Narrative:

On jul/sat/04, I was on an IFR tower-tower clearance vny to cno. When I reported the field in sight, the socal controller asked if I wished to cancel, and I said I did. I maintained the same transponder code. I received various vectors to the ILS runway 26R final, was cleared for the approach, and intercepted the localizer at 3000 ft as instructed. I started a descent to 2100 ft as required and was switched to the cno tower frequency by socal. I reported my location to the cno tower, and was cleared for a 'low approach.' I told the tower controller that I wanted a full stop and I was promptly cleared to land. I repeated back all clrncs to all controllers. At approximately 1 mi from the touchdown zone, I was told to 'go around.' I looked up from the instrument panel and saw a twin-engine airplane pulling to a stop on runway 26R. I said I was going around and said I would fly down the right side of the runway to keep the twin in sight. The cno controller told me with a harsh tone to 'start your left turn now!' I immediately complied, overflew runway 26R, and flew toward the left downwind leg of a VFR approach to the same runway. I stayed with the tower frequency as I was VFR and in VMC. I extended the crosswind leg to the pdz VORTAC, and reported my location to the cno tower. I was in the cno airspace at this time. I turned toward the airport and again reported inbound with the ATIS. I was told by the tower 'frequency change approved.' I had no idea what he was talking about, so I went back to socal. I switched to socal and heard a reference from the controller to an aircraft 'not talking to anybody.' I immediately reported my position and altitude, and received a new transponder code. This problem was caused, I believe, by the cno tower controller clearing an airplane onto runway 26R after clearing me to land, and while I was on short final. He did this because he forgot that I was not a 'low approach.' his reference to the 'left turn' was a reference to the missed approach procedure of the ILS runway 26R approach. The controller thought I was IFR on a practice approach rather than VFR preparing to land. After telling me to execute a left turn, he completely lost track of me, although I called him at least twice. There was no danger, although overflying an active runway was not something I would normally do at less than 1000 ft AGL.

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Original NASA ASRS Text

Title: M20P ON APCH TO CNO IS CLRED TO LAND AND SUBSEQUENTLY GIVEN GAR BECAUSE OF TFC ON RWY.

Narrative: ON JUL/SAT/04, I WAS ON AN IFR TWR-TWR CLRNC VNY TO CNO. WHEN I RPTED THE FIELD IN SIGHT, THE SOCAL CTLR ASKED IF I WISHED TO CANCEL, AND I SAID I DID. I MAINTAINED THE SAME XPONDER CODE. I RECEIVED VARIOUS VECTORS TO THE ILS RWY 26R FINAL, WAS CLRED FOR THE APCH, AND INTERCEPTED THE LOC AT 3000 FT AS INSTRUCTED. I STARTED A DSCNT TO 2100 FT AS REQUIRED AND WAS SWITCHED TO THE CNO TWR FREQ BY SOCAL. I RPTED MY LOCATION TO THE CNO TWR, AND WAS CLRED FOR A 'LOW APCH.' I TOLD THE TWR CTLR THAT I WANTED A FULL STOP AND I WAS PROMPTLY CLRED TO LAND. I REPEATED BACK ALL CLRNCS TO ALL CTLRS. AT APPROX 1 MI FROM THE TOUCHDOWN ZONE, I WAS TOLD TO 'GO AROUND.' I LOOKED UP FROM THE INST PANEL AND SAW A TWIN-ENG AIRPLANE PULLING TO A STOP ON RWY 26R. I SAID I WAS GOING AROUND AND SAID I WOULD FLY DOWN THE R SIDE OF THE RWY TO KEEP THE TWIN IN SIGHT. THE CNO CTLR TOLD ME WITH A HARSH TONE TO 'START YOUR L TURN NOW!' I IMMEDIATELY COMPLIED, OVERFLEW RWY 26R, AND FLEW TOWARD THE L DOWNWIND LEG OF A VFR APCH TO THE SAME RWY. I STAYED WITH THE TWR FREQ AS I WAS VFR AND IN VMC. I EXTENDED THE XWIND LEG TO THE PDZ VORTAC, AND RPTED MY LOCATION TO THE CNO TWR. I WAS IN THE CNO AIRSPACE AT THIS TIME. I TURNED TOWARD THE ARPT AND AGAIN RPTED INBOUND WITH THE ATIS. I WAS TOLD BY THE TWR 'FREQ CHANGE APPROVED.' I HAD NO IDEA WHAT HE WAS TALKING ABOUT, SO I WENT BACK TO SOCAL. I SWITCHED TO SOCAL AND HEARD A REF FROM THE CTLR TO AN ACFT 'NOT TALKING TO ANYBODY.' I IMMEDIATELY RPTED MY POS AND ALT, AND RECEIVED A NEW XPONDER CODE. THIS PROB WAS CAUSED, I BELIEVE, BY THE CNO TWR CTLR CLRING AN AIRPLANE ONTO RWY 26R AFTER CLRING ME TO LAND, AND WHILE I WAS ON SHORT FINAL. HE DID THIS BECAUSE HE FORGOT THAT I WAS NOT A 'LOW APCH.' HIS REF TO THE 'L TURN' WAS A REF TO THE MISSED APCH PROC OF THE ILS RWY 26R APCH. THE CTLR THOUGHT I WAS IFR ON A PRACTICE APCH RATHER THAN VFR PREPARING TO LAND. AFTER TELLING ME TO EXECUTE A L TURN, HE COMPLETELY LOST TRACK OF ME, ALTHOUGH I CALLED HIM AT LEAST TWICE. THERE WAS NO DANGER, ALTHOUGH OVERFLYING AN ACTIVE RWY WAS NOT SOMETHING I WOULD NORMALLY DO AT LESS THAN 1000 FT AGL.

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.