Narrative:

This information relates to the arrival procedure for the air show and fly-in at rca (ellsworth AFB; south dakota). Arrival information was published. As PIC; I exercised authority under 91.3 to complete landing at rca when it became evident that ATC has lost my position; for reasons I did not know at the time; and concluded that a go-around would create a dangerous situation owing to the high density of aircraft in the immediate area. How problem arose: arrival procedures were grossly inadequate for the traffic volume; specifically the radio frequency for ellsworth approach was greatly exceeded making for difficult communications with many; many transmissions being walked upon. Confirmation of ATC instructions was nearly impossible. My understanding is that for a prior airshow; rca received approximately 45 part 91 aircraft. My count for this airshow was between 110 and 125 aircraft (I was #84 for departure after the airshow with at least 30 aircraft behind me). I began to monitor approach at about 100 NM from beefy and observed a significant increase in traffic. I attempted to contact approach about 30NM ese of beefy. Multiple calls were made but never did hear a reply owing to almost continuous radio chatter. Many; many transmissions were being walked? I believe first contact was made just a few miles short of beefy and I was given a squawk code; which I repeated back but got no confirmation. My procedure is to first write the code on paper; repeat the code back on frequency; receive a confirmation; and then enter it; but not receiving a confirmation; I entered it. Crossing thunder I broadcast crossing thunder inbound. I did get a reply from approach telling me to contact tower on 126.05 and got an immediate reply to follow the cessna on downwind for runway 13. This aircraft apparently came from gohar and did not go from gohar to thunder as per the procedure. I followed the cessna on downwind; observed him turning base then final; and followed him. Turning final; I observed the cessna landing. On final; I observed the cessna exit onto taxiway delta. I then received a call from the tower; with my call sign; instructing me to make a left turn followed by a right turn. This put me parallel to runway 13. Realizing that this was an improper instruction for a go-around; and realizing that with the heavy traffic in the immediate area a go-around would make for a dangerous situation; I immediately turned back over the runway (which is 13;500 feet in length); called a short final; landed and exited on delta. On the ground; the tower asked me to read back my transponder code; which I did; and which they replied was correct. I then was given to understand by the tower that another aircraft was also squawking the same transponder code. The transmission with my call sign to turn left then right was meant for the other aircraft. My landing was made without a cleared to land by the tower. Basically it was a case of lost communications while on short final owing to another aircraft using the same transponder code and not being given appropriate instructions for a go-around. My last instruction received as to follow the cessna on downwind; which is precisely what I did. In my opinion; approach was overwhelmed by the volume of traffic. A second aircraft could have easily heard the transmission to me to squawk XXXX and thought it was for him; or he could have mis-entered his squawk; or approach could have given the same squawk to another aircraft; but I don't think so as I never did hear them repeat the code.

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Original NASA ASRS Text

Title: General aviation aircraft inbound to an airshow at RCA elected to land without tower clearance; alleging a go-around to be less safe considering the traffic/frequency volume; reporter questioned ATC's preparedness for this event.

Narrative: This information relates to the arrival procedure for the air show and fly-in at RCA (Ellsworth AFB; South Dakota). Arrival information was published. As PIC; I exercised authority under 91.3 to complete landing at RCA when it became evident that ATC has lost my position; for reasons I did not know at the time; and concluded that a go-around would create a dangerous situation owing to the high density of aircraft in the immediate area. How problem arose: Arrival procedures were grossly inadequate for the traffic volume; specifically the radio frequency for Ellsworth Approach was greatly exceeded making for difficult communications with many; many transmissions being walked upon. Confirmation of ATC instructions was nearly impossible. My understanding is that for a prior airshow; RCA received approximately 45 Part 91 aircraft. My count for this airshow was between 110 and 125 aircraft (I was #84 for departure after the airshow with at least 30 aircraft behind me). I began to monitor Approach at about 100 NM from BEEFY and observed a significant increase in traffic. I attempted to contact Approach about 30NM ESE of BEEFY. Multiple calls were made but never did hear a reply owing to almost continuous radio chatter. Many; many transmissions were being walked? I believe first contact was made just a few miles short of BEEFY and I was given a squawk code; which I repeated back but got no confirmation. My procedure is to first write the code on paper; repeat the code back on frequency; receive a confirmation; and then enter it; but not receiving a confirmation; I entered it. Crossing THUNDER I broadcast crossing THUNDER inbound. I did get a reply from Approach telling me to contact Tower on 126.05 and got an immediate reply to follow the Cessna on downwind for Runway 13. This aircraft apparently came from GOHAR and did not go from GOHAR to THUNDER as per the procedure. I followed the Cessna on downwind; observed him turning base then final; and followed him. Turning final; I observed the Cessna landing. On final; I observed the Cessna exit onto Taxiway Delta. I then received a call from the tower; with my call sign; instructing me to make a left turn followed by a right turn. This put me parallel to Runway 13. Realizing that this was an improper instruction for a go-around; and realizing that with the heavy traffic in the immediate area a go-around would make for a dangerous situation; I immediately turned back over the runway (which is 13;500 feet in length); called a short final; landed and exited on Delta. On the ground; the Tower asked me to read back my transponder code; which I did; and which they replied was correct. I then was given to understand by the tower that another aircraft was also squawking the same transponder code. The transmission with my call sign to turn left then right was meant for the other aircraft. My landing was made without a cleared to land by the tower. Basically it was a case of lost communications while on short final owing to another aircraft using the same transponder code and not being given appropriate instructions for a go-around. My last instruction received as to follow the Cessna on downwind; which is precisely what I did. In my opinion; Approach was overwhelmed by the volume of traffic. A second aircraft could have easily heard the transmission to me to squawk XXXX and thought it was for him; or he could have mis-entered his squawk; or Approach could have given the same squawk to another aircraft; but I don't think so as I never did hear them repeat the code.

Data retrieved from NASA's ASRS site as of April 2012 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.