*REAL PICS* First Solo XC, Near Mid-Air

[vcaptmattsmith]

Hi all-

I was recently certified to fly solo cross country flights to and from PWM, LEW, 63B, B19, and SFM. As my first foray into my new privelidges, I took up one of the school's C-152s, N94158 today. I filed from PWM to SFM to B19 and then returning to PWM. Winds were 17g20, just within my restriction, so off I went. The first phase of the flight was relatively uneventful. I tracted the ENE VOR and followed I-95 southwest to Sanford. I recieved the AWOS and notified Portland Approach that I was switching to the Sanford CTAF. At this point, I'd like to refer you all to the airport diagram of SFM:

http://milkyway0.dyndns.org/~matt/10...%20diagram.gif

Then things got interesting. The winds were 290 @ 8 gusting 16. This slightly favored using runway 32, as you can see. However, I judged that the difference between the crosswind on 32 and 25 was not substantial enough to outweigh the benefits of using runway 25 for its extra width and length, especially since I am a student pilot used to a 6800' by 100' runway at PWM. Therefore, I made the decision to enter the 45 degree to the downwind for 25. I flew past the airport and executed this entry, calling the CTAF the whole way. As I turned base, a Cherokee called the UNICOM operator asking for wind and runway information. The UNICOM operator said (truthfully), that winds favored 32. Cherokee 7VJ then stated that he was 5 miles south of the airport and would make a left base for runway 32. At this point I was on final, and in a quandry as to what to do. Should I excercise my authority as PIC to use whatever runway I want, regardless of the other traffic? Or should I go with the flow and follow him my next time around? I chose to do the latter, thinking it would be the path of least resistance. How very wrong I was. I decided upon the following plan of action: 1) Touch and go runway 25, since I was already on short final and had announced my intentions. 2) Upon climb out, turn to make heading 230 to make my climb out a midfield crosswind for runway 32. 3) Turn downwind and follow the cherokee for the rest of the pattern. I did this exactly as planned, and established on downwind. Once on downwind, I said "Cessna 158 established right downwind runway 32, looking for the Cherokee." Notice my mistake in saying right downwind, I was in fact on a left downwind. The Cherokee called left base and I continued to look. *ZOOM* He crossed not 100 feet in front of me. Scared the living daylights out of me. A few seconds later I heard "Ah, Cherokee 7VJ, 158, I think I just passed in front of you." I replied, "affirm, have the traffic." He then said, "I think you're on a LEFT downwind." I said, "I'll be, you're right, Cessna 158 is on LEFT downwind runway 32, Sanford." Upon turning base, I apologized to the Cherokee for my mistake, and he replied "No problem". I conducted the rest of the flight without major incident with the exception of a VERY turbulent final approach into B19. My landings weren't great, but they were getting better toward the end, which is always good ;-).

Anyway, there's my adventure for the day. I hope I never have such a close call again.

I feel just awful about what happened. Because of my careless mistake of saying right downwind, I nearly killed myself and another pilot, along with potentially many others on the ground. What do you guys think? Has anyone had a similar experience? I'd love to hear about it. It'd be nice to know I'm not the only idiot in the world ;-).

Here are the pics from today:

http://milkyway0.dyndns.org/~matt/1013/10131.jpg
http://milkyway0.dyndns.org/~matt/1013/10132.jpg
http://milkyway0.dyndns.org/~matt/1013/10133.jpg
http://milkyway0.dyndns.org/~matt/1013/10134.jpg
http://milkyway0.dyndns.org/~matt/1013/10135.jpg
http://milkyway0.dyndns.org/~matt/1013/10136.jpg
http://milkyway0.dyndns.org/~matt/1013/10137.jpg
http://milkyway0.dyndns.org/~matt/1013/10138.jpg
http://milkyway0.dyndns.org/~matt/1013/10139.jpg
http://milkyway0.dyndns.org/~matt/1013/101310.jpg
http://milkyway0.dyndns.org/~matt/1013/101311.jpg
http://milkyway0.dyndns.org/~matt/1013/101312.jpg
http://milkyway0.dyndns.org/~matt/1013/101313.jpg
http://milkyway0.dyndns.org/~matt/1013/101314.jpg
http://milkyway0.dyndns.org/~matt/1013/101315.jpg
http://milkyway0.dyndns.org/~matt/1013/101316.jpg
http://milkyway0.dyndns.org/~matt/1013/101317.jpg


I'd love to hear anyone's comments on anything, the pics, the cross country, or the mid-air.

Kindest Regards-
http://www.flightsim.com/dcforum/Use...5634aabc9e.jpg

[southerndandy12]

That almost happened to me going into EWR, however it wasnt a cherokee......it was a UPS 747 lol, i was getting static on all my radios for some reason and i thought the controller said left instead of right and all of a sudden i see a huge jet in front of me, luckilly i quickly turned and headed towards teterboro. The first pic is right after u take off from KPWM, second pic is of the Maine Mall and the Sheraton hotel(2 round buildings). 3rd pic is of the Maine Turnpike(I-95) 4th pic is of who knows. 5th is of I-95, 6th is of I-95...again, 7th is I-95, 8th is Route 1, 9th is I-95, 10th is of looking out towards the Casco Bay. 11th is of a lake, 12th is of the plane u flew, 13th is of KPWM, 14th is a Beechjet, 15th is of either a CJ1 or CJ2, 16th is the same plane, and 17th is KPWM. wow im good with pictures :-lol

[Jeff S KDTW]

Hey Matt -

Great pictures. Those solo XC's are great memories, especially when they are accompanied with pics. :-) I have pictures from mine also that I like to look back on.

However, in your case, your memories include a number of lessons that you should carry with you forever. Each flight is source to learn from.

With regard to your question about the near-collision, I have found that in most cases, accidents happen because of a string of bad decisions, not just one.

But I also think it is very useful to self debrief a flight. It is important for YOU to analyze what happened and figure out how you will do it differently next time.

Soooooo, here is YOUR chance. :-) If you're willing to discuss this openingly, I think it would be very helpful for you to tell us where you think you made poor decisions, if any.

Until then, I hope others hold off giving advice in order to give you the chance to self debrief.

You up for it? :D

[vcaptmattsmith]

Hi Shawn-
Thanks for the comments! You ARE good with pics ;-)

Hi Jeff-

Of course I am! :-)

There were a number of decisions that, looking back, I question. The first was, of course, the decision to make my climb out from 25 a crosswind leg for 32. This isn't standard proceedure, and I know it gave me a short downwind leg, which, in the end, put me right into the path of the Cherokee. But, in all fairness to myself ;-), I don't think many pilots would have done a full climb out, exited the pattern, and re-entered the pattern for 32. A second questionable decision was my subconscious choice not to pay more attention to the traffic. If I had been paying attention to him, I would have been looking sooner. In truth, I was concentrating on the cockpit until right before the near miss. So, this was another thing I will definitely do differently next time. Another obvious mistake was my saying right d/w instead of left. This wasn't a bad decision so much as just a flat-out mistake. Although, looking back on it now that I think about it, I did kind of rush the transmission, and that caused me to have to think quick about right or left. So, I guess next time I'll slow down and be sure to have my transmission correct before I go on. Also, now that I look back, another questionable decision was to go for 25 the first time around. I might have been better off going with the winds, but, again, I went with what I thought other people would want, and I turned out to be wrong.

So, looking back, you're right. There were a bunch of decisions in there that were questionable, if not downright stupid. What do you think?

Regards-
http://www.flightsim.com/dcforum/Use...5634aabc9e.jpg

[rayN5432H]

As Matt and I were discussing the events over AOL, we realized he may not have been compensating for the wind correctly (*just one point of many factors involved*).

Note how close 25 is to the approach end of 32. When climbing out from 25, you already are making a pretty short downwind for 32. However, you turned to 230* (exactly 90* from 320). The wind out of the west will push you farther back. By the time you turned downwind, you may have already been in a position to turn base for 32, where this Cherokee was entering the pattern, thus :-eek

But this is just one part of the many aspects to this chain of events, as Jeff and Matt have covered pretty well.

My personal preference is to always make a full stop. It is the most complete landing, forcing you to maintain control down to taxi speeds (where aerodynamic controls aren't as effective, making things more interesting if the wind is acting up). Additionally, making a full stop allows you to reset your mind for the next venture into the sky, instead of charging headlong into it. The only inconvenience of a full stop at SFM is the lack of taxiways.

[Jeff S KDTW]

>>What do you think?

I think you just did an excellent job self debriefing. You have pointed out a lot of the issues I saw when I read your post.

The only thing I would add is the following:

1) Don't be too wrapped up in what UNICOM says is the active runway. Remember that UNICOM has no real authority when it comes to runway selection--it's up to the PIC. That being said, of course, if there is an established pattern and active runway, take it. No need to buck the system. If you ever start relying on UNICOM too much, remember that it could simply be a 15 year old girl working her after school job. ;-)

2) When the other pilot requested airport advisories, that was a perfect time for you to announce that you were on short final for 25. That is more indicative to him as to what the active is than what UNICOM announced. Let him know where you are as soon as he requests airport advisorises. He probably would have preferred to land on 25, since, as you mentioned, it was longer and wider.

3) Personally, I think your biggest mistake in this whole scenario was that fact that you turned your landing on 25 into a touch and go. Why would you go back up into any confusion, when your wheels are already on the ground? (rhetorical question ;-)). Even if I initially intended to make it a T&G, once I heard the other guy 5 miles inbound on 32, I would have turned that T&G into a full stop taxi back. Let him land. Then, when you are both "driving" around on the ground, figure out which is the safest runway to use.

4) You are absolutely correct that you shouldn't have rush anything after you chose to take off again. Let the pattern (namely that one guy) work itself out. Get out of there as soon as you can--if you are already in the air (otherwise, refer to #3 and stay on the ground. ;-)).

All in all Matt, what I liked about your thread is the fact that you have learned from your experience. Even better, you have chose to help others learn also.

[vcaptmattsmith]

Thanks!

Actually, I had been planning on a touch and go all along, and to be honest, a full stop never even crossed my mind. Didn't even think of doing it. In retrospect, you are right. I SHOULD have done that, that was obviously the best option. I wish I'd thought of it on final! ;-)

Regards-
http://www.flightsim.com/dcforum/Use...5634aabc9e.jpg

[jcmissionary]

Solo X-Countries are awesome, huh? Congrats! :-wave

What's really fun is when you do one for fun, as opposed to doing a lesson. Shortly after I got my instrument ticket, I went on a quest for the fabled $100 hamburger. I took a friend with me, and we went on an IFR flight plan. While we didn't encounter any IMC, it was still fun and relaxing to be flying for fun and just to go somewhere, rather than completing a lesson.

http://www.dreamfleet2000.com/gfx/im...RUM_HOWELL.jpg
PPL-ASEL
Instrument Rated
CPL Student

AthlonXP 2400, Asus A7N8X MoBo, 512 MB PC3200 DDR RAM, ATI Radeon 9800 Pro w/128 MB DDR RAM, SoundBlaster Audigy

[Jeff S KDTW]

JC-

Have you ever been able to find that $100 hamburger? I haven't--all of mine have been in the neighborhood of about $300+. ;-)

[vcaptmattsmith]

Ironically enough, I tried to convince a friend who lives about 5 minutes from SFM to meet me there for lunch. Sanford is one of the most popular $100 Hamburger joints around here. Unfortunately, he was busy, so I didn't stop....and the rest, as they say, is history...;-)

Regards-
http://www.flightsim.com/dcforum/Use...5634aabc9e.jpg