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 on the right base for the runway, performing touch-and-go and pattern work in a Piper PA-28. Another aircraft, a Cirrus SR20, was joining me for a couple laps, performing full-stop taxi-back and touch-and-goes.
I consistently announced my position during each phase of the pattern as I operated in right closed traffic for pattern work at that time.
During one of their full-stop taxi-back, I was on the right base and I spotted them on the taxiway. I announced my position then I turned to the right base at that moment. At a point that I executed a turn to final, Aircraft Y announced over the radio that they were taking the runway for departure. To avoid a potential conflict, I immediately performed a 360 on final and announced my intention, allowing them time to depart safely.
Going around was not a viable option since it would place me directly above their departure path.
At approximately 600 feet AGL, during my turn to final, I believe my aircraft was visible, and I had been making regular announcements over the radio.
The decision by the Cirrus SR20 pilot to proceed onto the runway without clear situational awareness posed a significant safety risk.
This behavior is dangerous to general aviation as it disregards the critical principle of see-and-avoid.
Primary Problem: Human Factors
ACN: 2185178
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.”
How anyone can ad advice with such little info is hard to see. I soloed in 1968 when patterns as a general rule were much tighter than today. I commonly see C150s, 172s, Piper 140s fly 2 to 3 up to 5 mile finals. If you are on a 3 mile X country calling final and I’m at a 1/2 DW to Base I’m going to turn in front of you, land a clear the RW and probably be parking on the ramp while you go around because you thought 2 miles on final was too close. I’m of the opinion CfI s fly B52 patterns to build time.
An additional comment. If I’m at the hold short line, I always wait for an aircraft on final to land and clear the runway.
However, the Skyhawks I fly are able to take off without interfering with traffic that has just turned base.
Something similar happened to me on my first solo a few weeks ago. I wasn’t flying bomber patterns and was on final (after making correct position reports). I looked at the runway, and a twin was on its takeoff roll, so I sidestepped to the right and went around.
I made a safe full stop landing the next time around. I saw my instructor jumping with joy as I was rolling out.
It seems to me that an immediate takeoff of the cirrus with an aircraft on base about to turn final is not hazardous and would allow sufficient separation. Asking permission from the piper would have been cordial. A sidestep go around is far better choice than a 360 on final. When in doubt talk!
Given the facts as stated if you feel this was serious enough to file don’t ever go to Oshkosh.
Both pilots lucked-out. Reminds me of a book I read as a kid: “God is My Co-Pilot.” Guess He keeps a sharp eye on GA fields.
Regards/J
“The decision by the Cirrus SR20 pilot to proceed onto the runway without clear situational awareness posed a significant safety risk”
No; I agree the 360-degree maneuver, after turning final, was the significant safety risk.
Like all ASRS scenarios, this is just one side of the story. The SR20 pilot may have had total situational awareness of traffic in the pattern.
To that end, there’s really no justification for the title: “Pilot disregards the critical principle of see and avoid”.
Regardless:
IF the PA-28’s 99-hour TT Private Pilot is implying a 91.113 Right of Way violation as well; “turning from base to final” is not the same as being established “on final approach to land”
I also wonder how far out this 600’ AGL base-to-final turn was initiated? I’m hoping he’d be at least a half mile out so he doesn’t have to execute a 12-degree descent to get his Cherokee down on the runway…
There are many variables, but the Cirrus pilot may have been completely assured that with a rolling takeoff and a slow aircraft turning final that there would be no conflict or danger, while the Piper pilot felt otherwise. Agree the 360 was not a good option – low altitude low speed high drag configuration probably and possible traffic behind. Doing something ‘unexpected’ in the pattern is often where problems start.
Better to go around, side-step the runway. There really is no scenario where you do a 360 on final. But I’m glad you wrote your article so you will get feedback on how wrong it is to do a 360 on final rather than go around and side-step. Then again some people might agree with you, turning right into some airspace that may or may not be clear, then doing what—reentering final?
I’ve noted that once an aircraft turns base, there is not sufficient time for a departing aircraft to clear the runway.
Rather than doing a 360 at low altitude, and possibly another nordo aircraft behind, I’d rather do a go-around.
The SR20 is a lot faster than a PA28 and will be far ahead on departing.
I had to go-around yesterday and slowed to remain behind the aircraft taking off, remaining 45 degrees off his right wing, and announcing my position, which he acknowledged.
After he was above pattern altitude, I turned crosswind, and all was ok.!!
“I’ve noted that once an aircraft turns base, there is not sufficient time for a departing aircraft to clear the runway.”
Are you sure about that?
It depends on how tight a pattern one flies.
I always remain within gliding distance to the runway, so my base turn is 1/4-1/2 mile from the threshold.
] no ‘bomber’ patterns…which I see a lot.!!]