Flight Crew Private
Flight Crew Last 90 Days 0.9; Flight Crew Total 210; Flight Crew Type 210
Communication Breakdown; Confusion; Time Pressure; Situational Awareness
ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors
With just 0.9 hrs of PIC time YTD; I arrived at my flying club's towered home field; ZZZ; rested and eager to shake off some rust. My first sign of how much rust I had came when I accepted a Ground instruction to RWY XX but taxied to the nearer RWY XY. After completing my runup; Ground advised me to taxi to RWY XX. I thanked Ground for 'that catch' and received a double-click 'you're welcome.' I paused; ensured I was focused and not letting myself feel rushed; and proceeded to RWY XX. I completed four takeoffs and landings; and after reviewing LiveATC recordings I believe that my radio communications were professional and crisp. Ground did request that I confirm one hold-short instruction; and Tower asked that I confirm a 'give way to helicopter' instruction as part of a 'hold short' read back. However; I acknowledged and complied with all instructions promptly; including hold-shorts; midfield reports; extended down winds; go-arounds; no delay etc.; using proper phraseology. A midair near-miss occurred when two Cessna's with 'XXXX' in their call signs began to turn base at the same time -- Aircraft Y from Right Downwind; and I; Aircraft Z; from Left Downwind. I mistook a 'cleared for the option' instruction for Aircraft Y as being intended for me; and radioed my acceptance for a full stop. I believed Tower had cleared me to land. The conflicting traffic had been advised of 'that Cessna on Left Downwind;' from which I further inferred my own landing priority over this newcomer to the pattern. Upon review of the recordings; it is clear to me that Tower attempted to clarify that the landing clearance was for Aircraft Y; and that the call out to my position was purely advisory for Aircraft Y -- and not a reaffirmation of a clearance for Aircraft Z to land. However; someone stepped on the frequency; and I missed the clarification. It was only after Tower instructed me; 'You need to turn right now' that I saw the conflicting traffic approximately 1/2 mile turning right base. Tower then instructed me for the first time that I was #2 for the field. I attribute this near-miss primarily to my own lack of recency; but secondarily to additional factors. I lost situational awareness of other similarly-[call] signed Cessna's entering the pattern from the opposite direction. ATC could have clarified our landing sequence earlier; or verbally emphasized the differences in our call signs. (A minute later; Tower itself briefly confused two call signs; instructing me to turn Right Base when I was already on Short Final from Left Base; Tower quickly corrected itself when I advised of my position.) It was also a very busy pattern in which to shake off rust -- for pilots and ATC alike. Simultaneous radio transmissions obscured instructions that might otherwise have been sufficiently clear. Stress was apparent: After landing; I complied immediately with Tower's instruction to exit without delay -- only to be told urgently to 'stop right now' to avoid a jet on its takeoff roll. (I appreciate Tower's urgency: I had acknowledged the hold-short instruction and was already preparing to stop; but to their eyes I was still in 'no delay' mode as I transitioned from RWY to Taxiway.) Tower similarly expressed frustration with another pilot for requesting 'a turn around a point;' a term that Tower did not recognize; they doubtless would have preferred 'a 360' or 'a circle.' When I was finished with my pattern work; I briefly expressed my appreciation to Tower and received a friendly 'no problem' in response. I think we all did what we could to be as clear as possible (urgently if the situation demanded it); and to correct our mistakes. Although it will be frustrating at times; on balance I think this is a good set of attitudes to have; especially as the entire National Airspace System shakes off varying degrees of rust coming out of the pandemic. The dangers here were addressed; but a slightly more intransigent attitude; or a slightly more congested frequency; might have tipped the balance to a midair collision.
A Single Light Aircraft Pilot; with low flight time because of the pandemic; reported a NMAC turning final after getting confused because of similar call signs. The Tower controller separated the aircraft and a normal landing was accomplished.