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.
Arriving to the airport for monthly breakfast fly-in. Trailing me was an aircraft that I was flying with to the event.
We had just passed over mid-field at about 4,000 MSL and executed a left teardrop for right downwind Runway XX. My gear was down, landing lights on, strobes on. I was number 4 for landing on Runway XX. There were probably three or four aircraft behind me for landing.
At approximately abeam the threshold of Runway XX, Aircraft Y passed off my right wing, slightly high, going the wrong direction (westbound instead of eastbound).
This aircraft was not transmitting transponder or ADS-B. No radio calls, just barreling into the pattern the wrong way.
Given the size of Aircraft Y, and at that phase of the landing I’m traveling 95-100 KIAS, there was no time to react.
Primary Problem: Human Factors
ACN: 2083227
Well James I suggest you stay away from non towered airports.
I watched a CFI as PIC fly RP at a LP runway. Was a cluster that was.
VFR is simply VFR. Radios are a helpful tool, not a replacement for looking outside the cockpit. Same goes for ADS-B. Assume there will be things technology leaves out.
Agree. A fly-in caravan takes a lot of attention. Did he make a good search for traffic in the vicinity when he was overhead and thereafter? If there’s an RP runway, that should raise alarm bells. Was the caravan landing on the upwind runway or was it just follow-the-leader. He left out a lot of information.
Great comm, Mr. James Brian Potter. I’ totally with You, Sir.
I’m not really for more rules! But this is just another example of busy non-towered airports and what we COULD and SHOULD require MORE going forward.
Example: Bob flies his non electrical system, 70 year old Cub as he has for the last 40 years, and the rules say it’s OK without radios, transponders, ADS-B and besides he never goes more than 20 miles from the airport. Bob never gets above 2,000 AGL. He is stuck in his ways, not going to change unless forced to change.
Type 1 Airport: The NOT busy non-towered airport in a rural area that has a couple of ops a day. Bob (above) fits fine here. There are few ops at his airport, he could fly poor patterns and the wrong way and never be a problem. (Or almost never be a problem)
Type 2 Airport: The BUSY non-towered airport in a suburban or beyond area that has a many ops a day. Bob (above) does not do well here. When Bob visits (or worse is based here), he leaves behind chaos and confusion usually. He usually just scares other pilots, sometimes worse. No one can figure out why he is taking off down wind when there are 4 planes in the pattern for opposite runway. Or that straight in with a plane on base and 2 on downwind.
Sorry to say we may need a couple new rules. Maybe we need “Non-Towered Plus” airports, they would require Radios, transponders and ADS-B with NO EXCEPTIONS other than an aircraft in an emergency. We sort of have it with airports under the Class B airspace shelf, but that does not cover enough space, and the EXCEPTIONS of no electrics are permitted.
I fly into one of these airports occasionally where Bob and a few of his friends keep their planes, I call it the “WILD WEST AIRPORT”. Anything can happen there, I will not fly there on the weekend anymore.
1st. The teardrop entry to downwind is extremely dangerous and should never have been recommend by the FAA. Going belly up to traffic for a 270° turn is just crazy.
2nd. You, as the PIC should be aware that aircraft exist without radios, transponder, and/or radios and because they don’t have electrical systems or shielded ignition harnesses, can’t use a handheld radio. Pilots MUST be vigilant and plan for any contingency.
Hi Bill: Good comments, and most certainly, the PIC must be absolutely vigilant with contingency plans in case things go sideways. However, to defend airplanes not having electrical systems or heavy engine hash is the same as defending the right to drive a golf cart on an Interstate highway. Go-cart minimalist airplanes are really not air-worthy because of the lack of elementary safety equipment and shouldn’t be allowed to fly. You can be an alert vigilant car driver, but should your vehicle lack lights and signals, you’re literally an accident waiting to happen. Yes? No?
Regards/J
What are the statistics? Of all of the mid-airs, what percentage involve radioed aircraft vs non-radioed aircraft, and is that percentage greater or smaller than the total number of aircraft in each category?
I don’t think there is anything wrong with the 270 degree turn or so called “tear-drop entry”.
The mistake is usually pilots do not fly far enough past the airport to start it. Fly a couple miles more, then start the turn. It allows more room and takes a few more minutes, but makes it much easier and safer.
Yes.
Flying B, this is exactly the way I was taught. We went a minimum of 2 miles so we could make the full turn and be wings level well before entering the pattern at a 45 mid field. This gives you ample time to view all traffic.
Side note: Why can’t there be a requirement to use a battery operated ADS-B that transmits out on aircraft such as Cubs that don’t have electrical systems. If they don’t want to carry a radio then so be it but at least you would be able to see them.
The 270 turn is safest pattern entry. I get to overfly the field, and make radio calls, listen. Then, about TWO MILES from the runway, descend STRAIGHT AHEAD TO PATTERN ALTITUDE, then turn 270 to a 45-to-downwind. Belly-up to what traffic? Someone approaching the 45-to-downwind? Tell me how any other pattern entry is safer.
It keeps happening and will continue to keep happening because there is no regulation requiring an aircraft in this airspace to have a radio.
Some would say no….we do not need more regulations and I say tell that to the families of those killed in mid air collisions and the continuing poor safety record of non-towered airports…….
The fact is there are more fatal mid-air accident over and around non-towered airports….
Right on the nose, Nwyerosk. While I’m on the R side politically, clearly some regulations are absolutely necessary for civil order, due process, and protection of life and property. The bi-wing barnstorming days are long in the past. Today’s aircraft power and density in the skies strongly suggests the need for mandatory equipment and pilot behavior, with police enforcement power with real teeth. Statewide and national standards for terrestrial motor vehicles were set decades ago governing head and tail lights, turn signals, speed measuring instruments (speedometers), tire treads, etc. DUI / DWI laws regularly catch and punish drivers who are to irresponsible to not drink and drive. Should be the same in GA. All aircraft should be equipped with a radio and check-in at the airport, even if it’s a chea;ie handheld radio. That wrong-way pilot in this story should have been met at his airplane, handcuffed and whisked away to a local cell for reckless endangerment. He should have been held for trial, and if convicted, have his license revoked and fined. If he never had a license, he should be charged with operating an airplane without a license, same as driving without a license. Had his actions resulted in loss of life or property, he should get a long prison sentence. Yes, yes, yes, I can anticipate nasty replies from the sky cowboys who read this list about their absolute freedom of the skies to do as they damn well please. To you I say: You’re living in the wrong century. You maim or kill somebodyt and cause property damage, you’re headed for the pokey for many years, as well you should for irresponsible and disrespectful behavior with your toy airplane.
/J