Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight Crew Private
Flight Crew Last 90 Days 12; Flight Crew Total 180; Flight Crew Type 12
Distraction; Situational Awareness; Confusion; Communication Breakdown
Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Airport; Human Factors; Procedure
I was flying VFR around the island of Oahu. I approached the Koko Head VORTAC (CKH) climbing from 1500 feet to 2000 feet in order to request the Freeway 3 Arrival into Honolulu for a full stop. I acquired the current ATIS information and remained clear of Class B airspace until Approach cleared me to enter after assigning me a squawk and gaining radar contact. Approach cleared me for the approach I requested (Freeway 3 Arrival) but I requested it at 2500 feet as opposed to the 2000 feet its published at because before I contacted approach; another aircraft had requested to depart and leave the Class B airspace via the Freeway Departure. As I proceeded inbound at a higher altitude; I got scope locked attempting to gain a visual on the outbound traffic in order to maintain vertical and horizontal separation. I never gained visual on the contact. I never gained visual contact on the traffic (nor did I hear them make any other radio calls after they were cleared to depart the airspace).[After several minutes] I caught sight of the departure end of (what I believed to be at the time) 4R. I began my turn to the left to join (what I believed at the time) the left downwind for runway 4L/4R. As I was turning; tower (sounding confused and concerned) asked me to confirm I was going into a 'Right Downwind for Runway 4L'. I instantly reversed my turn to the right knowing something was wrong and informed tower I was correcting. I then realize the question came because the runway I had actually seen was 8R; not 4R; so my turn was premature and it put me in the path of departing traffic (which I then saw departing from runway 4R). I informed tower I had the traffic in sight and that I would maintain visual separation. They acknowledged (upset/annoyed tone of voice and warned the departing traffic that also had me in sight). I continued my turn to the right; the Traffic passed under and to the right (moving to the left) of me at around 1500 feet beneath me. I did my best to shake it off and keep my cool as the controller's tone with me over the radio had grown in intensity and concern as the potential near miss had been provoked and avoided. At this point; being properly situated on the field; I turned left and proceeded to intercept a left downwind for runway 4R (also to the left of 4L). When I was halfway on downwind; I commenced by before landing checklist. At this time; tower cleared me to land on runway 4R (which is what is to be expected when executing the Freeway 3 Arrival). I replied with runway 'Cleared to land 4R'. I was about to reach my point to transition from downwind to base. At this time; I heard a Cessna traffic (I assumed behind me) also being cleared to land on runway 4R. As I turn to base and go through my Before Landing Checklist a 2nd time (I always execute the checklist 3 times as a technique; especially on a complex aircraft); I heard tower advising the Cessna traffic to land so they could taxi off the runway before the intersection (the intersection I believed was being referred to was the intersection of taxiway D between runways 4L and 4R). They acknowledged as I turned base to final and I ran my checklist for a 3rd and final time.In my mind; it didn't make sense that Tower would specify that instruction to the Cessna traffic (to land short of the intersection) and not to me if we were landing on the same runway). I then (admittedly still a bit concerned about what had occurred less than 5 min ago); second guessed myself on which runway I was cleared to land on. I imagined that the only reason they would ask the Cessna traffic to land with the intention of clearing the runway before the intersection was so that I could land on 4L and be clear to cross from 4L to 4R and on to taxiway D. At this time; I looked over to Runway 4L and saw no aircraft on it or taxiing to it. Once I ensured it was safe to land on runway 4L; I stepped on final from 4R to 4L. The tower (who had been so quick to call me out earlier)didn't correct me; so I assumed that I was correct in second guessing myself and that I had corrected myself appropriately.After I landed; I was cleared to taxi across Runway 4L via Delta. I held short and switched to Ground. Ground told me to advise when I was ready to copy a phone number. I told them I was ready; copied it down; and proceeded to taxi back to the T-Hangers via D then C.After I shut the aircraft down; post-flighted it; and returned to my car; I called the number. The CIC (Controller in Charge) at the tower answered and asked for my name; certificate number; and callsign. After I complied; I asked her what I was told to call about. She told me that I had been in a possible pilot deviation.Lessons I learned from this experience.I needed to stick the arrival procedure as published; regardless of altitude. If I had requested the published arrival procedure; tower would've de-conflicted any potential altitude separation issues; or; they would've vectored me or the other aircraft differently. In the worst case; they would've asked me to hold at Koko head until the other traffic was cleared of the departure. The other alternative would've been to request a different approach if they were unable to accommodate the Freeway 3 Arrival for me while the other traffic departed.I should not have become so scope locked on attempting to locate the other aircraft. I should've recognized how challenging it would be to look for navigation lights with a city full of lights below and acting as a background for them to be easily lost in.I should've taken an extra 5 seconds to evaluate where I was visually; and on my instruments (Garmin 430 and Foreflight on my kneeboard). Had I had better situational awareness; I wouldn't have turned early and I would've avoided the potential near miss with the departing traffic.Although I believed I maintained my cool from start to finish; the end result clearly shows that it's something I still need to work on. I should not have second guessed myself on which runway I was cleared to land on; regardless of what other aircraft are cleared to do. My instructions are mine; and I need to have better faith on the controllers in the tower and in myself; regardless of what's going on around me. I need to find a better balance between being aware of what going on around me and what's going on with me and prioritize accordingly.Lastly; one of the most important lessons I learned from this was to not allow the speed of the controller's voice and instructions; business of the airport; and surrounding traffic to get to me. I should've been more assertive with the tower on multiple occasions. I should've asked to clarify anything and everything I was either having doubts on (the other traffic departing that I never got eyes on; the other Cessna traffic that was behind me that received different instructions even though we were landing on the same runway; and the runway I was cleared to land on); or; concerned about. Had I asked; they would've corrected me. I will never hesitate to do so moving forward.I learned a lot on this flight; way more than I usually learn when I go flying. I look forward to learning more (safely) and moving forward with my piloting career.
A GA pilot on approach to HNL became confused; misidentified the cleared runway; and experienced a potential airborne conflict before becoming reoriented.