ok. Upon reaching the OM we called the 'burns OM inbound doing a simulated ILS approach for runway 36 at brl, low approach only and would be doing a missed approach.' we heard no further xmissions as we were tracking the GS and localizer toward the airport. At this time I advised the applicant that for this simulated approach, he should consider the 'decision ht' to be 1000 ft MSL. At about 1/2 mi from the end of runway 36, and approaching 1000 ft MSL, I saw 3 landing lights of an aircraft that had just lifted off runway 18. I advised the applicant that I had the airplane and made an immediate diving turn to the left. I turned left because the applicant's approach was slightly to the left of the runway. Then I noted the jetstream 32 aircraft was starting a climbing right turn. At that point it was too late to reverse course so I continued to the left and to an altitude of approximately 900 ft MSL. The jetstream 32 passed behind and above us. We continued the practical test for nearly an hour, doing an ADF approach and a VOR approach with holding at the brl VOR. We announced our position and procedures at the appropriate times but heard very little other traffic during this time, which is not uncommon for this time and location. Later we conducted a radio check with the local unicom and both were loud and clear. It would seem the 'situation' was a result of neither aircraft hearing the other, consequently not knowing the other's position or intentions.

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Original NASA ASRS Text

Title: A PLT EXAMINER WHO WAS GIVING AN INST FLT TEST HAS TO TAKE OVER THE ACFT TO AVOID A DEPARTING JETSTREAM.

Narrative: I WAS ACTING AS A DESIGNATED PLT EXAMINER ADMINISTERING AN INST AIRPLANE PRACTICAL TEST. THE APPLICANT, A PVT PLT, FURNISHED A PIPER PA-28-181 ACFT FOR THE TEST. WX WAS GOOD VFR. BRL ASOS WAS RPTING WINDS 020 DEGS VARIABLE TO 060 DEGS AT 4-10 KTS. LOCAL TFC HAD BEEN USING RWY 36. I HAD GIVEN THE APPLICANT VECTORS FOR A SIMULATED ILS APCH TO RWY 36 AT BRL. HE HAD INTERCEPTED THE LOC APPROX 4 1/2 MI OUTSIDE THE BURNS OM. WE WERE XMITTING AND RECEIVING ON 123.0, THE LOCAL ADVISORY FREQ. AT THIS TIME ANOTHER ACFT TRIED TO XMIT, BUT WAS COMPLETELY UNREADABLE. I REMARKED TO THE APPLICANT 'SOMEONE REALLY HAS A LOUSY XMITTER,' AND HE AGREED. WE HEARD NO FURTHER XMISSIONS FROM ANYONE FOR SEVERAL MINS, BUT WERE HEARING A CONSIDERABLE AMOUNT OF BACKGND NOISE OR INTERFERENCE, FROM AN UNKNOWN SOURCE. IT SOUNDED A LITTLE LIKE A STUCK MIKE BUTTON, SO WE CHKED OURS, THEY WERE OK. UPON REACHING THE OM WE CALLED THE 'BURNS OM INBOUND DOING A SIMULATED ILS APCH FOR RWY 36 AT BRL, LOW APCH ONLY AND WOULD BE DOING A MISSED APCH.' WE HEARD NO FURTHER XMISSIONS AS WE WERE TRACKING THE GS AND LOC TOWARD THE ARPT. AT THIS TIME I ADVISED THE APPLICANT THAT FOR THIS SIMULATED APCH, HE SHOULD CONSIDER THE 'DECISION HT' TO BE 1000 FT MSL. AT ABOUT 1/2 MI FROM THE END OF RWY 36, AND APCHING 1000 FT MSL, I SAW 3 LNDG LIGHTS OF AN ACFT THAT HAD JUST LIFTED OFF RWY 18. I ADVISED THE APPLICANT THAT I HAD THE AIRPLANE AND MADE AN IMMEDIATE DIVING TURN TO THE L. I TURNED L BECAUSE THE APPLICANT'S APCH WAS SLIGHTLY TO THE L OF THE RWY. THEN I NOTED THE JETSTREAM 32 ACFT WAS STARTING A CLBING R TURN. AT THAT POINT IT WAS TOO LATE TO REVERSE COURSE SO I CONTINUED TO THE L AND TO AN ALT OF APPROX 900 FT MSL. THE JETSTREAM 32 PASSED BEHIND AND ABOVE US. WE CONTINUED THE PRACTICAL TEST FOR NEARLY AN HR, DOING AN ADF APCH AND A VOR APCH WITH HOLDING AT THE BRL VOR. WE ANNOUNCED OUR POS AND PROCS AT THE APPROPRIATE TIMES BUT HEARD VERY LITTLE OTHER TFC DURING THIS TIME, WHICH IS NOT UNCOMMON FOR THIS TIME AND LOCATION. LATER WE CONDUCTED A RADIO CHK WITH THE LOCAL UNICOM AND BOTH WERE LOUD AND CLR. IT WOULD SEEM THE 'SIT' WAS A RESULT OF NEITHER ACFT HEARING THE OTHER, CONSEQUENTLY NOT KNOWING THE OTHER'S POS OR INTENTIONS.

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.