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.
I was returning from a pleasure flight to my home airport and had joined Runway XX right downwind via the right 45. I had made all my radio calls: Joining the right 45 Runway XX, established on the right 45 Runway XX, Right downwind XX, Right downwind abeam XX numbers.
There were at least two other aircraft in the pattern and my pattern entry was quite seamless. I was careful to maintain the headings and altitudes and monitor every other plane’s position both on ADS-B and visually.
Frankly, I think I did a very good job.
As I was turning base, I made my radio call (“turning right base Runway XX”) then I saw RIGHT IN FRONT OF ME, at 11 o’clock, a Cessna 172 converging to me, same altitude, apparently on a dogleg to Runway XX.
I took evasive action immediately by leveling off and stopping my turn. I think he missed me by less than 20 feet. It was incredibly close. Then I rejoined final, and went around.
As I went around I saw the offending 172 landing in front of me. I vehemently asked for an explanation, as I was very shaken by what had happened. The 172 pilot finally replied and stated: “This is an uncontrolled airport, I don’t have to make radio calls.”
I told him that he did something incredibly dangerous and we could have collided.
He said again, “This is an uncontrolled airport, I don’t have to make radio calls.”
I rejoined the pattern and landed without incident.
There is a lot to unpack here and I am still processing what happened. I can’t see anything I could have done different. This individual had no ADS-B transponder and wasn’t making any radio calls while landing at an airport with multiple aircraft in the traffic pattern. I find this absolutely unacceptable. The FAA needs to do something about this.
Primary Problem: Human Factors
ACN: 1840278
It’s a matter of fact, that almost at every uncontrolled airfield you can expect such dangerous behavior of some pilots. Those “bold” idiots think they are deathless. So i always repeat to my students: ” When approaching any uncontrolled airfield, including your home airfield, look around carefully and know, that any time there could be some idiot, flying nearby, who is intended to kill you today”.
So, always remember about “bold” pilots and seriously consider such postulates as: look around, good airmanship and situational awareness.
Reading all of the comments, I noticed that either side can use the FAR’s to either justify the right to behave poorly or to point out why a pilot is behaving poorly. This would suggest that the real issue has to do with professionalism. While this may be related to poor behavior modeled by a pilot’s CFI during initial training, I suspect some pilots just bring their poor attitudes with them. I am not a CFI, but I imagine it’s not too tough to identify the “bad apples” early-on. The problem is how to deny someone the right to proceed through their training if they can demonstrate sufficient skill to pass exams and stage checks? There are plenty of LiveATC recordings to demonstrate that bad behavior exists at all levels. In my 15+ years of flying GA, I’ve not personally encountered a scenario like the one in this article, but I’ve heard a few similar stories from fellow pilots, so I know it’s out there. As long as these issues continue to be rare enough that they are the source of “shocking pilot behavior” in the news or on the web, I figure we’re probably still doing pretty well in the pilot community.
This is a 91.13 Careless and reckless violation times two. First is the non standard pattern entry with other traffic in the pattern and the second, the no radio call assuming he had a radio.
#1. CTAF is not the venue to argue or question. Highly unprofessional.
#2. He is correct, not required to announce.
#3. Fly defensively and assume there are others in the pattern like this. DO NOT assume they have to talk to you.
#4. Do not depend on technology to ensure safety. There are many J3’s out there legally doing the same thing.
#5. If you are “shaken” while flying an airplane you should probably find another hobby for the safety of others.
#6. “The FAA needs to do something about this.” No, they dont. Quit whining and prepare yourself mentally for these eventual encounters. I train my students for this exact scenario.
Uncontrolled and daytime VFR? Yes, it is see and be seen, but the pilot is expected to use all aids available, otherwise he can be faulted.
I was hired to do an aircraft appraisal after two aircraft met at intersecting runways on an uncontrolled airport. Twin Comanche, taking off, made several calls on the frequency to announce his intentions. Other aircraft, a Bonanza, didn’t bother and was not on frequency, landed on the intersecting runway and both aircraft met. The FAA investigated and assigned equal fault. Then the insurance company weighed in!
The insurance company claimed that the Bonanza was worth way more than the Twin Comanche so since the FAA had assigned equal fault the insurance company decided to go after the Twin Comanche owner for a share of the uneven equity : Bonanza, claimed value was $175,000. Twin Comanche, claimed b=value was $80,000. Since responsibility was shared the insurance carrier decided that the total loss should have been equally shared, and wanted the Twin Comanche owner to pay half of the difference, being $95,000 divided by two = $47,500.
The Twin Comanche owner came to me and asked for an appraisal that showed his aircraft to be worth more than the stated value, and that was easy for me since he had redone the panel, engines, paint etc. It was a gorgeous aircraft and I was able to add the improvement value to balance out the difference, and the insurance company backed away.
The point being — if the idiot who didn’t transmit his intentions, but could have, and caused an accident then fault could easily be attributed against him. While a certificate action might be unlikely, the insurance company, looking for any way possible to deny a payout, could take this on.
The word “Airmanship” is the issue here. More so, the extreme lack of it!
Unfortunately—this scenario, and all the other examples folks have provided—have become more & more chronic…everywhere. Too many issues we could drill down on, but the universal themes are the same:
There are ignorant “aircraft drivers” out there that don’t know or care about following FAA regulations and/or recommendations. They’ll continue to operate as they always have until something bad causes them to change their behavior.
Unfortunately, there isn’t a 911# we can call to get an immediate FAA response. A personal confrontation is always a RISKY option.
“See & avoid” applies in controlled airspace as much as in uncontrolled airspace (alluded to in the Comments). Whether it is a towered or nontowered airport is irrelevant. Regardless, if you are relying on technology, including comm radios & ADS-B…to keep you safe…don’t.
When it comes down to a “what is smart vs. legal” scenario (“I don’t have to make radio calls at non-towered airports”); I’d hope folks go with the “what is smart” option.
Well put, the art of flying a traffic pattern is being replaced by patterns of convenience or “dodge-a-plane”. Be proactive, clear the area by doing a 360 in the run up area just before taking the runway. Turn on all your lights in the pattern, (if you have them). Listen to the radio (if you have one), not just talk.
Scan the entire area when approaching the airport (at the correct altitude). On down wind scan the entire pattern and runway and taxiways. On base check the final approach course for all runways. On final be aware of aircraft in the run up area.
Above all, be ready to go around if things don’t look right. Expect the unexpected…
It was a blue-sky and calm Sunday morning when I and my 172 announced our arrival 10 miles out from the non-towered, then downwind, then base and then final. On roll out on the 7000-foot runway I saw a yellow turbine-powered spray plane farther down and on the side of the runway. It had landed on the opposite runway before or as I landed. At the fuel pump, I said to the pilot that I didn’t hear him on the radio. No radio, he replied and something about every pound counts on a spray plane. I wondered to myself just how much an aircraft radio weighs and can’t a $1,000,000+ turbine spray plane afford to install a radio or is it some sort of cultural phenomenon that spray planes just don’t carry radios. This was one of many such encounters with spray planes over a 15-year period.
One takeaway from this is the importance of defensive flying. Always assume there are narcissistic idiots out there who prioritize themselves over all others. They do exist so fly accordingly.
Can’t make a call based on one person’s perspective. Especially a someone who “is still processing”. Or promotes chicken little tattletale enforcement at “non towered” airports. Perhaps observation in the pattern instead of ADS-B reliance would be prudent. And perhaps continuing the base to right upwind may have been more prudent to overflying the rouge aircraft ahead on final.
Remedy, IFR to towered airports when the tower is open.
I’ve had several close calls. All happened at controlled airports with radar.
For medical reasons I haven’t flow since ADS B. But I worry that pilot can mishear, misread or ignore warnings.
In the older days we saw the F4 smoke trail on low altitude routes they flew from SMOKEY HILL to McConnell as they passed by KHUT.
WOW . “Chicken little, tattletale enforcement”….you have really taken a stand on this despite your declaration of “can’t make a call…..”. We are all shepherds of our own wellbeing and frankly the future of aviation. After 50+ years of flying without incident, I would like to continue that without fear of the local a-hole who cannot exhibit one shred of common courtesy or even a thought of his own safety…..all based on “it’s an uncontrolled field”. If we had more pilots like you, we would have less pilots like you if you get my drift.
Total self-absorbed, entitled moron. The FAA should yank his license and also put him on the airline no-fly list as a danger to aviation by his mere proximity.
He’s oblivious to the idea that he might wind up killing himself (and any passengers fool enough to ride with him) as well as other pilots and their passengers he might run into.
He also might consider that a radio call might keep HIM from getting run over by say, a C5-A or something else much bigger and faster, which otherwise might not have seen him or known he was there, ADSB or not.
Evidently he missed the part in ground school about “situational awareness”, but I guess that’s to be expected because he also missed the part about common courtesy the entire time he was growing up.
No, you don’t HAVE to make a radio call, but if you like living, you should.
👍👍 I 110% agree with you. There are beginning to be as many more ons in the air as there is on the road.
First off, yes, the guy was being a jerk and is a hazard to aviation. But beyond that, it is not at all unusual for an pilot to dial up the wrong frequency (I’m guilty), and there are still non-electric planes flying out there without radios. Unless you are in controlled air space, you still have to keep your eyes open for unannounced traffic as there are a host of reasons why another plane may not be transmitting. That doesn’t lessen the jerk’s responsibility here (and obviously the cause for this ASRS report), but if you’re going to fly in uncontrolled air space, you need to accept the fact that there can always be another plane that may not be on your frequency and may not have ADS-B. Unfortunately, aviation is becoming more and more like driving on the freeway where common courtesy no longer exists. Do your best to not be that pilot.
I feel your frustration with his dangerous behavior. I’ve had similar situations in the past where a nitwit in a Bonanza nearly killed me and my two young sons. After we landed, I took my two sons by the hand and walked over to the other pilot and asked him to take a good look at the two young boys he nearly killed with his lack attention. Apparently it didn’t register as he eventually turned his Bonanza into a smoking pile of wreckage.
Not unlike our former …. Sorry, won’t go there. Being an ass is entirely legal, and knocking out teeth won’t solve the problem. SEE AND AVOID! Especially on interstate highways …
Technically, the “offending pilot” is correct—he wasn’t required to make radio calls, and he also could legally enter the pattern from other than a “standard” 45° to downwind. But he’s not allowed to be careless and reckless. Busting into an active pattern without regard to other traffic is indeed a violation, if it causes others to have to divert to avoid an accident. The radio is not the place to solve that problem, though. A discussion on the ground is often all that is needed, and if that doesn’t work, calling the applicable FSDO and visiting an Inspector with name (especially) and tail number may start an investigation into that pilot’s flying behavior.
An example might be helpful. I was doing pattern work at my home airport, which is also non-towered. There was a 172 in the pattern, apparently a student with her instructor. The TPA is 800’ AGL there, but instead of flying a “normal” pattern, flying beyond the departure end of the 5800’ runway and climbing nearer to pattern altitude before turning crosswind, they were turning crosswind at midfield at roughly 200’ AGL and turning a very close downwind at approximately 400’ AGL, apparently to shorten the time in the air so that more landings could be made in a given amount of time. At one point, although I don’t fly wide patterns, they passed me on downwind, below and inside my downwind track. On another circuit, I had just landed, and they landed only a few hundred feet behind me. I taxied to my hangar and as I was putting my airplane away, I saw them take off, climb steeply to a near stall before leveling off to make their early crosswind turn.
So I decided to wait to see if they’d land and end their shenanigans. Soon after a landing, they taxied to a school hangar, where the instructor got out with the engine still running, apparently for a potty stop. The student remained in the airplane with the engine idling. I drove up behind the airplane, and when the instructor came out of the hangar, he came over to my car. Here’s the conversation, as best I can remember:
Him: can I help you?
Me: I’ve been watching your flying, and I believe what you are doing is dangerous and violates the regulations.
Him (obviously irate): I’m a 16,000 hour airline pilot, and I guarantee that nothing we’ve done is dangerous!
Me: well, I disagree. I’m not going to argue about it. If you keep doing it, I’ve been known to report dangerous pilots to the FAA, and I’ll be happy to report you, too.
Him (suddenly apologetic and contrite): well, I’m sorry you think so. That won’t be necessary.
Me: good. See that you don’t. I’ll be watching.
I stuck around for awhile to watch, and indeed, the next couple patterns looked pretty sane. Apparently he got the message, I didn’t report him, and if that’s all it took, knowing others were on the lookout for his behavior, then the problem was solved. Later I learned his name, and he was in fact an airline pilot but known to be a GA “hot dogger”.
Not every pilot’s dangerous behavior can be resolved that easily, but just making a NASA report isn’t sufficient. If GA is going to continue to increase its safety statistics and be as safe as possible, all of us have an obligation to take positive action when we observe dangerous behavior. Sometimes visiting with the pilot is enough; sometimes a call to the FAA may be required. In over 49 years of flying, I’ve made formal reports only twice, both pilots were offered mandatory check rides (709 ride), one voluntarily surrendered his certificate and the other’s was revoked when he refused.
And I’ve had a few conversations with pilots who were doing things that were improper. At least once every few months, for instance, I’ve advised pilots that the runway they’re using has a right hand pattern, or that a right base entry to a left hand pattern is improper. Sometimes they didn’t know, but other times, like the “offending pilot” in the report, they thought that because it was a non-towered airport, anything goes. Each time, I didn’t think it was necessary to be more formal—a little diplomacy can go a long way.
You handled your situation extremely well, and the ASRS report is very educational. It is also a reminder that occasionally, airplanes enter the pattern from totally unexpected directions, and our scanning needs to include this possibility. This pilot’s entry on a dogleg to final was intentional and totally unacceptable, but keep in mind, there can always be a flight in distress (such as on fire), and a similar entry is just the best that the pilot can do. So all I’m saying is keep that in mind too and scan everywhere.
You say the “technically he also could legally enter the pattern from other than a standard” 45° to downwind.” That could be interpreted to mean a left or right pattern. The original report indicated that the pilot making the report was flying a right pattern and I’m not sure if the offending pilot was flying a right pattern as well. Point being, 91.126 states that you must fly a left pattern unless the uncontrolled airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right. Some folks need to reminded of this as well.
First, as at least one other has noted, there is nothing illegal or inherently unsafe about flying at uncontrolled airports without using a radio.
It does sound like the other pilot was indeed “careless and reckless” in his traffic pattern entry.
But, pleases, folks, don’t start off on a crusade to ban nor do ops at uncontrolled airports. And as a data point, a young man I know flys a turbine ag plane for his living. He doesn’t have a radio in his Air Tractor either…..because a radio would be useless……the pilot is deaf.
Yes, that’s right, and, yes, he holds a valid Commercial certificate, and a valid second class medical.
And, yes, I’ve heard ignorant pilots rant about that a#& pilot not using his radio. He has the best traffic spotting skills of anyone I’ve met, because he HAS to.
So, open YOUR eyes when around uncontrolled airports. ADS-B is a tool, but it’s not the only or even the BEST tool we have. Fly proper patterns, keep your eyes open and practice professionalism.
I’ve had this happen to me several times before. Technically the guy was correct but… he’s a total ass. Sadly the FAA will not and can’t do anything about it as long as the pilot is not violating any FAR’s.
This tells too many bad things about the offending pilot & also about his (de)formation…I’d surely write it down to report FAA AND deflate his plane’s tyres…how can be such a fool flying?…
Dude is gonna have to swallow a few teeth to learn some manners, sounds like.
You’re being way too nice.
Well…the teenager in me says “let the air out of his tires when you get on the ground, that should keep him out of the air for awhile”. The adult in me says, start a letter writing campaign to the FAA, get the AOPA and EAA to join the initiative, pilots reporting other incidents, include tail numbers, dates and times, come up with some serious consequences, such as requiring the tail numbered aircraft pilot to undergo a flight review with an FAA or DPE guy for a few hours. And publicize the event like crazy to serve as a deterrent to other pilots.
I do agree totally with You, Mr.Richard Katz.