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Piper PA30 pilot grounded by the chief flight instructor of a pilot school due to erratic traffic pattern and approach to the taxiway instead of the runway at a non tower airport.
| Attributes | |
| ACN | 527822 |
| Time | |
| Date | 200110 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : ofp.airport |
| State Reference | VA |
| Altitude | agl bound lower : 1 agl single value : 250 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | PA-30 Twin Comanche |
| Operating Under FAR Part | Part 91 |
| Flight Phase | landing : missed approach |
| Flight Plan | None |
| Aircraft 2 | |
| Operator | general aviation : instructional |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | ground : position and hold |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : instrument pilot : commercial pilot : multi engine |
| Experience | flight time last 90 days : 16 flight time total : 1615 flight time type : 1130 |
| ASRS Report | 527822 |
| Person 2 | |
| Affiliation | other |
| Function | instruction : instructor |
| Qualification | pilot : cfi |
| Events | |
| Anomaly | conflict : airborne less severe other anomaly other other spatial deviation |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | flight crew : became reoriented |
| Consequence | Other |
| Miss Distance | horizontal : 800 vertical : 250 |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
I set out from ofp at about XA30 local, to take care of business at 2 airports in eastern virginia. At about XE15 local I was returning to ofp on a 270 degree heading. The wind was from about 240 degrees at about 8 KTS. As I approached the airport I made the unicom call for entry to downwind for runway 16, and carried out my landing checklist. I made the base leg turn and call, glanced at the construction, and turned final and made the call. I leveled on final and passed 250 ft AGL descending. Immediately there was a call of 'comanche go around!' I carried out the 'go around' procedure, and slipped the airplane left to the runway centerline. For some reason, that I cannot explain, I had lined up for final on the taxiway. I flew the 'missed approach' to 800 ft AGL on the runway centerline, then turned crosswind and made the call. I continued in the pattern and made a normal landing on the runway. I permitted the airplane to roll to the south end of the runway and then turned onto the taxiway to proceed to my hangar. Upon arrival at my hangar, I found the chief instructor and one of his associates waiting for me. They were frank. They told me that I was exhibiting signs of advanced exhaustion. They told me that I should seek medical assessment. They told me that I could only fly at ofp if one of them was onboard as instructor. They were going to perform a full assessment of my knowledge and skill and I was encouraged to comply.
Original NASA ASRS Text
Title: PIPER PA30 PLT GNDED BY THE CHIEF FLT INSTRUCTOR OF A PLT SCHOOL DUE TO ERRATIC TFC PATTERN AND APCH TO THE TXWY INSTEAD OF THE RWY AT A NON TWR ARPT.
Narrative: I SET OUT FROM OFP AT ABOUT XA30 LCL, TO TAKE CARE OF BUSINESS AT 2 ARPTS IN EASTERN VIRGINIA. AT ABOUT XE15 LCL I WAS RETURNING TO OFP ON A 270 DEG HDG. THE WIND WAS FROM ABOUT 240 DEGS AT ABOUT 8 KTS. AS I APCHED THE ARPT I MADE THE UNICOM CALL FOR ENTRY TO DOWNWIND FOR RWY 16, AND CARRIED OUT MY LNDG CHKLIST. I MADE THE BASE LEG TURN AND CALL, GLANCED AT THE CONSTRUCTION, AND TURNED FINAL AND MADE THE CALL. I LEVELED ON FINAL AND PASSED 250 FT AGL DSNDING. IMMEDIATELY THERE WAS A CALL OF 'COMANCHE GO AROUND!' I CARRIED OUT THE 'GAR' PROC, AND SLIPPED THE AIRPLANE L TO THE RWY CTRLINE. FOR SOME REASON, THAT I CANNOT EXPLAIN, I HAD LINED UP FOR FINAL ON THE TXWY. I FLEW THE 'MISSED APCH' TO 800 FT AGL ON THE RWY CTRLINE, THEN TURNED XWIND AND MADE THE CALL. I CONTINUED IN THE PATTERN AND MADE A NORMAL LNDG ON THE RWY. I PERMITTED THE AIRPLANE TO ROLL TO THE S END OF THE RWY AND THEN TURNED ONTO THE TXWY TO PROCEED TO MY HANGAR. UPON ARR AT MY HANGAR, I FOUND THE CHIEF INSTRUCTOR AND ONE OF HIS ASSOCIATES WAITING FOR ME. THEY WERE FRANK. THEY TOLD ME THAT I WAS EXHIBITING SIGNS OF ADVANCED EXHAUSTION. THEY TOLD ME THAT I SHOULD SEEK MEDICAL ASSESSMENT. THEY TOLD ME THAT I COULD ONLY FLY AT OFP IF ONE OF THEM WAS ONBOARD AS INSTRUCTOR. THEY WERE GOING TO PERFORM A FULL ASSESSMENT OF MY KNOWLEDGE AND SKILL AND I WAS ENCOURAGED TO COMPLY.
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.