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Low time C172 student pilot on a VFR departure to pdk has an near midair collision with an arrival citation jet 4 NM east of fty.
| Attributes | |
| ACN | 635978 |
| Time | |
| Date | 200410 |
| Day | Wed |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : fty.airport |
| State Reference | GA |
| Altitude | msl single value : 3000 |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : fty.tower tower : pdk.tower |
| Operator | general aviation : personal |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | other |
| Flight Phase | climbout : intermediate altitude |
| Route In Use | departure : vfr |
| Flight Plan | None |
| Aircraft 2 | |
| Controlling Facilities | tower : fty.tower |
| Operator | general aviation : corporate |
| Make Model Name | Cessna Citation Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : student |
| Experience | flight time last 90 days : 52.2 flight time total : 52.2 flight time type : 50.6 |
| ASRS Report | 635978 |
| Person 2 | |
| Affiliation | company : corporate |
| Events | |
| Anomaly | conflict : nmac non adherence : far non adherence : required legal separation other anomaly other other spatial deviation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | flight crew : took evasive action |
| Consequence | faa : reviewed incident with flight crew Other |
| Miss Distance | horizontal : 300 vertical : 100 |
| Supplementary | |
| Problem Areas | Airspace Structure ATC Human Performance Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
Departure fty for pdk, making sure to stay to the right of smoke stack that marks the border of mge class D airspace (too much so). I was told by ATC (fty tower) not to track out on the VOR/DME. This threw me because fty has no VOR station, but I did figure out what he meant and turned slightly left (northeast). I was then given an unsolicited radio frequency change approval. Prior to changing frequency, I was told about 2 aircraft inbound. The first I saw and informed ATC. The other, which was the aircraft involved was reported as 8 mi out, which I did not see at the time and stated to ATC 'looking for traffic.' shortly after changing frequency, I saw the other aircraft slightly below and off to the my (parallel and opposite direction of travel). Upon reaching the FBO, I was told to call pdk tower, who then instructed me to call fty tower. When I called I was told the other aircraft 'had a TCASII alert and had to duck under me.' he said 'I tried to reach you on the radio, but you had already changed frequency.' I agreed that the situation was my fault and have spoken with my CFI about additional steps to take to avoid similar instances such as: continuing to 'monitor' tower frequency on the 'listen only' setting while still within radar range. This would have allowed me to hear ATC and make a more substantial course change than originally made. We also discussed the decision to be more cautious about avoiding the mge class D versus collision avoidance, and prioritizing potential infractions with consequences. (Ie, always choose the airspace infraction over putting at risk of collision, yourself and another aircraft. When you must choose.) in actuality, I could have changed my course much more than I did and still have avoided the mge class D airspace. I did not plan ahead the course that would take me safely between the class D airspace I was avoiding and the approach course.
Original NASA ASRS Text
Title: LOW TIME C172 STUDENT PLT ON A VFR DEP TO PDK HAS AN NMAC WITH AN ARR CITATION JET 4 NM E OF FTY.
Narrative: DEP FTY FOR PDK, MAKING SURE TO STAY TO THE R OF SMOKE STACK THAT MARKS THE BORDER OF MGE CLASS D AIRSPACE (TOO MUCH SO). I WAS TOLD BY ATC (FTY TWR) NOT TO TRACK OUT ON THE VOR/DME. THIS THREW ME BECAUSE FTY HAS NO VOR STATION, BUT I DID FIGURE OUT WHAT HE MEANT AND TURNED SLIGHTLY L (NE). I WAS THEN GIVEN AN UNSOLICITED RADIO FREQ CHANGE APPROVAL. PRIOR TO CHANGING FREQ, I WAS TOLD ABOUT 2 ACFT INBOUND. THE FIRST I SAW AND INFORMED ATC. THE OTHER, WHICH WAS THE ACFT INVOLVED WAS RPTED AS 8 MI OUT, WHICH I DID NOT SEE AT THE TIME AND STATED TO ATC 'LOOKING FOR TFC.' SHORTLY AFTER CHANGING FREQ, I SAW THE OTHER ACFT SLIGHTLY BELOW AND OFF TO THE MY (PARALLEL AND OPPOSITE DIRECTION OF TRAVEL). UPON REACHING THE FBO, I WAS TOLD TO CALL PDK TWR, WHO THEN INSTRUCTED ME TO CALL FTY TWR. WHEN I CALLED I WAS TOLD THE OTHER ACFT 'HAD A TCASII ALERT AND HAD TO DUCK UNDER ME.' HE SAID 'I TRIED TO REACH YOU ON THE RADIO, BUT YOU HAD ALREADY CHANGED FREQ.' I AGREED THAT THE SIT WAS MY FAULT AND HAVE SPOKEN WITH MY CFI ABOUT ADDITIONAL STEPS TO TAKE TO AVOID SIMILAR INSTANCES SUCH AS: CONTINUING TO 'MONITOR' TWR FREQ ON THE 'LISTEN ONLY' SETTING WHILE STILL WITHIN RADAR RANGE. THIS WOULD HAVE ALLOWED ME TO HEAR ATC AND MAKE A MORE SUBSTANTIAL COURSE CHANGE THAN ORIGINALLY MADE. WE ALSO DISCUSSED THE DECISION TO BE MORE CAUTIOUS ABOUT AVOIDING THE MGE CLASS D VERSUS COLLISION AVOIDANCE, AND PRIORITIZING POTENTIAL INFRACTIONS WITH CONSEQUENCES. (IE, ALWAYS CHOOSE THE AIRSPACE INFRACTION OVER PUTTING AT RISK OF COLLISION, YOURSELF AND ANOTHER ACFT. WHEN YOU MUST CHOOSE.) IN ACTUALITY, I COULD HAVE CHANGED MY COURSE MUCH MORE THAN I DID AND STILL HAVE AVOIDED THE MGE CLASS D AIRSPACE. I DID NOT PLAN AHEAD THE COURSE THAT WOULD TAKE ME SAFELY BTWN THE CLASS D AIRSPACE I WAS AVOIDING AND THE APCH COURSE.
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.