CHEROKEE ACFT LNDG AT UNCTLED ARPT; RPTR PLT CALLED UNICOM STATING INTENTIONS TO MAKE TOUCH AND GO LNDG. RPTR ABORTED TOUCH AND GO WHEN ANOTHER ACFT ANNOUNCED TAKING OFF ON INTERSECTING RWY.

Narrative

JUN/FRI/97; CALLED RBD GND FOR CLRNC TO TAXI FOR TOUCH AND GOES. WINDS FAVORED RWY 17; AND I WAS INSTRUCTED TO TAXI TO THAT RWY. I COMPLETED MY GND CHK AND RUN-UP AS THE TWR CLOSED FOR THE EVENING AT XB00 PM. DURING THE FIRST CIRCUIT; I ANNOUNCED MY POS AND INTENTIONS ON DOWNWIND; BASE AND FINAL. JUST AS I TOUCHED DOWN ON RWY 17; A BEECH BONANZA CALLED '...DEPARTING RWY 13.' RWYS 13 AND 17 INTERSECT APPROX MID-WAY. FORTUNATELY; I WAS ABLE TO ABORT MY TOUCH AND GO AND HOLD SHORT OF RWY 13. AS THE BONANZA PASSED IN FRONT OF ME; IT WAS CLR THAT A COLLISION HAD BARELY BEEN AVOIDED. RWY 13 IS THE LONGER RWY AT RBD; AND INCLUDES AN ILS. THIS EVENING; HOWEVER; CONDITIONS WERE VMC AND THE WINDS; ALTHOUGH 'LIGHT' AT 10 KTS; FAVORED RWY 17. FROM THE RUN-UP AREA OF RWY 13; BUILDINGS AND TREES LIMIT THE VIEW OF THE APCH END OF RWY 17. I ASKED THE PLT OF THE OTHER PLANE WHY HE HAD NOT HEARD MY PREVIOUS POS RPTS AND INTENTIONS TO TOUCH AND GO ON RWY 17. THE PLT STATED THAT UP UNTIL THAT TIME HE HAD BEEN SPEAKING WITH 'APCH.' RBD UNDERLIES THE DFW B AIRSPACE; AND HE WAS EVIDENTLY PICKING UP A CLRNC. THIS EXPERIENCE REINFORCED SEVERAL IMPORTANT LESSONS. WHENEVER I JOIN THE CTAS AT AN UNCTLED AIRFIELD WITHOUT UNICOM SVCS AND NEED TO QUICKLY DEVELOP A PICTURE OF CURRENT TFC; I CALL AND SPECIFICALLY REQUEST A TFC RPT. THIS IS VERY HELPFUL AFTER PICKING UP A DEP CLRNC AND READY FOR AN IMMEDIATE DEP; OR WHEN APCH HANDS ME OFF CLOSE TO THE AIRFIELD. I CALL 'REDBIRD TFC; CHEROKEE READY FOR DEP; RWY 17 (OR 5 MI S INBOUND FOR LNDG; RWY 17); REDBIRD. REDBIRD TFC; PLEASE SAY YOUR POS.' SINCE SIGNIFICANT TIME MAY ELAPSE BTWN NORMAL (UNSOLICITED) POS RPTS; THIS HELPS TO QUICKLY INVENTORY THE OTHER TFC WHEN LISTENING TIME IS LIMITED. OF COURSE; EVEN WHEN I AM COMPLETING MY GND CHK AND PICKING UP MY DEP CLRNC ON AN ATC FREQ; I HAVE THE CTAS TUNED IN ON MY SECOND RADIO; AND MY AUDIO PANEL IS SET TO PERMIT ME TO MONITOR CTAS IN ADDITION TO COMMUNICATING ON THE ATC FREQ. THIS KEEPS ME IN THE LOOP REGARDING LCL TFC. ALSO CONTRIBUTING TO THIS INCIDENT IS THE FACT THAT THE OTHER PLT DID NOT BROADCAST HIS INTENTIONS EVEN AS HE TAXIED FROM THE RAMP AND ACROSS RWY 17; AS HE MADE HIS WAY TO THE DEP END OF RWY 13. AFTER TAXIING BACK AND RESUMING TOUCH AND GOES ON RWY 17; I ALSO OBSERVED THAT FROM MY VANTAGE POINT ON FINAL TO RWY 17; IT IS POSSIBLE TO SEE THE ENDS OF BOTH RWYS 13 AND 31. ALTHOUGH I HAD NEVER DONE SO PREVIOUSLY; I QUICKLY ACQUIRED THE HABIT OF LOOKING BRIEFLY; BUT CAREFULLY; AT BOTH ENDS OF THE INTERSECTING RWY WHILE STILL 1 MI OUT ON FINAL; JUST TO BETTER PREPARE FOR THIS TYPE OF A SIT. ALL OF THESE TECHNIQUES SHOULD BE EMPLOYED WHEN OPERATING AT NON CTLED AIRFIELDS. THE TECHNIQUES MENTIONED ARE PARTICULARLY RELEVANT AT AIRFIELDS WITH INTERSECTING RWYS; ESPECIALLY WHEN THE WINDS FAVOR THE SHORTER NON ILS EQUIPPED RWY. LARGER; HIGHER PERFORMANCE PLANES; AS WELL AS COMMERCIAL ACFT; MAY ELECT TO USE THE OTHER ILS EQUIPPED RWY; THUS SETTING THE STAGE FOR A RWY INTXN COLLISION.