C150:C525 collision NTSB report.

[Maoraigh1]

Also on North American section. C150 did everything he should. C150 was using Runway 15
"Also, at the departure and arrival ends of runway 15/33, there was a sign stating, "Traffic Using Runway 4/22 Cannot Be Seen, Monitor Unicom 122.7."
"Two of the witnesses stated that they heard the Cessna 150 pilot on runway 15 UNICOM frequency."
" The surviving pilot of the Cessna 525 stated that he did not see the departing Cessna 150 while he was on a straight-in approach to runway 22, nor did he see the 150 during the landing roll. He stated that he did not recall making a radio call on UNICOM, but did utilize his on board Traffic Collision Avoidance System (TCAS) system while on approach. He stated that the TCAS did not show any traffic on the airport."
"The Cessna 525 was equipped with a cockpit voice recorder (CVR). The CVR was removed and transported to the NTSB Vehicle Recorders Lab, Washington, DC. "

[ppgnewbie]

So the C525 pilot was relying on his TCAS to assure the circuit was clear? There's a nasty assumption.

[Pilot DAR]

So the C525 pilot was relying on his TCAS to assure the circuit was clear? There's a nasty assumption.

Yes indeed! I don't know if a transponder was required in this airspace/airport, but TCAS equipped aircraft should never assume that in VFR conditions their TCAS is showing all traffic. Even a transponder equipped aircraft could have a failure resulting in no signal out. The availability of technology does not mean that basic skills and responsibilities of see and be seen can be overlooked. 'Sounds like simple use (even just listening!) of a specified frequency would have greatly reduced the risk of a collision.

[Steve6443]

Yes indeed! I don't know if a transponder was required in this airspace/airport, but TCAS equipped aircraft should never assume that in VFR conditions their TCAS is showing all traffic. Even a transponder equipped aircraft could have a failure resulting in no signal out. The availability of technology does not mean that basic skills and responsibilities of see and be seen can be overlooked. 'Sounds like simple use (even just listening!) of a specified frequency would have greatly reduced the risk of a collision.

My transponder only switches to air mode when my ground speed exceeds 40knots (GTX330-ES). Below that, the emissions will be ground, i.e. not be a threat to the TCAS. I can only hope they throw the book at the jet pilot if it is proven that he made no calls and ignored the cals of the C152 pilot. Followed by the bookcase and then, brick by brick, the rest of the library.....

[westhawk]

If the Citation pilot didn't announce on CTAF, he was wrong and more than deserves any scorn directed at him. At some point in the future, the NTSB will issue a report. I'd expect the subject of communications and non-towered airport ops to feature prominently in that report. Until I know what happened and why, I will reserve judgment even as I investigate the cost and availability of the tar and feathers. But I won't be sourcing them just yet. :=