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A FA20 experienced a near midair collision with an extra 300 near mky.
| Attributes | |
| ACN | 858111 |
| Time | |
| Date | 200910 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | MKY.Airport |
| State Reference | FL |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Make Model Name | Falcon 20FJF/20C/20D/20E/20F |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Extra 200/300 Series |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Climb |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 65 Flight Crew Total 4000 Flight Crew Type 100 |
| Events | |
| Anomaly | Conflict NMAC |
| Miss Distance | Horizontal 0 Vertical 100 |
Narrative:
Just after being released from rsw approach for the visual approach; right downwind and heading about 170 true; at mky; I turned left to allow the pilot not flying to get a visual of a mooney on left downwind to runway 35 at mky. During the turn; I noticed what I think was an extra 300 climbing and quartering into me at my altitude at approximately 250 ft horizontal separation from right to left. I rolled hard left and the pilot not flying then saw the aircraft and took the controls. We continued left until resolution of conflict. Only then did we notice our TCAS showed him right on top of us. No altitude report just primary target and no radio communication at all. Rsw approach was notified and advised that when they saw us break left on radar; the primary target came on to their radar. The aircraft was black/blue and red in color and unknown if he ever saw us. Problem: 1. No communication or transponder on or working aboard the extra 300. 2. Aerobatic training in close proximity to and in conflict of the left downwind approach to runway 17 at mky. 3. Inability of approach radar to pick up primary target. Angle of deflection of the radar sweep. 4. Unwillingness to use 'see and avoid' techniques by the pilot of the aerobatic aircraft in class G airspace. Resolution: 1. Require use of transponder and radio in aerobatic aircraft. 2. Require report of training from those aircraft on nearest CTAF and/or to nearest radar facility. 3. Create class east 'buffer zone;' not just IFR approach paths; around all airports to facilitate proper reporting.
Original NASA ASRS Text
Title: A FA20 experienced a NMAC with an Extra 300 near MKY.
Narrative: Just after being released from RSW Approach for the visual approach; right downwind and heading about 170 true; at MKY; I turned left to allow the pilot not flying to get a visual of a Mooney on left downwind to Runway 35 at MKY. During the turn; I noticed what I think was an Extra 300 climbing and quartering into me at my altitude at approximately 250 FT horizontal separation from right to left. I rolled hard left and the pilot not flying then saw the aircraft and took the controls. We continued left until resolution of conflict. Only then did we notice our TCAS showed him right on top of us. No altitude report just primary target and no radio communication at all. RSW Approach was notified and advised that when they saw us break left on radar; the primary target came on to their radar. The aircraft was black/blue and red in color and unknown if he ever saw us. Problem: 1. No communication or transponder on or working aboard the Extra 300. 2. Aerobatic training in close proximity to and in conflict of the left downwind approach to Runway 17 at MKY. 3. Inability of approach radar to pick up primary target. Angle of deflection of the radar sweep. 4. Unwillingness to use 'See and Avoid' techniques by the pilot of the aerobatic aircraft in Class G airspace. Resolution: 1. Require use of transponder and radio in aerobatic aircraft. 2. Require report of training from those aircraft on nearest CTAF and/or to nearest radar facility. 3. Create Class E 'Buffer Zone;' not just IFR approach paths; around all airports to facilitate proper reporting.
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.