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A C172 practicing touch and goes on downwind suffered a near midair collision with a C182 entering downwind.
| Attributes | |
| ACN | 906215 |
| Time | |
| Date | 201008 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | BLI.Airport |
| State Reference | WA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Descent |
| Flight Plan | None |
| Aircraft 2 | |
| Make Model Name | Skylane 182/RG Turbo Skylane/RG |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Descent |
| Flight Plan | None |
| Person 1 | |
| Function | Instructor |
| Qualification | Flight Crew Commercial Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 131 Flight Crew Total 3336 Flight Crew Type 1757 |
| Events | |
| Anomaly | Conflict NMAC |
| Miss Distance | Horizontal 0 Vertical 75 |
Narrative:
This dual instructional flight was the first focusing entirely on pattern operations for a pre-solo student. We had completed approximately 4 or 5 touch and goes. At the time; there was also an MD80 touching down and a C152 on right downwind; nearing the base leg. (Due to construction at the airport; larger aircraft landing south usually have to perform a 180 after landing; and back taxi to an open intersection before getting off the runway. The ATIS instructs airborne pilots to expect additional spacing.) knowing that additional spacing would be required; we extended our upwind leg approximately 1/2 mile past the normal crosswind turn listed in the local noise abatement procedure.my student turned right crosswind; then right downwind. We were established on the downwind at tpa [traffic pattern altitude]. Just prior to abeam the departure end numbers; I heard a quick sound of an airplane overhead and saw a flicker of a shadow. I looked up; out of the right 'eyebrow' portion of the windscreen and saw a C182 descend to tpa and turn left to enter the close-in right downwind. He reported entering the downwind. The tower acknowledged and informed him that there was cessna traffic in his vicinity. He replied that he did not have traffic in sight. I transmitted that I had the skylane in sight; that he had just flown over us and that we could follow that plane. No evasive action was taken as our two aircraft were diverging at the time I saw the other plane.normally; the tower will issue a traffic advisory when there is an inbound aircraft that could present a collision hazard. I do not believe one was issued to us. The C182's PIC failed to see an aircraft that he was overtaking and that was on his right. I failed to see the traffic and take the necessary evasive action. Bli can be a relatively challenging airport at times. The tower has no radar feed of any kind and is therefore reliant on the eyes of the controllers and the position reporting of pilots. With a runway oriented 16-34 in a region with nearly 18.5 degrees variation; position reports are frequently erroneous. This often causes controllers to look for aircraft where there are none; or makes them engage in extra clarifying corrections that would otherwise have been unnecessary.
Original NASA ASRS Text
Title: A C172 practicing touch and goes on downwind suffered a NMAC with a C182 entering downwind.
Narrative: This dual instructional flight was the first focusing entirely on pattern operations for a pre-solo student. We had completed approximately 4 or 5 touch and goes. At the time; there was also an MD80 touching down and a C152 on right downwind; nearing the base leg. (Due to construction at the airport; larger aircraft landing south usually have to perform a 180 after landing; and back taxi to an open intersection before getting off the runway. The ATIS instructs airborne pilots to expect additional spacing.) Knowing that additional spacing would be required; we extended our upwind leg approximately 1/2 mile past the normal crosswind turn listed in the local noise abatement procedure.My student turned right crosswind; then right downwind. We were established on the downwind at TPA [Traffic Pattern Altitude]. Just prior to abeam the departure end numbers; I heard a quick sound of an airplane overhead and saw a flicker of a shadow. I looked up; out of the right 'eyebrow' portion of the windscreen and saw a C182 descend to TPA and turn left to enter the close-in right downwind. He reported entering the downwind. The Tower acknowledged and informed him that there was Cessna traffic in his vicinity. He replied that he did not have traffic in sight. I transmitted that I had the Skylane in sight; that he had just flown over us and that we could follow that plane. No evasive action was taken as our two aircraft were diverging at the time I saw the other plane.Normally; the Tower will issue a traffic advisory when there is an inbound aircraft that could present a collision hazard. I do not believe one was issued to us. The C182's PIC failed to see an aircraft that he was overtaking and that was on his right. I failed to see the traffic and take the necessary evasive action. BLI can be a relatively challenging airport at times. The Tower has no radar feed of any kind and is therefore reliant on the eyes of the controllers and the position reporting of pilots. With a runway oriented 16-34 in a region with nearly 18.5 degrees variation; position reports are frequently erroneous. This often causes controllers to look for aircraft where there are none; or makes them engage in extra clarifying corrections that would otherwise have been unnecessary.
Data retrieved from NASA's ASRS site as of April 2012 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.