IFR BE-33 pilot and pilot rated passenger described an incorrect line up with DFW runways during attempts to land at ADS; claiming ATC handling was confusing and led to the incorrect airport identification.
Synopsis
IFR BE-33 pilot and pilot rated passenger described an incorrect line up with DFW runways during attempts to land at ADS; claiming ATC handling was confusing and led to the incorrect airport identification.
Narrative
The flight was to ADS. The IFR clearance I received from Clearance Delivery was: ....Dumpy 3 Arrival KADS 3;000 FT expect 8;000 FT in 10 minutes Squawk XXXX. I flew the flight to ADS IFR and in communication with all the ATC Controllers along the route. I was told by Fort Worth Center to contact DFW Regional Approach/Departure and I did so. When in contact with DFW Regional Approach/Departure I was instructed to descend to 5;000 FT; and given the current altimeter setting by the DFW Controller. When I was approximately 10 nautical miles southeast of the ADS airport; and after looking for the ADS airport beacon and runway lights; which I had brought to high intensive by clicking my 'Mike Switch' three times on Tower; I finally had the ADS airport in sight at 11:00 o'clock about 6 NM. I entered a left downwind for Runway 15 at ADS on a heading of 335 degrees and approximately one 1.5 NM east of the runway; keeping the runway insight the entire time; I was still in contact with the DFW Regional Approach/Departure Controller. I informed DFW Regional Approach/Departure ATC that I had ADS airport in sight. The Controller gave me the current ATIS weather at Dallas Love Field; (due to ADS Tower being closed; there was no ATIS report). After reporting to ATC I had the ADS airport insight; the ATC Controller requested I cancel IFR so I agreed to cancel the IFR flight plan. The Controller then told me to come to a heading of 320 degrees and maintain my attitude of 3;000 FT. This cancellation; allowed ATC to land a Challenger jet aircraft ahead of me. This RADAR vector of 320 degrees given to me by ATC caused me to fly directly over the center of ADS airport then the Controller had me proceed at least 10 NM northwest; with ADS airport directly behind the rear of the aircraft. In this position I could not keep ADS in sight. This RADAR vector put me out over Lewisville Lake which essentially has no lights on the surface; a black hole. I flew that heading; until the ATC Control instructed me to make a right turn to a southeast heading back to ADS to land. From all direction/s around the airport; the lights of the tall buildings; roads and towers made it very hard to see the ADS Airport beacon and runway lights. By the time I made a right turn far enough back to intercept the runway heading; my search for the runway at ADS was hampered due to all the building lights; streets lights and could not see the airport beacon light or runway lights; as well; in the area of the airport. After searching for a minute or two; I identified a runway in front of the plane and thinking it was ADS headed for it. My passenger also a pilot; a veteran of many years of flying; also felt that we were headed for the appropriate runway/airport. On final; I recognized the blue lights on the FBO and knew I was not at ADS but DAL. I started a missed-approached and as I was climbing to 2;000 FT I contacted the DFW Regional Approach/Departure Controller that I was in RADAR control with; and asked for vectors back to ADS. He gave me a heading and an altitude of 2;500 back towards ADS. Soon as I had ADS airport insight; I informed the Controller I had ADS airport insight and was ready to start my approach to the airport. As he cleared me for the visual approach; he told me to call the Dallas Love Tower after landing at ADS. He gave me their phone number. I proceed with the landing and touched down at ADS. When I parked the aircraft in front of the hangar; I called the Tower and told the same as above. The Tower Controllers at DAL advised me that they were unaware of my presence in the vicinity of DAL. Throughout this entire time I was under RADAR surveillance and control squawking the assigned IFR code on my encoding altimeter. At no time did I receive any transmission from the Controller until I contacted him after aborting the approach to DAL. As you can see I have logged over 9;000 hours of flying during some 30 years of flying in FAR 121; FAR 135 and FAR 91 operations.This is the only time I have had the experience of being involved in what I understand to be an Air Traffic Control 'SYSTEMS ERROR'. It is curious to me how I can; at night; while under RADAR surveillance and control be vectored away from my destination airport; thus placing it at my back; then instructed to turn back to my destination airport and be allowed the proceed to another airport in Class B airspace without ever being questioned about my intentions or even asking if I have the destination airport in sight.
Second reporter narrative
I was the passenger in the front seat of a BE33 operating on an IFR flight plan to ADS. The weather conditions for the route and at the destination were VFR. I am an ATP rated pilot with approximately 5;600 hours of flight time and familiar with operating out of the ADS airport at night.The aircraft operating on an IFR flight plan was vectored by ATC to a left downwind leg for Runway 15 at ADS. The downwind leg was entered approximately 2 miles east of the airport. The aircraft was at an altitude; distance from the airport and heading to provide for a normal approach to landing. Since the ADS Control Tower was closed; ATC provided the latest weather; winds and altimeter setting. The pilot activated the pilot controlled lighting to high intensity. With the airport in sight; and being in position for a normal approach to landing; the IFR flight plan was canceled.Due to an inbound IFR flight on a right base to Runway 15; ATC issued a vector extending the downwind providing more separation from the inbound IFR flight. At this point; ATC assumed control of the flight. While on the extended downwind leg; ATC issued a vector taking the aircraft in a northwesterly heading crossing the extended centerline of Runway 15. This vector placed ADS airport in the pilot's 6 o'clock position making it impossible to keep the airport in sight. Continuing on this heading for approximately 5-10 miles northwest of ADS; the pilot requested a turn back to the airport. ATC cleared the pilot to reverse course and proceed to ADS. To the best of my recollection; ATC did not provide a heading; distance or inquired if the airport was in sight. Additionally; after the extended vector away from the airport; I would suspect the pilot control lighting reset to low intensity.After the completion of the course reversal; the aircraft was more in line with DAL Runway 18. The pilot proceeded towards DAL lining up with Runway 18. Upon realizing the mistake; the pilot made a low approach; contacted ATC and received vectors back to ADS for a landing.By ATC issuing a vector placing the ADS airport at the pilot's 6 o'clock position and allowing the flight to progress 5-10 miles northwest of ADS at night [ATC] placed the aircraft in a possible unsafe position. After course reversal; ATC did not provide vectors or question if the pilot had the airport in sight. Other factors which ATC should have taken into consideration was the close proximity of Class B and Class C airspace; the close proximity of DAL and the fact ADS is difficult to see at night. ATC should have exercised reasonable care to insure the flight progressed to ADS rather than leaving the pilot with difficult circumstances and on his own device.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.