Narrative:

I was flying left closed pattern; on my third landing; when the TCAS went off on left base for runway 22. I saw nothing below the aircraft or at my 9 o'clock; 12 o'clock; or 3 o'clock position. A position report was made on left base and again while turning to final. While turning final I then was able to see a low wing light aircraft approximately 300 ft ahead and approximately 200 ft below my aircraft. I made a radio call at this time for a go around to runway 22 at tpf. After completing my landing I was able to locate the aircraft and pilot parked in front of the FBO. The pilot was IFR and cleared for the visual to runway 22 by tampa TRACON. However; during our discussion I learned he was using the approach plate for vdf; not tpf. He made several transmissions on the wrong frequency; 122.7; when he should have transmitted on 122.72. The pilot was cooperative and clearly understood his mistake.we discussed the importance of proper frequency identification and verification when using instrument approach plates. We also identified using the sectional and airport facility directory as additional tools to properly identify CTAF frequencies at uncontrolled fields and the need for vigilance due to high volumes of flight training. Also addressed was the option of calling the airport by phone prior to departure if there is any confusion on correct frequencies. One other option airborne could be to ask the TRACON controller to confirm correct frequency prior to frequency change. The TCAS function was working properly on my aircraft--this added safety feature is invaluable. My preventive action in the future would be position reports but with an immediate breakout of the pattern given a TCAS alert with no target in sight.

Related reports:

Google
 

Original NASA ASRS Text

Title: C172 pilot reported an NMAC with another light aircraft who was using the wrong CTAF frequency at TPF airport.

Narrative: I was flying left closed pattern; on my third landing; when the TCAS went off on left base for Runway 22. I saw nothing below the aircraft or at my 9 o'clock; 12 o'clock; or 3 o'clock position. A position report was made on left base and again while turning to final. While turning final I then was able to see a low wing light aircraft approximately 300 FT ahead and approximately 200 FT below my aircraft. I made a radio call at this time for a go around to Runway 22 at TPF. After completing my landing I was able to locate the aircraft and pilot parked in front of the FBO. The pilot was IFR and cleared for the visual to Runway 22 by Tampa TRACON. However; during our discussion I learned he was using the approach plate for VDF; not TPF. He made several transmissions on the wrong frequency; 122.7; when he should have transmitted on 122.72. The pilot was cooperative and clearly understood his mistake.We discussed the importance of proper frequency identification and verification when using instrument approach plates. We also identified using the sectional and airport facility directory as additional tools to properly identify CTAF frequencies at uncontrolled fields and the need for vigilance due to high volumes of flight training. Also addressed was the option of calling the airport by phone prior to departure if there is any confusion on correct frequencies. One other option airborne could be to ask the TRACON Controller to confirm correct frequency prior to frequency change. The TCAS function was working properly on my aircraft--this added safety feature is invaluable. My preventive action in the future would be position reports but with an immediate breakout of the pattern given a TCAS alert with no target in sight.

Data retrieved from NASA's ASRS site as of July 2013 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.