|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : fxe|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tower : fxe|
tower : ewr
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||descent : approach|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||incursion : runway|
non adherence : clearance
other anomaly other
|Independent Detector||other controllera|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
|ATC Facility||procedure or policy : unspecified|
What I learned on my vacation! Don't fly in southern fl, unless you're very familiar with local area and procedures or on an IFR flight plan. After a VFR flight of over 6 hours, I established contact with miami approach for landing at fxe but he was too busy and told me to contact fxe tower. About 15 mi out I started to make contact but the frequency was very congested with foreign students trying to speak english and other traffic. I feel the controller ignored my transmissions. My mother had potty her pants, I was tired and wanted to land. I identify traffic tower was talking to and enter downwind for runway 8 following 2 other airplanes. On 1 1/2 mi final tower asked number of aircraft on final and again I identify myself and was told to exit air traffic area. I must admit, the pressure to land, the long flight (stj to fxe), never in 25 yrs been refused to land, I didn't understand the air traffic area abbreviation I told him I was going to land. He told me to exit air traffic area. I told him I'm going to land now. On 1/4 mi final he cleared me to land but call tower on the phone. I was keeping my approach speed as high as possible to minimize my use of airport, but during landing flare floated much further down runway than I would have preferred. During landing rollout tower told me not to enter runway 13. When I had airplane slow enough to turn off runway and wanting to clear it as soon as possible the turn I made was runway 13 even though I didn't know it until I made the turn. My first knowledge was the tower saying I told you not to turn on 13. I made the very next turn off which was about 150 ft down 13. Contacted ground control who also wanted me to be sure to call tower. I got airplane parked and my mother taken care of, then called tower. The tower manager wouldn't be in until monday and man I talked to said they would review tapes and call me. I called tower on monday twice. First call manager wasn't available. Second call manager said he was in conference and would call me back within hour. Today is 3/xx and he hasn't called yet. My fatigue, my mother's duress, the controller ignoring me, never refused operation in an air traffic area, unfamiliar with area and local procedures and not being long on fuel caused me to press for an initiated landing without declaring an emergency. As far as I know I never created a hazard to others in the area. If controller are going to use contraction such as this we all need to be made aware. Instead of saying 'do not enter 13,' he should have said either, cross runway 13 or do not turn onto 13. Even at that I didn't know I was on 13 until it was too late. I have to admit I was overloaded to the point of nonfunction.
Original NASA ASRS Text
Title: SMA PLT UNABLE TO MAKE CONTACT WITH TWR ENTERS TFC PATTERN. QUERIED ON FINAL THEN TOLD TO EXIT ATA. FINALLY CLRED, LANDS. TOLD NOT TO TURN ON RWY 13, DOES SO.
Narrative: WHAT I LEARNED ON MY VACATION! DON'T FLY IN SOUTHERN FL, UNLESS YOU'RE VERY FAMILIAR WITH LCL AREA AND PROCS OR ON AN IFR FLT PLAN. AFTER A VFR FLT OF OVER 6 HRS, I ESTABLISHED CONTACT WITH MIAMI APCH FOR LNDG AT FXE BUT HE WAS TOO BUSY AND TOLD ME TO CONTACT FXE TWR. ABOUT 15 MI OUT I STARTED TO MAKE CONTACT BUT THE FREQ WAS VERY CONGESTED WITH FOREIGN STUDENTS TRYING TO SPEAK ENGLISH AND OTHER TFC. I FEEL THE CTLR IGNORED MY TRANSMISSIONS. MY MOTHER HAD POTTY HER PANTS, I WAS TIRED AND WANTED TO LAND. I IDENT TFC TWR WAS TALKING TO AND ENTER DOWNWIND FOR RWY 8 FOLLOWING 2 OTHER AIRPLANES. ON 1 1/2 MI FINAL TWR ASKED NUMBER OF ACFT ON FINAL AND AGAIN I IDENT MYSELF AND WAS TOLD TO EXIT ATA. I MUST ADMIT, THE PRESSURE TO LAND, THE LONG FLT (STJ TO FXE), NEVER IN 25 YRS BEEN REFUSED TO LAND, I DIDN'T UNDERSTAND THE ATA ABBREVIATION I TOLD HIM I WAS GOING TO LAND. HE TOLD ME TO EXIT ATA. I TOLD HIM I'M GOING TO LAND NOW. ON 1/4 MI FINAL HE CLRED ME TO LAND BUT CALL TWR ON THE PHONE. I WAS KEEPING MY APCH SPD AS HIGH AS POSSIBLE TO MINIMIZE MY USE OF ARPT, BUT DURING LNDG FLARE FLOATED MUCH FURTHER DOWN RWY THAN I WOULD HAVE PREFERRED. DURING LNDG ROLLOUT TWR TOLD ME NOT TO ENTER RWY 13. WHEN I HAD AIRPLANE SLOW ENOUGH TO TURN OFF RWY AND WANTING TO CLR IT AS SOON AS POSSIBLE THE TURN I MADE WAS RWY 13 EVEN THOUGH I DIDN'T KNOW IT UNTIL I MADE THE TURN. MY FIRST KNOWLEDGE WAS THE TWR SAYING I TOLD YOU NOT TO TURN ON 13. I MADE THE VERY NEXT TURN OFF WHICH WAS ABOUT 150 FT DOWN 13. CONTACTED GND CTL WHO ALSO WANTED ME TO BE SURE TO CALL TWR. I GOT AIRPLANE PARKED AND MY MOTHER TAKEN CARE OF, THEN CALLED TWR. THE TWR MGR WOULDN'T BE IN UNTIL MONDAY AND MAN I TALKED TO SAID THEY WOULD REVIEW TAPES AND CALL ME. I CALLED TWR ON MONDAY TWICE. FIRST CALL MGR WASN'T AVAILABLE. SECOND CALL MGR SAID HE WAS IN CONFERENCE AND WOULD CALL ME BACK WITHIN HR. TODAY IS 3/XX AND HE HASN'T CALLED YET. MY FATIGUE, MY MOTHER'S DURESS, THE CTLR IGNORING ME, NEVER REFUSED OP IN AN ATA, UNFAMILIAR WITH AREA AND LCL PROCS AND NOT BEING LONG ON FUEL CAUSED ME TO PRESS FOR AN INITIATED LNDG WITHOUT DECLARING AN EMER. AS FAR AS I KNOW I NEVER CREATED A HAZARD TO OTHERS IN THE AREA. IF CTLR ARE GOING TO USE CONTRACTION SUCH AS THIS WE ALL NEED TO BE MADE AWARE. INSTEAD OF SAYING 'DO NOT ENTER 13,' HE SHOULD HAVE SAID EITHER, CROSS RWY 13 OR DO NOT TURN ONTO 13. EVEN AT THAT I DIDN'T KNOW I WAS ON 13 UNTIL IT WAS TOO LATE. I HAVE TO ADMIT I WAS OVERLOADED TO THE POINT OF NONFUNCTION.
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.