Number 329 May 2007
Safe operations at non-Towered airports require
good communication practices (transmitting one’s
intentions and listening actively), cooperation with
other pilots, courtesy, and constant vigilance. In this
month’s selection of CALLBACK reports, we take a
closer look at specific areas of non-Towered airport
operations:
• Back-taxiing on an active runway
• Selection of correct radio frequencies
• Adherence to standard traffic patterns
• Use of collision avoidance tools for enhanced
situational awareness
Back-Taxi with Caution
Pilots back-taxiing on an active runway should always exercise
caution, especially in marginal, IMC, or nighttime conditions.
Here is one pilot’s experience with a “pop-out” surprise.
■ My home base...is an uncontrolled airport with an
AWOS. [It has] one runway, 18/36. Runway 36 has a
parallel taxiway, Runway 18 does not. I received my
weather briefing (DUATS), filed a flight plan and got my
plane ready to go...I announced on the UNICOM that I was
back-taxiing on Runway 18. I was back-taxiing on Runway
18 when an aircraft announced they were on a 2-1/2 mile
final to Runway 18. They called...and asked if I was still
on the runway. I replied that I was but would be out of the
way in time. I was out of the way – but barely. Just as I
turned into the holding area, they popped out of the clouds
at about 100 feet AGL, less than 1/8 mile and about 100
feet west of the runway. He corrected his approach and
landed. The whole incident lasted about 1 minute.
I made a poor decision: 1) I expected to see them long before
I did as the AWOS was reporting 600 and 2. 2). I thought
I had more time to taxi because they said they were 2-1/2
miles out. I was wrong on both counts. Turning back was
not an option for me...but I could have pulled off into the
grass. I should never be in that position again, because
from now on, after announcing that I am going to taxi on
the active, I will stop and wait for a time to see if anyone
says they are on an approach.
Double-Check Frequency Selection
A Cessna 210 pilot reporting aircraft position heard no one
on frequency for a lengthy period of time (an important clue),
and subsequently experienced a conflict in the traffic pattern.
■ Aircraft #1 was entering a left downwind leg for
Runway 11. Started announcing position, intentions,
altitude about 12.5 nm north of field. Heard no one talking
on frequency. Announced at 10, 7.5, and 2.5 miles out
(a habit I have). Heard no one on frequency. Announced
a mid-field 45-degree entry and noticed an aircraft on
downwind, about approach end of downwind. Thought
it strange that he was not responding on frequency.
Announced that I would enter in behind that aircraft.
While turning from my 45-degree to downwind, was
able to see clearly to my left and noticed #2 aircraft near
and above my altitude. I had cut that aircraft off when
entering the pattern. I wondered why 2 aircraft [were] not
communicating on frequency. Double-checked my radio,
found I had dialed in 122.8. Should have been 122.7. Reset
[radio] and announced a go-around. Seems the #2 aircraft
may never have seen me...
Make Standard Traffic Patterns
A PA-28 pilot discovered that his traffic pattern was not in
the “right” place.
■ I heard an aircraft in the pattern giving position
reports. The runway in use was 13. A call to UNICOM
appeared unnecessary since I had the weather information
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
March 2007 Report Intake
Air Carrier/Air Taxi Pilots 2694
General Aviation Pilots 877
Controllers 174
Cabin/Mechanics/Military/Other 234
TOTAL 3979
ASRS Alerts Issued in March 2007
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 27
Airport facility or procedure 22
ATC procedure or equipment 22
Chart, Publication, or Nav Database 5
Company Policy or Maintenance Procedure 5
TOTAL 81
Incidents at
Non-Towered
and Tower
Closed Airports
In conjunction with the FAA, NASA’s Aviation Safety
Reporting System (ASRS) will examine Wake Vortex
Encounter incidents at JFK, STL, and SFO airports. While
the initial focus of the study will be wake encounters for
closely-spaced parallel runways, and single runway in-trail
events in these three terminal environments, ASRS will
also examine wake vortex incidents at other airports and
　
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