|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : fsd|
|Altitude||agl bound lower : 0|
agl bound upper : 800
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Function||flight crew : single pilot|
instruction : trainee
|Qualification||pilot : private|
|Experience||flight time last 90 days : 10|
flight time total : 165
flight time type : 5
|Function||instruction : instructor|
|Qualification||pilot : commercial|
pilot : instrument
pilot : cfi
|Experience||flight time last 90 days : 30|
flight time total : 680
flight time type : 55
|Anomaly||incursion : landing without clearance|
|Independent Detector||other controllera|
other flight crewa
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
CFI in right seat. We start up again, listening to ATIS, switched frequency to ground control. Asked to taxi to the active runway, we told ground we had ATIS and that we would be in the pattern. Taxi clearance to runway acknowledged and approved by ground control. Taxied to runway and did the runup behind the hold line on the taxiway. After run up we switched frequency to tower and received clearance for takeoff and acknowledged same. Right traffic was to be pattern. We climbed out and as we turned downwind the instrument was explaining how we were going to set up for a soft field landing and reiterating prelndg procedure. By this time we were approximately 45 degrees from T/D point so I turned base and shortly thereafter final. During final the instrument was watching airspeed closely even though we were at the planned approach speed. I was watching VASI lights and runway #'south to determine I was on the correct descent angle. VASI indicated correct approach altitude. We simulated a soft field landing, with flaps retracted. I increased the throttle and simulated a short field takeoff over a 50' obstacle. We climbed out correctly and turned crosswind at approximately 500' AGL. Then turned downwind. At this time the instrument made comment that the radio had been silent. He started to move some switches and buttons and called or the tower. Tower acknowledged and asked if we had seen the red light. Neither of us had, however neither of us were thinking anything was unusual. At that time we continued with a clearance to do another touch and go. The tower asked us to call them after our flight. During the conversation at the tower with the controller we were told a medium large transport was landing on another crossing runway and they had transmitted for us to hold short of that runway. As we had completed our touch and go, we never crossed the other runway on the ground and I don't think we did in the air after lift off. I understand that the medium large transport had acknowledged they would hold short of our runway. I believe the instrument was not familiar in the airplane we were flying. He says he has flown an small transport a lot, but I wasn't aware of a radio problem and he wasn't able to get the radio set correctly either. My feeling is that I have an instrument dual with me to keep me out of trouble, whether it be a flight problem, far, or whatever. Now I guess it will be difficult to fly with a CFI before I find out how current he is in the aircraft we're going to take dual in. I don't mean to make it sound like it's all the CFI's fault. However, I'm fortunate I can fly the airplane and that we didn't stall or run into anything. I'm not sure the CFI could have recognized the situation in time. Just as landing west/O a clearance wasn't thought of until the tower called it to his, and of course my, attention.
Original NASA ASRS Text
Title: UNAUTH LNDG, NO RADIO CONTACT, NO ACKNOWLEDGEMENT OF LIGHTS.
Narrative: CFI IN RIGHT SEAT. WE START UP AGAIN, LISTENING TO ATIS, SWITCHED FREQ TO GND CTL. ASKED TO TAXI TO THE ACTIVE RWY, WE TOLD GND WE HAD ATIS AND THAT WE WOULD BE IN THE PATTERN. TAXI CLRNC TO RWY ACKNOWLEDGED AND APPROVED BY GND CTL. TAXIED TO RWY AND DID THE RUNUP BEHIND THE HOLD LINE ON THE TXWY. AFTER RUN UP WE SWITCHED FREQ TO TWR AND RECEIVED CLRNC FOR TKOF AND ACKNOWLEDGED SAME. RIGHT TFC WAS TO BE PATTERN. WE CLBED OUT AND AS WE TURNED DOWNWIND THE INSTR WAS EXPLAINING HOW WE WERE GOING TO SET UP FOR A SOFT FIELD LNDG AND REITERATING PRELNDG PROC. BY THIS TIME WE WERE APPROX 45 DEGS FROM T/D POINT SO I TURNED BASE AND SHORTLY THEREAFTER FINAL. DURING FINAL THE INSTR WAS WATCHING AIRSPD CLOSELY EVEN THOUGH WE WERE AT THE PLANNED APCH SPD. I WAS WATCHING VASI LIGHTS AND RWY #'S TO DETERMINE I WAS ON THE CORRECT DSCNT ANGLE. VASI INDICATED CORRECT APCH ALT. WE SIMULATED A SOFT FIELD LNDG, WITH FLAPS RETRACTED. I INCREASED THE THROTTLE AND SIMULATED A SHORT FIELD TKOF OVER A 50' OBSTACLE. WE CLBED OUT CORRECTLY AND TURNED XWIND AT APPROX 500' AGL. THEN TURNED DOWNWIND. AT THIS TIME THE INSTR MADE COMMENT THAT THE RADIO HAD BEEN SILENT. HE STARTED TO MOVE SOME SWITCHES AND BUTTONS AND CALLED OR THE TWR. TWR ACKNOWLEDGED AND ASKED IF WE HAD SEEN THE RED LIGHT. NEITHER OF US HAD, HOWEVER NEITHER OF US WERE THINKING ANYTHING WAS UNUSUAL. AT THAT TIME WE CONTINUED WITH A CLRNC TO DO ANOTHER TOUCH AND GO. THE TWR ASKED US TO CALL THEM AFTER OUR FLT. DURING THE CONVERSATION AT THE TWR WITH THE CTLR WE WERE TOLD A MLG WAS LNDG ON ANOTHER XING RWY AND THEY HAD XMITTED FOR US TO HOLD SHORT OF THAT RWY. AS WE HAD COMPLETED OUR TOUCH AND GO, WE NEVER CROSSED THE OTHER RWY ON THE GND AND I DON'T THINK WE DID IN THE AIR AFTER LIFT OFF. I UNDERSTAND THAT THE MLG HAD ACKNOWLEDGED THEY WOULD HOLD SHORT OF OUR RWY. I BELIEVE THE INSTR WAS NOT FAMILIAR IN THE AIRPLANE WE WERE FLYING. HE SAYS HE HAS FLOWN AN SMT A LOT, BUT I WASN'T AWARE OF A RADIO PROB AND HE WASN'T ABLE TO GET THE RADIO SET CORRECTLY EITHER. MY FEELING IS THAT I HAVE AN INSTR DUAL WITH ME TO KEEP ME OUT OF TROUBLE, WHETHER IT BE A FLT PROB, FAR, OR WHATEVER. NOW I GUESS IT WILL BE DIFFICULT TO FLY WITH A CFI BEFORE I FIND OUT HOW CURRENT HE IS IN THE ACFT WE'RE GOING TO TAKE DUAL IN. I DON'T MEAN TO MAKE IT SOUND LIKE IT'S ALL THE CFI'S FAULT. HOWEVER, I'M FORTUNATE I CAN FLY THE AIRPLANE AND THAT WE DIDN'T STALL OR RUN INTO ANYTHING. I'M NOT SURE THE CFI COULD HAVE RECOGNIZED THE SITUATION IN TIME. JUST AS LNDG W/O A CLRNC WASN'T THOUGHT OF UNTIL THE TWR CALLED IT TO HIS, AND OF COURSE MY, ATTN.
Data retrieved from NASA's ASRS site as of August 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.