OK all, this got out of hand. It was a simple question. Moderator please close this thread. Thank you!
Here is the reason for the post. I almost lost my life on Saturday.
At approximately 1320 Pacific Standard Time on 30 March 2013, I was on my landing roll out on runway 15 when an unannounced aircraft attempted to land opposite direction on runway 33. On the go-around the aircraft flew over my canopy at about 50 ft. He did not even step to one side of the runway.
That was my 3rd flight of the day for a total of 2.5 hrs. I was returning from formation practice in SoCal. The weather was VFR and it was bumpy as it is on most days around the desert. I was on flight-following and cancelled 16.6 nm out from my home airport (uncontrolled field). At that time I called on 122.8, XYZ traffic experimental XXX, single RV-4, 16 miles to the SE, full stop, XYZ traffic. Performed my landing checks (all lights on, etc.) My plan (in my head) was for an over-head recovery to runway 33 (calm wind runway). I got wind advisory on 4 different times prior to joining the pattern, because the winds are unpredictable during those types of conditions at my home field. I called again at 8 miles and at 4 miles with the same call. I called when established on downwind, base and final. The last wind check indicated 150@5. I usually would have done the overhead for 33 as I planned in my head but decided not to because I was 2.5 hrs into my 3rd flight, one of them a formation flight, I was in a tailwheel aircraft, I spent all day moving to a different hangar the previous day and fatigue was starting to set in. So risk management wise, it was the right call for me.
On my landing roll-out, as I dropped my tail, I saw something white disappear under my nose. Hum that was weird! Let me move my nose to the right and check it out. As I did that my brain recognized that in front of me was an aircraft on the flare on the same runway and in the opposite direction. I started screaming go around, aircraft landing at XYX field go around, there is an aircraft on the runway. I then saw the aircraft start to climb and it flew above my canopy at approx 50 ft. I looked up and was so shaken, I could not remember the N number. Instead of fixating on the aircraft above me, I slowed down mine and retained control. I made 3 calls requesting an N number and no joy. In my anger, for almost losing my life, I moved my aircraft around to see what he was doing and entertained the thought of taking off again and following him in order to get the N number. On my 4th call the pilot of the other aircraft (high wing plane) gave me the N number. I asked him, to meet me at the fuel farm to discuss what happened.
I called cleared of the runway and taxiing to fuel farm.
As I shut down the engine this rush of adrenaline and rage came over me. Now I had to speak with this individual and I was not happy. I sat in the cockpit for a few minutes to calm down and to think how I would address this individual. I watched him land and started pumping gas as he taxied in. He taxied over and shut down. I could not look at him, I just kept pumping gas until he came up to me. As I sat in the cockpit waiting for him and calming down, I came up with my first question I would ask. This is what I asked him right off the bat.
How do you think we should handle this situation?
His response; what do you mean? I did not do anything wrong. It is suggested by AIMs that I call on the radio at uncontrolled fields, it is not required. I don't have to.
I was as calm as I was going to be until he replied with that. My response was ?just because it is recommended does not mean you can be stupid about it and kill me. If you choose to kill yourself, have at it. But you don?t kill me too?. I then continue to tell him my wife would be at the airport in a few minutes and what would she have done when she started looking for me and she saw two airplanes on the runway on top of each other and one of them was her husband.
His reply was that he did not know.
I kept pumping gas and tried to calm down again. My next series of questions were to identify how this happen.
Some facts:
-He was also on flight following and knew I was landing at my home field.
-He told me he had me on TCAS via his G1000.
-He was not a local guy.
-He told me that his radio was not turned up, but I never heard him make make a call either.
-After I asked him if he check the winds he told me yes. Well how did you do that if your radio volume was down???????? Ohhhhhh, I have weather on my G1000.
-He did not get AWOS or flew over the field to check winds.
-He assumed I was going to take 33 because of the direction I was arriving from.
-He did not hear me scream go around.
-He did not have any strobes on or landing lights.
-He had radios but chose not to use them.
I told him that we both needed to learn something from this situation. He maintained that he did nothing wrong until I told him if we are not learning from this situation, then the FAA FAST team would be involved. Once I said that, the conversation changed and he said he learned something and apologized. I don?t know what it was but I left it at that. I told him I was going to push my plane back, go home and drink a beer. And to have a good day. He replied with a thank you.
My wife showed up about 3 minutes later to our new hangar. She knew immediately something was not right. So I told her the story.
Today, I briefed it during our monthly safety stand down and brought some awareness.
In my job, as I perform flight test, we are constantly mitigating high risk situations. We have methods that I take home and use even when I am changing a light bulb. I certainly used them as I fly my RV. One of those methods was used when I chose to take runway 15 due to the factors mentioned above. I also mitigated risk by announcing where I was, my intensions, turned all my lights on. I mitigated risk of losing control on the ground during the roll out by not fixating on the aircraft that flew above me even though I wanted his N Number. However, a lot of that was perceived mitigation on my part. When it came down to it, the residual risk was the same as if I have not done anything due to the fact that I can?t control the other guy or his actions. Maybe he saw my landing/strobe lights during the flare and that save my bacon. Maybe not.
-I will continue to make my calls every single time.
-I will implement some of the suggestions mentioned on this thread like the one stating how long prior to arriving at the airport.
-I will continue to scan for traffic.
-One thing I need to verify is if my traffic advisory system was Far/Near/Off. I don?t remember it going off during the landing pattern.
-I will no longer assume that the runway is mine and I have landing priority when I am on short final.
-I will no longer assume no calls=no additional aircraft.
-I will do a self assessment and see where I am becoming complacent with aviation, I know that all aircraft don?t have radios and that it is only recommended to call. Why did I blow that one??????
I am sure that I have learned other things. I have not flown since Saturday but you bet I will be more vigilant and will implement some changes.
You can debate all you want about what is right/wrong, what makes you angry or what you would do if someone does this and that. At the end of the day, if you come home to your family alive, that was a great day. And something to be thankful for???
Be safe out there.
