Narrative:

I was flying solo in a C172. In the pattern for runway 28L; doing several lndgs to regain night currency for carrying passenger. I was in contact with the hwd tower at all times while in the pattern. Each time on downwind in the pattern; I would receive a clearance from the tower to do the 'option' approach for runway 28L. During one of the circuits in the pattern; I heard a conquest I (twin turboprop) check in with the tower; stating he was approaching the airport for a landing. I do not recall the n-number of the conquest. I recall that the tower gave the conquest a clearance to land on runway 28R and that the airplane acknowledged the clearance. During the next turn to base for the landing on runway 28L; I did not notice lights for any other airplane lined up for final to runway 28L. The lights of the conquest may have been hidden in the ground lights of the congested area around hayward airport or it may have been one of the several lights of airplanes on approach to the oakland (oak) runway 29; which overfly the hayward airport; but in any case; I did not notice any airplanes approaching hwd runway 28L. After touching down on runway 28L and rolling to a stop (I was doing a stop-and-go); I heard the conquest announce to the tower that he was going around. The pilot asked the tower if there was another airplane on the runway that he was going around. The pilot asked the tower if there was another airplane on the runway and I recall that the tower said no. A few moments later; the conquest passed overhead my airplane and started a turn to the right. I estimate that he passed at least 200 ft above me. It was then clear that the conquest had been planning to land on runway 28L instead of runway 28R. If he had not gone around; it is likely our airplanes would have collided on runway 28L. During the conquest go around; the tower confirmed to the pilot that he had been cleared to land on runway 28R and the pilot admitted that he had heard it as runway 28L; since he was expecting to land on that runway because he needed the longer runway 28L runway for his higher performance airplane. The tower then cleared the conquest to do a right downwind and land on runway 28L and cleared me to follow the conquest for my next landing on runway 28L; which I did. One factor in this incident was that I did not have my landing light on during the landing in which the conquest overflew me. Since I was practicing night lndgs; I wanted to practice landing without the benefit of a landing light; so I turned it off for that approach. Although all the other lights on my airplane were on (navigation lights; red beacon; and wingtip strobe lights); if my landing light had been on; the conquest pilot would probably have seen my airplane on the runway sooner and initiated a go around earlier. I learned a couple of things from this incident. First; I will be more vigilant in verifying that other airplanes cleared to land on a parallel runway are; in fact; landing on the parallel and not on the same runway as my airplane. I will be looking closer on base leg to assure that no other nearby airplanes are on a final to my runway. Although difficult in a high wing airplane; I will try to look over my shoulder and out the rear window to assure that no other airplanes are closely following me on final approach. Finally; in the future I will plan to keep the landing light on during night practice approachs if there are any other airplanes in the pattern to any runway at the airport.

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Original NASA ASRS Text

Title: SMA PLT DESCRIBED GAR INCIDENT AT HWD DURING NIGHT OPS WHEN ARR MADE APCH TO WRONG PARALLEL RWY AND EXECUTED A GAR OVER REPORTER'S ACFT.

Narrative: I WAS FLYING SOLO IN A C172. IN THE PATTERN FOR RWY 28L; DOING SEVERAL LNDGS TO REGAIN NIGHT CURRENCY FOR CARRYING PAX. I WAS IN CONTACT WITH THE HWD TWR AT ALL TIMES WHILE IN THE PATTERN. EACH TIME ON DOWNWIND IN THE PATTERN; I WOULD RECEIVE A CLRNC FROM THE TWR TO DO THE 'OPTION' APCH FOR RWY 28L. DURING ONE OF THE CIRCUITS IN THE PATTERN; I HEARD A CONQUEST I (TWIN TURBOPROP) CHK IN WITH THE TWR; STATING HE WAS APCHING THE ARPT FOR A LNDG. I DO NOT RECALL THE N-NUMBER OF THE CONQUEST. I RECALL THAT THE TWR GAVE THE CONQUEST A CLRNC TO LAND ON RWY 28R AND THAT THE AIRPLANE ACKNOWLEDGED THE CLRNC. DURING THE NEXT TURN TO BASE FOR THE LNDG ON RWY 28L; I DID NOT NOTICE LIGHTS FOR ANY OTHER AIRPLANE LINED UP FOR FINAL TO RWY 28L. THE LIGHTS OF THE CONQUEST MAY HAVE BEEN HIDDEN IN THE GND LIGHTS OF THE CONGESTED AREA AROUND HAYWARD ARPT OR IT MAY HAVE BEEN ONE OF THE SEVERAL LIGHTS OF AIRPLANES ON APCH TO THE OAKLAND (OAK) RWY 29; WHICH OVERFLY THE HAYWARD ARPT; BUT IN ANY CASE; I DID NOT NOTICE ANY AIRPLANES APCHING HWD RWY 28L. AFTER TOUCHING DOWN ON RWY 28L AND ROLLING TO A STOP (I WAS DOING A STOP-AND-GO); I HEARD THE CONQUEST ANNOUNCE TO THE TWR THAT HE WAS GOING AROUND. THE PLT ASKED THE TWR IF THERE WAS ANOTHER AIRPLANE ON THE RWY THAT HE WAS GOING AROUND. THE PLT ASKED THE TWR IF THERE WAS ANOTHER AIRPLANE ON THE RWY AND I RECALL THAT THE TWR SAID NO. A FEW MOMENTS LATER; THE CONQUEST PASSED OVERHEAD MY AIRPLANE AND STARTED A TURN TO THE R. I ESTIMATE THAT HE PASSED AT LEAST 200 FT ABOVE ME. IT WAS THEN CLR THAT THE CONQUEST HAD BEEN PLANNING TO LAND ON RWY 28L INSTEAD OF RWY 28R. IF HE HAD NOT GONE AROUND; IT IS LIKELY OUR AIRPLANES WOULD HAVE COLLIDED ON RWY 28L. DURING THE CONQUEST GAR; THE TWR CONFIRMED TO THE PLT THAT HE HAD BEEN CLRED TO LAND ON RWY 28R AND THE PLT ADMITTED THAT HE HAD HEARD IT AS RWY 28L; SINCE HE WAS EXPECTING TO LAND ON THAT RWY BECAUSE HE NEEDED THE LONGER RWY 28L RWY FOR HIS HIGHER PERFORMANCE AIRPLANE. THE TWR THEN CLRED THE CONQUEST TO DO A R DOWNWIND AND LAND ON RWY 28L AND CLRED ME TO FOLLOW THE CONQUEST FOR MY NEXT LNDG ON RWY 28L; WHICH I DID. ONE FACTOR IN THIS INCIDENT WAS THAT I DID NOT HAVE MY LNDG LIGHT ON DURING THE LNDG IN WHICH THE CONQUEST OVERFLEW ME. SINCE I WAS PRACTICING NIGHT LNDGS; I WANTED TO PRACTICE LNDG WITHOUT THE BENEFIT OF A LNDG LIGHT; SO I TURNED IT OFF FOR THAT APCH. ALTHOUGH ALL THE OTHER LIGHTS ON MY AIRPLANE WERE ON (NAV LIGHTS; RED BEACON; AND WINGTIP STROBE LIGHTS); IF MY LNDG LIGHT HAD BEEN ON; THE CONQUEST PLT WOULD PROBABLY HAVE SEEN MY AIRPLANE ON THE RWY SOONER AND INITIATED A GAR EARLIER. I LEARNED A COUPLE OF THINGS FROM THIS INCIDENT. FIRST; I WILL BE MORE VIGILANT IN VERIFYING THAT OTHER AIRPLANES CLRED TO LAND ON A PARALLEL RWY ARE; IN FACT; LNDG ON THE PARALLEL AND NOT ON THE SAME RWY AS MY AIRPLANE. I WILL BE LOOKING CLOSER ON BASE LEG TO ASSURE THAT NO OTHER NEARBY AIRPLANES ARE ON A FINAL TO MY RWY. ALTHOUGH DIFFICULT IN A HIGH WING AIRPLANE; I WILL TRY TO LOOK OVER MY SHOULDER AND OUT THE REAR WINDOW TO ASSURE THAT NO OTHER AIRPLANES ARE CLOSELY FOLLOWING ME ON FINAL APCH. FINALLY; IN THE FUTURE I WILL PLAN TO KEEP THE LNDG LIGHT ON DURING NIGHT PRACTICE APCHS IF THERE ARE ANY OTHER AIRPLANES IN THE PATTERN TO ANY RWY AT THE ARPT.

Data retrieved from NASA's ASRS site as of January 2009 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.