|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Operator||general aviation : personal|
|Make Model Name||Cessna 170|
|Operating Under FAR Part||Part 91|
|Flight Phase||climbout : takeoff|
ground : takeoff roll
|Make Model Name||Skyhawk 172/Cutlass 172|
|Flight Phase||descent : approach|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Experience||flight time last 90 days : 21|
flight time total : 470
flight time type : 367
|Function||flight crew : single pilot|
|Anomaly||conflict : nmac|
incursion : runway
non adherence : far
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : executed go around|
flight crew : took evasive action
|Miss Distance||horizontal : 20|
vertical : 100
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Flew my C170B to a very large fly-in at a grass strip, runway 20/2, with ramp space at the runway 20 approach end. The pattern and CTAF were full of planes and position reports. A male voice on the ground offered advice to any pilots who seemed unaware of the proximity of other planes and several times intervened to help planes depart, asking pilots in the pattern to circle while several planes back-taxied the single runway. It was unclr to me whether he was an authority/authorized, but he was very helpful getting us in and out of the strip. There may have been as many as 80 planes on the field at the ht of the fly-in. The approach end of runway 20 had been used all day as a primary pedestrian crossing and people were passing between my plane and the ones on either side, and also crossing in front of my plane from side-to-side. I became very concerned about the possibility of someone walking into my propeller, as I was not part of the line of moving airplanes and the general noise made it likely that my propeller might not be noticed once it was turning. Seeing no alternatives to increase the safety of the situation, I determined to move my plane into the departure sequence as soon as was practical after starting up. I had seen nothing but departures for the previous 1/2 hour and during the long and nervous min before I pulled out to depart I heard nothing but position reports of planes departing the pattern in various directions. For the moment there were no planes in line to leave the ramp area across from me and the pilot of the cessna that was first in line on my side of the runway was turning around and addressing some situation in his rear seats. I looked to the north, beyond him and could see no plane above the tree tops which were about 200 ft away. I pulled out and rolled right into a soft-field departure, staying in ground effect to build up my speed. As I raised the nose to climb, I saw a C172 passing above me, in line with the runway, about 100 ft above me. I was doing about 65 mph (my asi displays mph) and he was climbing, doing about the same speed, just ahead of me. I checked to be sure I would clear the trees at the end of the runway and held the plane at about 150 ft AGL as he climbed, staying only a wings length to my right but rapidly increasing his lead and altitude above me. I kept my plane low until he turned crosswind in front of me and I departed to the south, as planned. I made an assumption (to call an assumption foolish is redundant) that the stream of departing planes would continue uninterrupted. I couldn't see far enough up final to spot a plane on a low approach. I also assumed that a min of radio listening would have warned me that a plane was landing. I allowed a single safety concern to so dominate my attention that my dangerous impatience seemed to me prudence. The next time I feel so overloaded and pressed before takeoff, I hope I remember to pull my taildragger off onto the grass, shut it down, climb out and take a few breaths and reassess the situation, and if any impatient fool pulls out onto a runway I'm about to land on, I'm going to direct my go around way off toward the upwind side of the pattern, to avoid the possibility that he might climb into me.
Original NASA ASRS Text
Title: C170, DEPARTING, FLY IN UNDER CTAF PROC, FAILS TO OBSERVE ACFT ON SHORT FINAL.
Narrative: FLEW MY C170B TO A VERY LARGE FLY-IN AT A GRASS STRIP, RWY 20/2, WITH RAMP SPACE AT THE RWY 20 APCH END. THE PATTERN AND CTAF WERE FULL OF PLANES AND POS RPTS. A MALE VOICE ON THE GND OFFERED ADVICE TO ANY PLTS WHO SEEMED UNAWARE OF THE PROX OF OTHER PLANES AND SEVERAL TIMES INTERVENED TO HELP PLANES DEPART, ASKING PLTS IN THE PATTERN TO CIRCLE WHILE SEVERAL PLANES BACK-TAXIED THE SINGLE RWY. IT WAS UNCLR TO ME WHETHER HE WAS AN AUTH, BUT HE WAS VERY HELPFUL GETTING US IN AND OUT OF THE STRIP. THERE MAY HAVE BEEN AS MANY AS 80 PLANES ON THE FIELD AT THE HT OF THE FLY-IN. THE APCH END OF RWY 20 HAD BEEN USED ALL DAY AS A PRIMARY PEDESTRIAN XING AND PEOPLE WERE PASSING BTWN MY PLANE AND THE ONES ON EITHER SIDE, AND ALSO XING IN FRONT OF MY PLANE FROM SIDE-TO-SIDE. I BECAME VERY CONCERNED ABOUT THE POSSIBILITY OF SOMEONE WALKING INTO MY PROP, AS I WAS NOT PART OF THE LINE OF MOVING AIRPLANES AND THE GENERAL NOISE MADE IT LIKELY THAT MY PROP MIGHT NOT BE NOTICED ONCE IT WAS TURNING. SEEING NO ALTERNATIVES TO INCREASE THE SAFETY OF THE SIT, I DETERMINED TO MOVE MY PLANE INTO THE DEP SEQUENCE AS SOON AS WAS PRACTICAL AFTER STARTING UP. I HAD SEEN NOTHING BUT DEPS FOR THE PREVIOUS 1/2 HR AND DURING THE LONG AND NERVOUS MIN BEFORE I PULLED OUT TO DEPART I HEARD NOTHING BUT POS RPTS OF PLANES DEPARTING THE PATTERN IN VARIOUS DIRECTIONS. FOR THE MOMENT THERE WERE NO PLANES IN LINE TO LEAVE THE RAMP AREA ACROSS FROM ME AND THE PLT OF THE CESSNA THAT WAS FIRST IN LINE ON MY SIDE OF THE RWY WAS TURNING AROUND AND ADDRESSING SOME SIT IN HIS REAR SEATS. I LOOKED TO THE N, BEYOND HIM AND COULD SEE NO PLANE ABOVE THE TREE TOPS WHICH WERE ABOUT 200 FT AWAY. I PULLED OUT AND ROLLED R INTO A SOFT-FIELD DEP, STAYING IN GND EFFECT TO BUILD UP MY SPD. AS I RAISED THE NOSE TO CLB, I SAW A C172 PASSING ABOVE ME, IN LINE WITH THE RWY, ABOUT 100 FT ABOVE ME. I WAS DOING ABOUT 65 MPH (MY ASI DISPLAYS MPH) AND HE WAS CLBING, DOING ABOUT THE SAME SPD, JUST AHEAD OF ME. I CHKED TO BE SURE I WOULD CLR THE TREES AT THE END OF THE RWY AND HELD THE PLANE AT ABOUT 150 FT AGL AS HE CLBED, STAYING ONLY A WINGS LENGTH TO MY R BUT RAPIDLY INCREASING HIS LEAD AND ALT ABOVE ME. I KEPT MY PLANE LOW UNTIL HE TURNED XWIND IN FRONT OF ME AND I DEPARTED TO THE S, AS PLANNED. I MADE AN ASSUMPTION (TO CALL AN ASSUMPTION FOOLISH IS REDUNDANT) THAT THE STREAM OF DEPARTING PLANES WOULD CONTINUE UNINTERRUPTED. I COULDN'T SEE FAR ENOUGH UP FINAL TO SPOT A PLANE ON A LOW APCH. I ALSO ASSUMED THAT A MIN OF RADIO LISTENING WOULD HAVE WARNED ME THAT A PLANE WAS LNDG. I ALLOWED A SINGLE SAFETY CONCERN TO SO DOMINATE MY ATTN THAT MY DANGEROUS IMPATIENCE SEEMED TO ME PRUDENCE. THE NEXT TIME I FEEL SO OVERLOADED AND PRESSED BEFORE TKOF, I HOPE I REMEMBER TO PULL MY TAILDRAGGER OFF ONTO THE GRASS, SHUT IT DOWN, CLB OUT AND TAKE A FEW BREATHS AND REASSESS THE SIT, AND IF ANY IMPATIENT FOOL PULLS OUT ONTO A RWY I'M ABOUT TO LAND ON, I'M GOING TO DIRECT MY GAR WAY OFF TOWARD THE UPWIND SIDE OF THE PATTERN, TO AVOID THE POSSIBILITY THAT HE MIGHT CLB INTO ME.
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.