|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : rvs|
|Altitude||msl bound lower : 0|
msl bound upper : 3000
|Controlling Facilities||tower : rvs|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Fixed Gear|
|Flight Phase||descent : approach|
|Route In Use||enroute : on vectors|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Experience||flight time last 90 days : 22|
flight time total : 183
flight time type : 150
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||other anomaly other|
|Independent Detector||other other : unspecified cockpit|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||other|
Flight following. Kansas city center handed me off to tulsa approach. Upon contacting tulsa approach I was given a squawk code and told to identify. I did. After several mins with no response from approach, I called them back and asked, had they received my identify? Tulsa approach then gave me another code to squawk and identify, which I did. This time they acknowledged my identify. At that time I asked for vectoring to richard jones airport as I was unfamiliar with the area. They told me to take a 010 degree, which I did, and which put me on a long final for runway 36 at rvs airport (active runway 36L and 36R). I proceeded as directed by approach but I was within approximately 5 miles of rvs airport and had not been given frequency change approval. I contacted tulsa approach and told them I had rvs in sight and was approximately 5 mi out. At that time was told to squawk 1200 and given frequency change approval. I then contacted rvs tower and told them I was approximately 5 mi out on a straight-in approach for runway 36. I was given clearance to land on runway 36L. Approximately 3 mi out the radio began to squeal as if someone had keyed a microphone. I proceeded on in to land calling out a 3 mi final straight-in approach to 36L. I then called in a 1 mi final. No visible traffic was on approach to 36L although one plane was in pattern for 36R. Approximately 1/2 mi out on final I noticed a plane above and to my left, apparently making a go-around. The radio problem continued. With this radio problem I felt it more prudent to continue my landing approach than to initiate a go-around. Upon landing I called tower to report clearing the active runway. I had no response from tower. The radio still acted as if there were a hot microphone somewhere. After clearing the active I contacted ground, still no response. Just prior to parking I again contacted ground. This time I got a response and was asked if I was at the FBO. I acknowledged I was at the FBO. I checked both my radios with the FBO unicom frequency for proper transmission. They acknowledged transmission loud and clear, no problems.
Original NASA ASRS Text
Title: PLT OF SMA ENCOUNTERED RADIO INTERFERENCE ON TWR FREQ APCHING RVS ARPT.
Narrative: FLT FOLLOWING. KANSAS CITY CENTER HANDED ME OFF TO TULSA APCH. UPON CONTACTING TULSA APCH I WAS GIVEN A SQUAWK CODE AND TOLD TO IDENT. I DID. AFTER SEVERAL MINS WITH NO RESPONSE FROM APCH, I CALLED THEM BACK AND ASKED, HAD THEY RECEIVED MY IDENT? TULSA APCH THEN GAVE ME ANOTHER CODE TO SQUAWK AND IDENT, WHICH I DID. THIS TIME THEY ACKNOWLEDGED MY IDENT. AT THAT TIME I ASKED FOR VECTORING TO RICHARD JONES ARPT AS I WAS UNFAMILIAR WITH THE AREA. THEY TOLD ME TO TAKE A 010 DEG, WHICH I DID, AND WHICH PUT ME ON A LONG FINAL FOR RWY 36 AT RVS ARPT (ACTIVE RWY 36L AND 36R). I PROCEEDED AS DIRECTED BY APCH BUT I WAS WITHIN APPROX 5 MILES OF RVS ARPT AND HAD NOT BEEN GIVEN FREQ CHANGE APPROVAL. I CONTACTED TULSA APCH AND TOLD THEM I HAD RVS IN SIGHT AND WAS APPROX 5 MI OUT. AT THAT TIME WAS TOLD TO SQUAWK 1200 AND GIVEN FREQ CHANGE APPROVAL. I THEN CONTACTED RVS TWR AND TOLD THEM I WAS APPROX 5 MI OUT ON A STRAIGHT-IN APCH FOR RWY 36. I WAS GIVEN CLRNC TO LAND ON RWY 36L. APPROX 3 MI OUT THE RADIO BEGAN TO SQUEAL AS IF SOMEONE HAD KEYED A MICROPHONE. I PROCEEDED ON IN TO LAND CALLING OUT A 3 MI FINAL STRAIGHT-IN APCH TO 36L. I THEN CALLED IN A 1 MI FINAL. NO VISIBLE TFC WAS ON APCH TO 36L ALTHOUGH ONE PLANE WAS IN PATTERN FOR 36R. APPROX 1/2 MI OUT ON FINAL I NOTICED A PLANE ABOVE AND TO MY LEFT, APPARENTLY MAKING A GO-AROUND. THE RADIO PROBLEM CONTINUED. WITH THIS RADIO PROBLEM I FELT IT MORE PRUDENT TO CONTINUE MY LNDG APCH THAN TO INITIATE A GO-AROUND. UPON LNDG I CALLED TWR TO REPORT CLEARING THE ACTIVE RWY. I HAD NO RESPONSE FROM TWR. THE RADIO STILL ACTED AS IF THERE WERE A HOT MICROPHONE SOMEWHERE. AFTER CLEARING THE ACTIVE I CONTACTED GND, STILL NO RESPONSE. JUST PRIOR TO PARKING I AGAIN CONTACTED GND. THIS TIME I GOT A RESPONSE AND WAS ASKED IF I WAS AT THE FBO. I ACKNOWLEDGED I WAS AT THE FBO. I CHECKED BOTH MY RADIOS WITH THE FBO UNICOM FREQ FOR PROPER XMISSION. THEY ACKNOWLEDGED XMISSION LOUD AND CLEAR, NO PROBLEMS.
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.