As an EMB120 is landing at acv, an small transport departs in opposite direction, creating an near m...

Attributes
ACN	419256
Time
Date	199811
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : acv
State Reference	CA
Altitude	agl bound lower : 300 agl bound upper : 300
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zse tracon : n90
Operator	common carrier : air carrier
Make Model Name	Brasilia EMB-120 All Series
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach descent other
Route In Use	enroute : direct
Flight Plan	IFR
Aircraft 2
Make Model Name	Cessna Twin Piston Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial climbout : takeoff
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 240 flight time total : 5200 flight time type : 2700
ASRS Report	419256
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	conflict : nmac other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 500 vertical : 200
Supplementary
Primary Problem	Chart Or Publication
Situations
Publication	Unspecified

Narrative:

Flew ILS runway 32 to acv airport. Entered visual conditions outside OM. ZSE advised us to 'switch to advisory frequency.' we tuned VHF frequency 123.00 and self-announced in accordance with aim procedures. Our map revision dated oct/xx/98 indicated the CTAF frequency for acv is 123.00 (a change from 123.50). On short final, I noticed an aircraft departing runway 14. (We hadn't heard any aircraft announce departing acv.) I performed a missed approach to the right while the departing aircraft commenced a right climbing turn. Afterwards, I flew left traffic while maintaining visual separation with the other aircraft (a twin cessna). Subsequent discussion with ZSE revealed the unicom/CTAF frequency for acv is indeed 123.50 not 123.00. The commercial chart revision was wrong. No NOTAM was issued concerning this. Apparently, other company pilots were also using 123.00 (the wrong CTAF frequency). I discussed this with flight control (dispatch) and our flight operations personnel. Company pilots are being given this information on their flight release. In the future, it may be prudent to listen to both CTAF frequencys after a change. In this case, I was using the wrong frequency. But should other pilots have bad information, then I can listen in on their xmissions. Callback conversation with reporter revealed the following information: reporter was bothered by the fact that the airport traffic did not have the proper frequency accurately published. He reviewed it with ARTCC and the chart publishers. His company was informed and the word was spread among the pilots. In this case, reporter is positive each aircraft saw one another, as each turned away from the other. Reporter felt that this type of incident should never have happened. Each aircraft was probably monitoring a separate frequency. The departing aircraft had the working frequency as he was probably stationed at the airport. The arriving aircraft was using published frequency which was incorrect.

Original NASA ASRS Text

Title: AS AN EMB120 IS LNDG AT ACV, AN SMT DEPARTS IN OPPOSITE DIRECTION, CREATING AN NMAC CONDITION. THE LNDG ACFT WAS ON THE WRONG CTAF FREQ BECAUSE THE APCH CHART HAD THE WRONG FREQ PRINTED.

Narrative: FLEW ILS RWY 32 TO ACV ARPT. ENTERED VISUAL CONDITIONS OUTSIDE OM. ZSE ADVISED US TO 'SWITCH TO ADVISORY FREQ.' WE TUNED VHF FREQ 123.00 AND SELF-ANNOUNCED IN ACCORDANCE WITH AIM PROCS. OUR MAP REVISION DATED OCT/XX/98 INDICATED THE CTAF FREQ FOR ACV IS 123.00 (A CHANGE FROM 123.50). ON SHORT FINAL, I NOTICED AN ACFT DEPARTING RWY 14. (WE HADN'T HEARD ANY ACFT ANNOUNCE DEPARTING ACV.) I PERFORMED A MISSED APCH TO THE R WHILE THE DEPARTING ACFT COMMENCED A R CLBING TURN. AFTERWARDS, I FLEW L TFC WHILE MAINTAINING VISUAL SEPARATION WITH THE OTHER ACFT (A TWIN CESSNA). SUBSEQUENT DISCUSSION WITH ZSE REVEALED THE UNICOM/CTAF FREQ FOR ACV IS INDEED 123.50 NOT 123.00. THE COMMERCIAL CHART REVISION WAS WRONG. NO NOTAM WAS ISSUED CONCERNING THIS. APPARENTLY, OTHER COMPANY PLTS WERE ALSO USING 123.00 (THE WRONG CTAF FREQ). I DISCUSSED THIS WITH FLT CTL (DISPATCH) AND OUR FLT OPS PERSONNEL. COMPANY PLTS ARE BEING GIVEN THIS INFO ON THEIR FLT RELEASE. IN THE FUTURE, IT MAY BE PRUDENT TO LISTEN TO BOTH CTAF FREQS AFTER A CHANGE. IN THIS CASE, I WAS USING THE WRONG FREQ. BUT SHOULD OTHER PLTS HAVE BAD INFO, THEN I CAN LISTEN IN ON THEIR XMISSIONS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS BOTHERED BY THE FACT THAT THE ARPT TFC DID NOT HAVE THE PROPER FREQ ACCURATELY PUBLISHED. HE REVIEWED IT WITH ARTCC AND THE CHART PUBLISHERS. HIS COMPANY WAS INFORMED AND THE WORD WAS SPREAD AMONG THE PLTS. IN THIS CASE, RPTR IS POSITIVE EACH ACFT SAW ONE ANOTHER, AS EACH TURNED AWAY FROM THE OTHER. RPTR FELT THAT THIS TYPE OF INCIDENT SHOULD NEVER HAVE HAPPENED. EACH ACFT WAS PROBABLY MONITORING A SEPARATE FREQ. THE DEPARTING ACFT HAD THE WORKING FREQ AS HE WAS PROBABLY STATIONED AT THE ARPT. THE ARRIVING ACFT WAS USING PUBLISHED FREQ WHICH WAS INCORRECT.

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.

As an EMB120 is landing at acv, an small transport departs in opposite direction, creating an near midair collision condition. The landing aircraft was on the wrong CTAF frequency because the approach chart had the wrong frequency printed.