Near midair collision.

Attributes
ACN	319108
Time
Date	199510
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : srq
State Reference	FL
Altitude	agl bound lower : 800 agl bound upper : 800
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : srq tracon : fay
Operator	general aviation : personal
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	cruise other other
Route In Use	approach : visual
Flight Plan	VFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : straight in approach : visual
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 24 flight time total : 270 flight time type : 24
ASRS Report	319108
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	conflict : nmac non adherence : clearance other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance flight crew : took evasive action other
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 500 vertical : 0
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Srq controller had me abort approach to runway 04, turn right on downwind for runway 32 to follow a twin engine aircraft for landing on runway 32. I acknowledged right turn to downwind for runway 32 and that I did not have the other aircraft in sight. Controller contacted me a second time and asked if I had other traffic in sight. I stated that I did not. At approximately a 45 degree angle to the threshold of runway 32 I turned base. Controller contacted me again and asked if I had the traffic in view. I stated that I did not. Controller then said he told me to remain on downwind and that I should now make an immediate left turn and follow a bonanza on downwind for runway 32. I stated to the controller that I had the bonanza in view and landed after the bonanza without incident. The twin engine aircraft that I was to follow on my initial downwind to runway 32 apparently was making a straight-in approach to runway 32 and had to take evasive action to avoid collision. After making my left turn off runway 32 base at the controller's instruction, I looked out and back and saw the twin on final approach approximately 500 ft away. After reviewing the audio tapes of the incident, it was confirmed that the controller, on his second call to me, stated that I should continue downwind to land after the twin engine aircraft. I did not hear the part of the transmission to continue downwind, only the reference to the twin. My response was only that I did not have the twin in sight. I turned on to base because I was unaware of any instructions to not make such a turn. I believe the situation arose because of 2 factors: the controller did not advise that the other aircraft was making a straight in approach to runway 32. I thought I was following another aircraft to runway 32. Had I been aware the other aircraft was coming straight in, I would not have turned to base without having the other aircraft in sight or confirming that such a turn was clear. Though I did not acknowledge to continue on the downwind, the controller assumed I heard that part of the transmission since I did state that I did not have the other aircraft in sight. Under the circumstances, it would seem to have been prudent for the controller to restate continuing on the downwind since I made no confirmation of such action.

Original NASA ASRS Text

Title: NMAC.

Narrative: SRQ CTLR HAD ME ABORT APCH TO RWY 04, TURN R ON DOWNWIND FOR RWY 32 TO FOLLOW A TWIN ENG ACFT FOR LNDG ON RWY 32. I ACKNOWLEDGED R TURN TO DOWNWIND FOR RWY 32 AND THAT I DID NOT HAVE THE OTHER ACFT IN SIGHT. CTLR CONTACTED ME A SECOND TIME AND ASKED IF I HAD OTHER TFC IN SIGHT. I STATED THAT I DID NOT. AT APPROX A 45 DEG ANGLE TO THE THRESHOLD OF RWY 32 I TURNED BASE. CTLR CONTACTED ME AGAIN AND ASKED IF I HAD THE TFC IN VIEW. I STATED THAT I DID NOT. CTLR THEN SAID HE TOLD ME TO REMAIN ON DOWNWIND AND THAT I SHOULD NOW MAKE AN IMMEDIATE L TURN AND FOLLOW A BONANZA ON DOWNWIND FOR RWY 32. I STATED TO THE CTLR THAT I HAD THE BONANZA IN VIEW AND LANDED AFTER THE BONANZA WITHOUT INCIDENT. THE TWIN ENG ACFT THAT I WAS TO FOLLOW ON MY INITIAL DOWNWIND TO RWY 32 APPARENTLY WAS MAKING A STRAIGHT-IN APCH TO RWY 32 AND HAD TO TAKE EVASIVE ACTION TO AVOID COLLISION. AFTER MAKING MY L TURN OFF RWY 32 BASE AT THE CTLR'S INSTRUCTION, I LOOKED OUT AND BACK AND SAW THE TWIN ON FINAL APCH APPROX 500 FT AWAY. AFTER REVIEWING THE AUDIO TAPES OF THE INCIDENT, IT WAS CONFIRMED THAT THE CTLR, ON HIS SECOND CALL TO ME, STATED THAT I SHOULD CONTINUE DOWNWIND TO LAND AFTER THE TWIN ENG ACFT. I DID NOT HEAR THE PART OF THE XMISSION TO CONTINUE DOWNWIND, ONLY THE REF TO THE TWIN. MY RESPONSE WAS ONLY THAT I DID NOT HAVE THE TWIN IN SIGHT. I TURNED ON TO BASE BECAUSE I WAS UNAWARE OF ANY INSTRUCTIONS TO NOT MAKE SUCH A TURN. I BELIEVE THE SIT AROSE BECAUSE OF 2 FACTORS: THE CTLR DID NOT ADVISE THAT THE OTHER ACFT WAS MAKING A STRAIGHT IN APCH TO RWY 32. I THOUGHT I WAS FOLLOWING ANOTHER ACFT TO RWY 32. HAD I BEEN AWARE THE OTHER ACFT WAS COMING STRAIGHT IN, I WOULD NOT HAVE TURNED TO BASE WITHOUT HAVING THE OTHER ACFT IN SIGHT OR CONFIRMING THAT SUCH A TURN WAS CLR. THOUGH I DID NOT ACKNOWLEDGE TO CONTINUE ON THE DOWNWIND, THE CTLR ASSUMED I HEARD THAT PART OF THE XMISSION SINCE I DID STATE THAT I DID NOT HAVE THE OTHER ACFT IN SIGHT. UNDER THE CIRCUMSTANCES, IT WOULD SEEM TO HAVE BEEN PRUDENT FOR THE CTLR TO RESTATE CONTINUING ON THE DOWNWIND SINCE I MADE NO CONFIRMATION OF SUCH ACTION.

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.