37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Attributes | |
ACN | 795530 |
Time | |
Date | 200807 |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : 6s5.airport |
State Reference | MT |
Altitude | msl single value : 3600 |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Operator | general aviation : personal |
Make Model Name | SR22 |
Operating Under FAR Part | Part 91 |
Flight Phase | descent : approach |
Flight Plan | None |
Aircraft 2 | |
Make Model Name | Sail Plane |
Operating Under FAR Part | Part 91 |
Flight Phase | landing : roll |
Person 1 | |
Affiliation | other |
Function | flight crew : single pilot |
Qualification | pilot : private pilot : instrument |
Experience | flight time last 90 days : 56 flight time total : 1115 flight time type : 975 |
ASRS Report | 795530 |
Person 2 | |
Affiliation | other |
Function | flight crew : single pilot |
Events | |
Anomaly | conflict : ground critical non adherence : published procedure other spatial deviation |
Independent Detector | other flight crewa |
Resolutory Action | flight crew : took evasive action |
Miss Distance | horizontal : 200 vertical : 0 |
Supplementary | |
Problem Areas | Airport Flight Crew Human Performance |
Primary Problem | Flight Crew Human Performance |
Narrative:
I approached 6s5 near hamilton; mt; at approximately XA15 as PIC of a cirrus SR22. 6s5 is a non-twred airport with an elevation of approximately 3600 ft and an average of 65 operations per day. It has a single asphalt runway (16/34) that is 4200 ft long and 75 ft wide. The winds were reported on the AWOS to be light out of the northwest and there was a slight haze and scattered clouds. A few mins prior to my entering the traffic pattern; a tow plane reported on the local CTAF frequency that it had released a glider at '7000 ft.' no other position was reported. In addition; 2 airplanes well ahead of me reported their intention to land on runway 34; which was consistent with the wind direction. I; therefore; planned a normal traffic pattern approach to that runway as recommended by aim figure 4-3-2. During my 45 degree entry and throughout my traffic pattern; I made routine position reports. No other aircraft reported being in the vicinity of the airport or indicated that my approach might in any way conflict with their operations. The runway was clear and I made a normal approach and landing. Almost immediately after I touched down; I saw the thin profile of a glider that had apparently just touched down on runway 16 and was coming toward me. I applied brakes and; as the glider was veering to its left on the runway; I likewise veered to my left; prepared to go into the grass if necessary. We both came to a stop at approximately the same time about 200 ft apart. There were no injuries or damage to property. At no time during this sequence of events did the glider report its position relative to the airport or make any other radio communication. A recurrence of this event could be avoided if glider pilots were to carry radios and make position reports as recommended in figure 6.1 of the FAA's pilot's handbook of aeronautical knowledge. Most motorized aircraft routinely do so at non-twred airports; and it seems even more important that gliders do as well given their more limited maneuverability.
Original NASA ASRS Text
Title: SR22 AND SAILPLANE LAND OPPOSITE DIRECTIONS AT NON TOWERED ARPT. SAILPLANE HAD NOT MADE ADVISORIES.
Narrative: I APCHED 6S5 NEAR HAMILTON; MT; AT APPROX XA15 AS PIC OF A CIRRUS SR22. 6S5 IS A NON-TWRED ARPT WITH AN ELEVATION OF APPROX 3600 FT AND AN AVERAGE OF 65 OPS PER DAY. IT HAS A SINGLE ASPHALT RWY (16/34) THAT IS 4200 FT LONG AND 75 FT WIDE. THE WINDS WERE RPTED ON THE AWOS TO BE LIGHT OUT OF THE NW AND THERE WAS A SLIGHT HAZE AND SCATTERED CLOUDS. A FEW MINS PRIOR TO MY ENTERING THE TFC PATTERN; A TOW PLANE RPTED ON THE LCL CTAF FREQ THAT IT HAD RELEASED A GLIDER AT '7000 FT.' NO OTHER POS WAS RPTED. IN ADDITION; 2 AIRPLANES WELL AHEAD OF ME RPTED THEIR INTENTION TO LAND ON RWY 34; WHICH WAS CONSISTENT WITH THE WIND DIRECTION. I; THEREFORE; PLANNED A NORMAL TFC PATTERN APCH TO THAT RWY AS RECOMMENDED BY AIM FIGURE 4-3-2. DURING MY 45 DEG ENTRY AND THROUGHOUT MY TFC PATTERN; I MADE ROUTINE POS RPTS. NO OTHER ACFT RPTED BEING IN THE VICINITY OF THE ARPT OR INDICATED THAT MY APCH MIGHT IN ANY WAY CONFLICT WITH THEIR OPS. THE RWY WAS CLR AND I MADE A NORMAL APCH AND LNDG. ALMOST IMMEDIATELY AFTER I TOUCHED DOWN; I SAW THE THIN PROFILE OF A GLIDER THAT HAD APPARENTLY JUST TOUCHED DOWN ON RWY 16 AND WAS COMING TOWARD ME. I APPLIED BRAKES AND; AS THE GLIDER WAS VEERING TO ITS L ON THE RWY; I LIKEWISE VEERED TO MY L; PREPARED TO GO INTO THE GRASS IF NECESSARY. WE BOTH CAME TO A STOP AT APPROX THE SAME TIME ABOUT 200 FT APART. THERE WERE NO INJURIES OR DAMAGE TO PROPERTY. AT NO TIME DURING THIS SEQUENCE OF EVENTS DID THE GLIDER RPT ITS POS RELATIVE TO THE ARPT OR MAKE ANY OTHER RADIO COM. A RECURRENCE OF THIS EVENT COULD BE AVOIDED IF GLIDER PLTS WERE TO CARRY RADIOS AND MAKE POS RPTS AS RECOMMENDED IN FIGURE 6.1 OF THE FAA'S PLT'S HANDBOOK OF AERO KNOWLEDGE. MOST MOTORIZED ACFT ROUTINELY DO SO AT NON-TWRED ARPTS; AND IT SEEMS EVEN MORE IMPORTANT THAT GLIDERS DO AS WELL GIVEN THEIR MORE LIMITED MANEUVERABILITY.
Data retrieved from NASA's ASRS site as of May 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.