|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : sby|
|Altitude||agl bound lower : 0|
agl bound upper : 400
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||climbout : takeoff|
climbout : intermediate altitude
|Make Model Name||Small Transport, Low Wing, 2 Recip Eng|
|Flight Phase||descent : approach|
landing : go around
|Function||instruction : instructor|
oversight : pic
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 200|
flight time total : 3500
flight time type : 95
|Function||instruction : trainee|
|Qualification||pilot : student|
|Anomaly||conflict : airborne less severe|
other spatial deviation
|Independent Detector||other flight crewa|
|Air Traffic Incident||other|
I was holding short of runway 14 at salisbury as directed by the FSS. The active runway had just been changed from downwind lndgs on 32 to runway 14. There was a trainer holding short of runway 32, and 2 military small transport's in the pattern for runway 14. I waited for 1 small transport to land and clear the runway. Looking left I judged the second small transport to be on at least a 3 mi final. I proceeded to power up and make a departure call on the roll in that order. Leaving from a high speed taxiway I rotated at 60 mph and continued my climb to 400' and then proceeded to turn crosswind. I continued my climb to 600' and then turned downwind. From downwind I proceeded from the pattern en route to cambridge. The situation which seemed to develop occurred as I was climbing to crosswind. Using some strong words the small transport pilot claimed I had cut him off his approach to final. As I was starting to turn crosswind the pilot radioed asking which way I was going to turn because he was 1/4 mi astern of my position. My response was immediate, 'left turn out.' the small transport had reported that his approach would lead to a touch and go. Therefore, I judged that if he was on a 3 mi final I had time to depart and clear the area. His choice to go around was his right, but I believe that action caused the incident he claimed. On climb out and turns in the pattern I was never able to locate the aircraft as he proceeded on his go around. My passenger was also unable to locate the aircraft. I did not and do not believe that I was at error as to my judgement in this matter. I take great care to operate with good judgement and with extra effort toward safety.
Original NASA ASRS Text
Title: UNCONTROLLED ARPT TRAFFIC PATTERN PROBLEM. ACFT ELECTED TO GO AROUND OVERTAKING SLOWER ACFT.
Narrative: I WAS HOLDING SHORT OF RWY 14 AT SALISBURY AS DIRECTED BY THE FSS. THE ACTIVE RWY HAD JUST BEEN CHANGED FROM DOWNWIND LNDGS ON 32 TO RWY 14. THERE WAS A TRAINER HOLDING SHORT OF RWY 32, AND 2 MIL SMT'S IN THE PATTERN FOR RWY 14. I WAITED FOR 1 SMT TO LAND AND CLR THE RWY. LOOKING LEFT I JUDGED THE SECOND SMT TO BE ON AT LEAST A 3 MI FINAL. I PROCEEDED TO PWR UP AND MAKE A DEP CALL ON THE ROLL IN THAT ORDER. LEAVING FROM A HIGH SPD TXWY I ROTATED AT 60 MPH AND CONTINUED MY CLB TO 400' AND THEN PROCEEDED TO TURN XWIND. I CONTINUED MY CLB TO 600' AND THEN TURNED DOWNWIND. FROM DOWNWIND I PROCEEDED FROM THE PATTERN ENRTE TO CAMBRIDGE. THE SITUATION WHICH SEEMED TO DEVELOP OCCURRED AS I WAS CLBING TO XWIND. USING SOME STRONG WORDS THE SMT PLT CLAIMED I HAD CUT HIM OFF HIS APCH TO FINAL. AS I WAS STARTING TO TURN XWIND THE PLT RADIOED ASKING WHICH WAY I WAS GOING TO TURN BECAUSE HE WAS 1/4 MI ASTERN OF MY POS. MY RESPONSE WAS IMMEDIATE, 'LEFT TURN OUT.' THE SMT HAD RPTED THAT HIS APCH WOULD LEAD TO A TOUCH AND GO. THEREFORE, I JUDGED THAT IF HE WAS ON A 3 MI FINAL I HAD TIME TO DEPART AND CLR THE AREA. HIS CHOICE TO GO AROUND WAS HIS RIGHT, BUT I BELIEVE THAT ACTION CAUSED THE INCIDENT HE CLAIMED. ON CLBOUT AND TURNS IN THE PATTERN I WAS NEVER ABLE TO LOCATE THE ACFT AS HE PROCEEDED ON HIS GAR. MY PAX WAS ALSO UNABLE TO LOCATE THE ACFT. I DID NOT AND DO NOT BELIEVE THAT I WAS AT ERROR AS TO MY JUDGEMENT IN THIS MATTER. I TAKE GREAT CARE TO OPERATE WITH GOOD JUDGEMENT AND WITH EXTRA EFFORT TOWARD SAFETY.
Data retrieved from NASA's ASRS site as of August 2007 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.