Small Aircraft
Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Flight Crew Last 90 Days 130; Flight Crew Total 650; Flight Crew Type 250
Situational Awareness; Distraction; Communication Breakdown; Confusion
Conflict NMAC
Flight Crew Took Evasive Action
Aircraft; Procedure; Human Factors
Flying downwind and cleared to land on Runway 25; my aircraft was cleared to touch and go number one when we were abeam the numbers. Behind me and my student was Aircraft Y was behind us approximately 4 miles according to ATC calls; as well as the Tower Controller clearing Aircraft Y to land on Runway 25 as number two just after he cleared us. I began my descent from 1;100 FT MSL (1;000 AGL) and established on my downwind descent at 80 KTS; from there I began by base turn at 600 FT MSL (500 AGL) and established on a slower descent at 70 KTS; and did so again joining the final for Runway 25 at my final approach speed of 65 KTS. As my student and I were flying over the threshold at approximately 100 AGL we hear an inquiry over the radio from Executive Tower; 'Aircraft Y; do you have Aircraft X traffic insight?' 'Negative'; responded Aircraft Y. Then suddenly my student and I heard a roar of an engine; not through our headsets; but through the air as the Aircraft Y accelerated from behind us from a distance of approximately 15 FT and bank right to avoid us. The proximity of this near miss was close enough for me and my student to positively identify the pilot (and his expression of fear) as well as the two females seated in the aft seating compartment as well as their expressions. I choose to pull off the runway as Aircraft Y proceeded in an upwind to early crosswind and said over the radio; 'I have the traffic in sight; sorry I have poor visibility in here.' The Tower responded with a casual; 'Ok; your now number one cleared to land.' As I pulled off the runway I told the Tower Controller I would be making a landing; not a touch and go because; 'I do not want to be in the pattern with Aircraft Y and with you controlling him.' He replied with; 'Roger; taxi to Runway 25 and A2 via A.' I read back the instructions and began my taxi. From there I took off did my last lap in the pattern to a full stop which went as if nothing previously had happened. He had me extend my upwind for traffic; to which I told him I would but I would prefer to extend further for 'adequate spacing'; to ensure he didn't cause yet another miscalculation. From there I rounded the pattern; was cleared to land; landed and taxied back. On the taxi back the Ground Controller choose to have me stay on the left of the taxiway for a Cirrus to pass me which made little sense as the cirrus was pulling out of an intersecting Taxiway (Bravo) and could have been instructed to wait only 30 seconds for me to pass him. But the taxiway is not my main concern while I do believe the Controller caused an unnecessary hazard with that move. I am concerned with the near miss in the air. The Controller did not say anything to Aircraft Y until he was extremely close to me; additionally Aircraft Y has a reputation around the airport for taxiing very fast (presumably to save fuel) as well as making short approaches on landing (probably for the same reason). It was the latter that nearly caused a midair collision. Throughout my training and my time as an instructor I was under the impression one had to ask for a short approach in avoidance of a situation like this one.
I was in the pattern for landing; following Aircraft X traffic. I had them in sight until turning final when all forward visibility disappears in that aircraft. I had good separation prior to turning final. I assumed two things; one that they would remain the same distance and two that Tower was watching and would notify me if I was too close. Both of those assumptions were incorrect. Aircraft X apparently slowed without me seeing him. Tower asked if I had Aircraft X traffic while I was on short final; I immediately banked to the right and they were directly in front of me. I cleared them to the right and proceeded to go-around parallel to the runway while climbing. Second landing was uneventful. I now tell the Tower that upon turning final I will not be able to clear traffic; and if I have traffic I report any time that I lose that traffic. I make shallow turns while further out on final to clear ahead of me. Unless I am number one for the runway I inform the Tower that I have limited forward visibility and will not be able to see traffic on short final. The event was a real wake up call to the nature of this particular type of aircraft and the limitations it imposes while operating anywhere; but particularly in the airport environment. Due diligence is necessary to maintain separation from other traffic and birds.
Two pilots report of near midair collision on final at ORL Airport.