A few more minutes isn’t going to kill anyone
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Once again, reading a story about two pilots triggered a moment to stop and make sure their sad story was not about to be my last story.
Kearney Regional (KEAR) is one of the best-maintained non-towered airports, with a nice and wide 7,000-foot long runway featuring a small crown. KEAR has the best REIL lighting of any uncontrolled airport I’ve landed at in my 45 years as a pilot. I’ve known the airport manager for years, along with one of the FBO owners. It’s clear they take pride in their work and the city.
Kearney Regional (KEAR)
My story: not a whiff of moisture in a vibrant blue summer sky, on a rare windless day in Nebraska, where it is said the wind only stops long enough to change directions. I was ready to taxi to the runway—18 was closer to my hangar, so it was my runway of choice. In the summer, with prevailing winds out of the south, it is the runway of choice most of the time.
I had heard another small 4-seater plane, similar to mine, start up on the other side of the “T” hangars as I was climbing into my Mooney. Pulling away from the hangars, I could see about 90% of the airport buildings and the runway. I noticed a blue plane taxiing south; he could have been going to get fuel, to the FBO for maintenance, or even to runway 36. A dim light went on in my head to listen for any radio broadcast as to his intentions. Crickets.
I did my normal runup while checking gauges and lost sight of the blue plane. The crown in the runway made it impossible to see a small plane on the other end. Not knowing where he was gave me a few “what ifs.” Holding short of 18, I did the usual call on the CTAF stating my location and intentions, ending with “Any traffic in the area, please advise.” Again, crickets.
Ready to taxi onto runway 18, no one was there to stop me or give advice, except a distant memory of a story I read about the risks of taking off on a calm day—a story that did not end well for two small planes like mine.
I wasn’t in a hurry; no planes behind me honking their horn. After a quick conversation with me, myself, and I, we decided a few more minutes wasn’t going to kill anyone. Still, crickets on the radio. Moments later, the blue plane lifted off runway 36. Still crickets.
That entire story of two planes taking off on that calm day, from an uncontrolled airport, on the same runway, at the same time, crashing into each other mid-field a few hundred feet in the air, went through my head many times that day—and now, every time I fly from any uncontrolled airport, wind or no wind. Good advice: when you are on the ground, a few more minutes isn’t going to kill anyone!
This is a video of my takeoff from Sedona, Arizona (KSEZ), an uncontrolled airport on a calm day. When the runway ends, so does the mesa, and you may encounter a river of wind currents—updrafts or downdrafts. Take the advice of local pilots: stay out of rifle range.
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Doesn’t hurt to address the specific acft that’s concerning you instead of “anybody out there” which may not get a response for a few reasons.
Nothing says you can’t pull out of the hold short and taxi to where you can see both ends from the rise…and if you can’t see due to obstruction, there’s a good chance your comms aren’t going to make it there either…excepting reflections, VHF comms are line of sight.
Interesting account of circumstances. It worked out well that you paused, and then the other aircraft departed as you sat there. But your pausing was no guarantee of that success. He could have taken the same pause, or had an otherwise delay, such as a longer taxi, or variety of other events that took a minute or two to complete. And then you could have both departed at the same time, in opposite directions, on the same stretch of pavement, anyway. The problem is in his lack of, or physically blocked (by surface obstructions) communications. Don’t be too comfortable in thinking that you solved the problem.
Also, there are some non-towered, or non-24 hour towered airports in my area that have had attractive fuel pricing. But they also had layouts that made either traffic on the runway, or sometimes even on final, not visible to me. I chose to not use them anymore. Nice to save money, not so nice to get in a wreck in the process.
Thanks for sharing your story, and being safety conscious. Safe skies.
PS: Your taxi portion of your video reminds me of an unrelated event many years ago. My job was based at an airport, right along a taxiway. It was a lazy Sunday morning, and our crew of three was chilling out as we heard an aircraft taxiing out of the T-hangars. I also heard and saw the hand tow bar bouncing along the pavement in front of the prop as he went by. The guy was an acquaintance, and actually the local CFI that I had used for my insurance-required three hour check out on my own recently purchased airplane. Anyway, I phoned the tower, and they interceded before he powered up for runup or takeoff. Lucky for him he didn’t hit any bumps, and his long taxi route took him by us, we were present and paying attention, and the intervention was timely.
BTW, the airplane immediately returned to the T-hangar and stayed there for the rest of the day. i adopted the policy of hooking up my towbar to pull the plane out, then immediately tuck it away in the hangar. Too easy to get a distraction and leave it hooked up and climb in. Obviously that extra walk around before you climb in is important as well.
Thanks for your time and comments m pilot. Non of us live in a perfect world, flying is less forgiving of simple mistakes. I like to read pilot accident reports and like you so easy to say what if’s or they should have seen or noticed things. I know of at least 4 things I learned flying from instructors and reading accidents reports that I feel may have saved my life on the ground even. As a student pilot I was happy to be a copilot with my instructor on a IFR flight we were flying 180 degrees in the wrong direction after take off. When I pointed it out my instructor was sure I was wrong, I said look at the compass. He said he was wrong and asked if I could turn the plane around as he put his head down, it messed him up. I said I can fly but I can’t land or even find the airport in IFR weather. Once I got the plane heading the correct direction he took over and dropped out of the clouds perfect landing. I know there are a lot of “what if’s” to just living. If you read my stories you will see I have had a lot of 2nd chances, being hit by a train at a very young age, blows my mind how some of us get so many 2nd chances and others get few or none at all. I hope others will read my stories as I did others and they too will take the correct action at the right time.
Thank you for sharing that beautiful flight at Sedona. Wow.
Thank You Laurie for your kind comment. Sadly you only get to see what the camera could copy. Trust me the view we had in the plane was far better. My story about flying over water from Nebraska to the Keys has video over the Ocean the many colors are otherworldly even dream like at times. Sedona and the Keys are 2 of my better videos, but my best is flying the rim of the HUGE Volcano at Flagstaff AZ part of the same flight as Sedona. 40 videos total, look for the “Fun’s On Us!” in the lower part of the video. Thanks again for your time and kind comment.
I had a similar situation with a lack of communication at my home field’s non-towered airport. I had just cancelled an IFR flight and tuned into the AWOS which indicated that the winds were 320@ 16 Gusting to 20. Runway 33/15 was the choice and my plan was to enter the traffic pattern on a 45 degree entry to downwind on 33. I noticed ADS B traffic close to my altitude and upon making my initial call to unicom, I asked if there was traffic. The traffic was a few miles ahead of me replied that they were going into runway 25 to practise crosswind landings. I did not have him in site and so I repeated my position in the pattern and urged him to keep me posted of their position. I was now on base and didn’t hear any communication. I asked for a position report again and nothing. Upon turning final I communicated I was on final and asked for his position…nothing and just as I wa ready to pull flaps and go around, I heard him say he was clear of runway 25. I continued my landing thinking to myself why this pilot didn’t seem to concerned with us meeting where 33 & 25 met. Common courtesy on the common frequency should be utilized as much as a check list.
Thanks for your comment and taking the time to read this. My first story “How one pilot’s story saved my life, “is about pilots landing on top of each other is close to what happen to you. We never know what is going on in the mind or cockpit of another Pilot. In one of my other stories I left the traffic area once till I could see all the other planes land and then came back. Some Pilots are in a hurry to get down. Lets hope he could see you but again should have let you know have you in site. Thanks again for your comment and time.
The first time I saw Sedona, I flying out of Williams AFB in 1964 flying the T-37 pilot with all of about 15 hours TT. We were just beginning to fly instruments and my IP had me wearing the plastic visor on my helmet to restrict my vision. He told me he was going to give me heading, altitude, and glide path information to simulate a GCA, which was a widely used Air Force ground based Precision Radar Approach at the time .As we got to the simulated Decision Height, he told me to take off the hood and he took the aircraft. There we were, perfectly lined up on course, on-glide path at Sedona looking at that “cliff” in front of us. It took me a second to realize what he had done, but it gave me a lot of confidence in my instrument flying abilities, at least in the T-37!
Thanks for your comment Dennis that is a great story and a great memory to have.
There’s a number of reasons the FAA modified the AIM a few years ago to strongly state do not ever say, “Any traffic in the area please advise.” Ever! Would you like those of us in the pattern to answer alphabetically? Make your position/intention call and shut up and listen. And stop saying “Last call.” Nobody cares!
As I was doing my pre flight, going down the check lists, I was also listening in on the ctaf, to determine which runway to use, and which one actually was in use. As well as listening to the atis and then followed suit. At an uncontrolled airport in Colorado. I made my radio calls, and heard nothing. As with this article. As I was taking off, some fool who wasn’t on the radio, attempted to land on the opposite end of my takeoff runway. I knew that I couldn’t stop in time, and instead hauled up on the yolk, got airborne as soon as I could, and broke right. Apparently at the last minute the other pilot performed a right go around, and aborted his landing. I always make it a habit to look, listen, and get a picture of the traffic before moving. I guess others don’t practice this….
Thank You Karrpilot for your comment. On my Private check ride on short final a crop duster landed under me forcing my go around moving off to the right like you was praised as a good move giving full view of the runway and crickets from the crop duster. In my 46 years as a pilot have had a few lets say close calls, My first story “How one pilot’s story saved my life, “is about pilots landing on top of each other, on final I noticed the shadow of two planes flying together one was me, that was at a busy controlled airport in Colorado. Thanks again for your comment and your time.
Beautiful topography. This is more like a scenic flight. If you are using a ‘Go-Pro’, the lens and the glass are very clean and spotless. Great capture. I am an airline pilot too. I use to fly passengers to view Mt. Everest and other high mountains in Nepal. But, I envy you flying the little Mooney. Flying is so much enjoyable on small airplanes.
Keep doing these beautiful flights. Cheers.