|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : gxy|
|Altitude||msl bound lower : 7000|
msl bound upper : 7000
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||descent : approach|
|Make Model Name||Small Aircraft|
|Flight Phase||descent : approach|
|Function||instruction : instructor|
|Qualification||pilot : cfi|
pilot : instrument
pilot : commercial
|Experience||flight time last 90 days : 178|
flight time total : 720
|Function||instruction : trainee|
|Qualification||pilot : student|
|Anomaly||conflict : nmac|
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : took evasive action|
|Miss Distance||horizontal : 300|
vertical : 100
|Primary Problem||Flight Crew Human Performance|
My instrument student was under the hood and had just called, CTAF procedure turn outbnd for the VOR a approach, 7000', at that moment I noticed a shadow of an airplane headed towards us. I judged the airplane to be above us, due to the small size first officer the shadow, and began looking above our altitude and to the right of our plane. My student looked up to the compass and saw to our right the other airplane. He called out, I saw the other plane and pushed the plane into a left dive. We had been on a collision course, offset about 20 degrees from a head-on. My student had overshot the procedure turn heading and was about to correct to 340 degrees. In the illustration, we are aircraft 'a'. It is possible that aircraft 'B' could have been on the procedure turn. However, we had heard no traffic in the vicinity of the gill VOR. Given the exceptionally high level of training that occurs in and around gxy, position reports are a must in order to supplement see and avoid procedures. After today, it is my belief that giving flight instruction to a student under the hood prevents and/or impedes proper scanning. Although I constantly remind myself get my head out of the cockpit on these flts, there are lapses, more often than not, I must looking out so often for traffic that I am unable to evaluate a student's approach at all. I see no realistic solution to today's event. Granted, we were the ones to yield right-of-way as per far's. True, it is my responsibility to see and avoid. An ATC facility here, though much desired, probably would not have helped. In the end better vigilance is the answer. At least, I am alive to share my experience and hopefully prevent another incident or worse from happening.
Original NASA ASRS Text
Title: CLOSE PROX GA-SMA GA-SMA IN VOR APCH PATTERN AT GXY.
Narrative: MY INSTRUMENT STUDENT WAS UNDER THE HOOD AND HAD JUST CALLED, CTAF PROC TURN OUTBND FOR THE VOR A APCH, 7000', AT THAT MOMENT I NOTICED A SHADOW OF AN AIRPLANE HEADED TOWARDS US. I JUDGED THE AIRPLANE TO BE ABOVE US, DUE TO THE SMALL SIZE FO THE SHADOW, AND BEGAN LOOKING ABOVE OUR ALT AND TO THE R OF OUR PLANE. MY STUDENT LOOKED UP TO THE COMPASS AND SAW TO OUR R THE OTHER AIRPLANE. HE CALLED OUT, I SAW THE OTHER PLANE AND PUSHED THE PLANE INTO A L DIVE. WE HAD BEEN ON A COLLISION COURSE, OFFSET ABOUT 20 DEGS FROM A HEAD-ON. MY STUDENT HAD OVERSHOT THE PROC TURN HDG AND WAS ABOUT TO CORRECT TO 340 DEGS. IN THE ILLUSTRATION, WE ARE ACFT 'A'. IT IS POSSIBLE THAT ACFT 'B' COULD HAVE BEEN ON THE PROC TURN. HOWEVER, WE HAD HEARD NO TFC IN THE VICINITY OF THE GILL VOR. GIVEN THE EXCEPTIONALLY HIGH LEVEL OF TRNING THAT OCCURS IN AND AROUND GXY, POS RPTS ARE A MUST IN ORDER TO SUPPLEMENT SEE AND AVOID PROCS. AFTER TODAY, IT IS MY BELIEF THAT GIVING FLT INSTRUCTION TO A STUDENT UNDER THE HOOD PREVENTS AND/OR IMPEDES PROPER SCANNING. ALTHOUGH I CONSTANTLY REMIND MYSELF GET MY HEAD OUT OF THE COCKPIT ON THESE FLTS, THERE ARE LAPSES, MORE OFTEN THAN NOT, I MUST LOOKING OUT SO OFTEN FOR TFC THAT I AM UNABLE TO EVALUATE A STUDENT'S APCH AT ALL. I SEE NO REALISTIC SOLUTION TO TODAY'S EVENT. GRANTED, WE WERE THE ONES TO YIELD RIGHT-OF-WAY AS PER FAR'S. TRUE, IT IS MY RESPONSIBILITY TO SEE AND AVOID. AN ATC FAC HERE, THOUGH MUCH DESIRED, PROBABLY WOULD NOT HAVE HELPED. IN THE END BETTER VIGILANCE IS THE ANSWER. AT LEAST, I AM ALIVE TO SHARE MY EXPERIENCE AND HOPEFULLY PREVENT ANOTHER INCIDENT OR WORSE FROM HAPPENING.
Data retrieved from NASA's ASRS site as of July 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.