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 doing pattern work and power off 180s in the Cessna 150. As I was turning base, another 150 announced that they were going to take off on Runway XX.
I proceeded to go on the radio and say I was turning final.
The plane continued to pull out on the runway in front of me. I announced that I would do a go-around.
It seemed like the other plane had no idea where my position was. I went over the radio and told him I was to his right about 100 feet above him. I extended my upwind to try and get some spacing. As I turned base I realized that the 150 was making a much bigger pattern than needed, so I quickly caught back up.
As the other 150 was landing I was turning final. I almost had to do another go-around, but I was able to make the runway just after the other plane departed.
Even after making frequent radio calls the other pilot had no spatial awareness as to what I was doing and where I was. If I didn’t do the go-around in time I would’ve risked crashing into the other plane. If I didn’t go to the right of the runway and tell the other pilot my location there was a risk of a mid-air collision.
This airport needs a tower so this situation doesn’t keep happening.
Primary Problem: Procedure
ACN: 2167923
When you click on the link it will take you to the ASRS Online Database. Click on Report Number and put the ACN in the search box, then click Search. On that page, click on “view only the 1 most recent report.”
Go Arounds opposite to downwind??
Not always. If you have a right pattern going, for instance. Always to the right so the pilot can keep visual separation from the traffic on the runway. Going left puts aircraft structure between you and the aircraft creating a blind spot where you don’t need it. Plus in some situations you could be going through a jump zone or over the ramp. Downwind traffic is no factor, being at least 500 higher and a half mile away in the moment, in a predictable pattern as you pass by.
Plus the overtaking aircraft rule says right.
We can discuss your other points if you’d like; but would you agree that the Upwind Leg, as defined by the FAA, is always offset on the opposite side of runway from the Downwind Leg? If so, please read Page 8-4 in the following:
Airplane Flying Handbook (FAA-H-8083-3C); Chapter 8: Airport Traffic Patterns
“The upwind leg is a course flown parallel to the landing runway in the same direction as landing traffic. The upwind leg is flown at controlled airports and after go-arounds. When necessary, the upwind leg is the part of the traffic pattern in which the pilot will transition from the final approach to the climb altitude to initiate a go-around. When a safe altitude is attained, the pilot should commence a shallow-bank turn to the upwind side of the airport. This allows better visibility of the runway for departing aircraft.”
Reported by a 61-hour private pilot.
There’s too much context missing to assign ‘blame’ for this incident.
Examples:
“Even after making frequent radio calls the other pilot had no spatial awareness as to what I was doing and where I was.”
How do you know? Was the “other pilot” responding to your frequent radio calls?
“If I didn’t do the go-around in time I would’ve risked crashing into the other plane.”
Then sounds like you were too close to the “other plane” to begin with.
“If I didn’t go to the right of the runway and tell the other pilot my location there was a risk of a mid-air collision.”
Assuming the runway had a standard left-hand pattern, you should have offset your go-around to the right side of the runway…the opposite side from the downwind leg…regardless.
“As I turned base I realized that the 150 was making a much bigger pattern than needed, so I quickly caught back up.”
Define “much bigger pattern than needed”. The FAA says 1/2-to-1 mile spacing between the runway centerline and downwind leg is…standard. How far out were you trying to fly yours?
(BTW: I love the term “tower free airport”!!!!)
Other aircraft was wrong to take the runway, landing traffic has priority. After that it was your responsibility to maintain proper spacing. Although unlikely in this case at a tower free airport you can encounter a non electrical, NORDO old aircraft. They are still flying.
Note to Self: Give C-150’s lots of room. Most are students or low time pilots.
Sounds like have a fixation to stay in rigid pattern. 360 or extended downwind will provide spacing. 🤔
Might consider that folks in 150s and in the pattern are typically concentrated on themselves, not what’s around them.
Sounds like the other plane had turned down his radio during his runup and forgot to turn it back up. Not an uncommon occurrence and something most of us have done at one time or another. Do the right thing and give others a bit of grace when they make mistakes.
Yes. A conversation with the pilot and suggestions for doing a radio check prior to taxi I’m sure would be helpful.