This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
While returning to ZZZ from the south after an instructional lesson, we made a radio call approximately 10 miles out reporting our intentions. Around the same time I heard a non flight school aircraft report they were departing, but the call was very weak and had a lot of interference with it (I believe this to be the conflicting aircraft but did not hear any type/call sign).
We continued to report our position as we got closer to the airport and reported our intention of entering a 45 to downwind for Runway XX at ZZZ and while we entered and were on the 45 to downwind.
While on around 3 nm I noticed an ADS-B target departing Runway XX and was climbing so I tried to look for them in case they were remaining in the pattern. After about five to eight seconds of looking and not seeing them, I returned my focus to ahead of the aircraft.
It was at that time that a small high wing aircraft (appeared to be a Piper Cub) was at our 12 o’clock and level at the same altitude heading straight towards us. I immediately took the controls from the student (who was flying at the time) and entered a rapid descent and began banking the aircraft to the right.
Well after we began to maneuver away from the aircraft I noticed them start to climb and turn to their right. It appeared that the other aircraft did not have us in sight until our maneuver.
I did not hear any radio calls from the other aircraft at any point before (except possibly as mentioned above) nor after the event.
ZZZ is in need of a Control Tower. It is an unsafe airport with the type of flight operations and how much activity there is. There seems to be close calls for various types of events nearly every day.
Primary Problem: Procedure
ACN: 1821458
Yet, I always hear, “Who needs a radio in a non electric airplane?”
Handheld radios are cheap and IMHO should be required and used in all non electric aircraft.
Other wise it’s like flying around with your eyes closed.
As stated below, don’t count on electronics, handheld radios are pretty good at receiving, not so good at transmitting, look out the windows, thats why the manufacturer installed them.
Disclaimer: only works if you are not viewing through a glass belly button…
Where can we find the actual report?
If you click on the link in the report number it will take you to the actual report.
ADS-B can bein.or out. Many planes are. OUT ONLY. They show on your display but they can’t see you.
Bottom lime— there may be NORDO and only partial ADS-B.
YOU CANNOT RELY ON ELECTRONICS. SCAN THE OUTSIDE WORLD INDICATOR ( WINOWS ) left and right up and down.
As someone who flies a vintage airplane out of a nontowered airport with a significant mix of aircraft types, I can say that instructors need to be teaching their students that ADS-B doesn’t show them everything, and that they need to realize there are different airport users that they need to look outside for.
This is not to excuse the other airplane entirely as there are measures that can be taken to avoid close calls. My airplane doesn’t have an electrical system, but I carry a handheld to monitor other traffic and stay out of their way. The transmission on my handheld isn’t clear without adding an aircraft-mounted antenna, but I added the radio due to the mix of aircraft operating out of my airport. I have also added a portable ADS-B In receiver (which doesn’t show everything, but more than I would otherwise know of).
In the last year, I’ve had two closer-than-comfortable encounters in my home state, both with flight school airplanes. Both times, they never appeared to know I was there even though I had to take fairly significant evasive action.
Another case where NOT redacting the airport ID might help us build a better picture of how this evolved, while still protecting the pilot’s “anonymity”. There are lots of ways this could have resulted in a head-on pass:
– The “conflicting” aircraft (“Cub”) was the departing aircraft he heard: It actually reached pattern altitude quickly (“SUPER Cub”?) and initiated it’s 45-degree pattern departure turn before reaching the end of the runway…
– Perhaps our CFI’s 45-degree downwind entry wasn’t quite aimed at hitting a “mid-field downwind” & he/she was really closer to the departure end of the runway… I see this ALL the time.
– It was a different plane, proceeding outbound from the runway on a 45-degree heading, to then make a 180-turn, and head back inbound on a 45-degree downwind entry. Unfortunately, they were too low, too soon. I see this periodically as well.
– It was flown by a completely clueless XXXX, trundling happily along with no cares and no S.A….
What’s the solution? “ZZZ is in need of a Control Tower.” I agree that would help; but it’s unlikely to happen.
Part of the solution HAS to be folks following the non-towered airport ops guidance in the AIM and AC 90-66B. Looking outside is kinda critical as well.
As far as legal operations without comm radios, Mode C, or ADSB equipment…”Young instructors and students are not always likely to know this and very likely to be surprised when they encounter it.” Geez; I HOPE that is not the case by now.
This event was/is an excellent teaching opportunity. There are many “legacy” aircraft (Cubs, Champs, etc.) certified without electric systems. They operate legally without comm radios, Mode C, or ADSB equipment. It is possible that this was the case in this NASA report. Young instructors and students are not always likely to know this and very likely to be surprised when they encounter it. In this instance the weak, scratchy radio and airplane description are typical of an older NORDO encounter near an uncontrolled airport.
Totally agree. This airport probably located in uncontrolled class G airspace as well. Must assume all ops NORDO with strictly see and avoid ops.
The report showed it was a J3 (Cub). No electrical system. Probably only a hand held with no external antenna. Explains the weak transmission.
At my home uncontrolled airport, KMCC, there is one runway. 16 is right pattern and 34 is left pattern based on winds. If this pilot was on a right downwind and the other pilot was on a left downwind, this would put them on a collision course. The use of radio calls is imperative and required.
I believe NORDO aircraft are still eligible to operate from uncontrolled airports. I think you meant to write the use of radio calls is important and encouraged but see and avoid is required even when the aircraft you’re flying is radio equipped.
Same at KEIK. Throw in class “D” KBJC at the eik pattern edge. Not a good place to be on a calm wind day and a weekend.
If you were flying 45 degrees to the downwind, why would the high-wing be in your 12 o’clock coming straight at you? I can see where they could be on a converging course, but 12 o’clock, straight at you is different.
I think that might be his point.
“Why was he there?”