2011-10 · NASA ASRS report 974720
Tower Controller and pilot described a conflict event when an aircraft cleared for takeoff from a runway intersection departed in the opposite direction; conflicting with traffic on final.
Aircraft X; a solo student pilot of a C172; landed on Runway XXL without incident. At this time I was working Local 1 and 2 combined as well as Ground 1 and 2; which is common at this hour; but can be difficult and complex due to a sometimes unpredictable flight training schedule. For this incident; the traffic and complexity was moderate to fairly difficult. Due to staffing issues no other controllers were on break at this time or available to open other positions. Aircraft X was instructed to turn off [Runway] XXL at N3 and taxi to the ramp via November. Aircraft X then requested pattern work which is normally done on [Runway] XXR. The aircraft was instructed to make a 180 and short of Runway XXL. Aircraft Y; by now; had checked in and cleared to land on XXL. Aircraft X requested takeoff clearance. With aircraft Y on about a 2 mile file; I cleared aircraft X for a takeoff without delay from XXL [at an intersection] and told the aircraft to expect transition to XXR in the upwind. I watched as I saw the lights from the Cessna make a turn onto the runway. My next movement was to the right and sequences the 2 aircraft on the right downwind for XXR. About 10 seconds later I turned my head back to the left to make sure that aircraft X was airborne. I saw what appeared to be Cessna lights climbing. The intersection is about 1 mile from the Tower and at night is very difficult to see; especially a little Cessna 172. Anyways; after I saw the airborne lights; I knew my runway separation would be approved with the other Cessna now on about a 1 mile final. The attention was then back to the pattern on XXR to make sure the aircraft were following each other properly. It was at this time that aircraft Y said; 'We have traffic that just departed opposite direction right toward us.' It was at this time that aircraft X's data block appeared on my RADAR just off the departure end of [Runway] YYR. I quickly turned to look and immediately asked aircraft X their heading. The aircraft replied; '245.' The instructed heading was runway heading; or in this instance; 070. I immediately turned aircraft X to the right to avoid the oncoming opposite direction traffic landing XXL. Aircraft Y said he had traffic in sight and passed under aircraft X about 400 FT below. I then turned aircraft X to a 070 heading to clear the XXL final. When the aircraft was back on the upwind; I made a judgment call that pattern work for this aircraft might not be a good idea; the pilot sounding flustered. I told the aircraft to make 180 and join the left downwind for XXL and cleared the aircraft to land. On base; the aircraft overshot the final. I then instructed the aircraft to land XXR. On final for XXR; aircraft X requested a go-around. I then sequenced the aircraft in the pattern for XXR. The aircraft landed XXR without incident and taxied back to the ramp. As aircraft Y was taxiing back to the ramp he informed he had the opposite direction Cessna in sight the entire time and was about 400 FT below when he crossed the threshold. At night; the Tower sits about 1 mile from the intersection of N3. After dark when the incident occurred; it is extremely difficult to visualize the little aircraft; all you have to find them are the tiny lights on the aircraft. When aircraft X made the turn on the runway it appeared everything at that point was normal. As I took a second look later; I again saw Cessna looking lights climbing though the air. Even at this point with the aircraft maybe just 100 FT off the ground; it is still nearly impossible to notice the aircraft departing in the opposite direction. I did notice the data tag pop up early; which again brought my attention back to the aircraft. It was at this point that I and aircraft Y noticed the aircraft departed in the opposite direction. This airport is a very tough facility to work at night. There are at many times numerous aircraft; mostly single engine aircraft on frequency. On a [Runway] XX operation; most of these aircraft land and depart from over a mile away from the Tower. These aircraft are only required lights that still make it very difficult to position their location and direction. It wasn't until aircraft X's data blocked popped up off the departure end of [Runway] YYR that you could tell he was departing the wrong direction. There is not a whole lot that I think can be done in this situation. I will spend more time concentrating on departing aircraft at night and maybe not try and depart an aircraft with another on a 2 mile final. However; aircraft X has to be more aware of her surroundings; especially after just landing XXL then departing the opposite direction. With this being said aircraft Y had aircraft X in his sight and was beneath him as he landed. However; I will make a better effort to ensure that this doesn't happen again.
I had landed at my home base where I am a student; with the intentions to continue with closed traffic pattern work and complete ten landings toward my commercial certificate. This flight training was my night solo. I just came in and landed on [Runway] XXL. I was told by Tower to clear the runway and move onto the taxiway. I did so and cleaned up the airplane using the checklist. After this I called up Tower and asked to continue my flight with closed traffic to work on landings. I was assuming Tower would taxi me back to the beginning of the runway because this is the typical response. Tower told me to do a 180 degree turn and call when ready for takeoff. I maneuvered and positioned myself to be ready to call Tower. I called Tower and said ready for takeoff. I looked for traffic and no traffic was an issue or in sight. I completed my final items checklist. Tower cleared me to takeoff and I did so; however; I turned right instead of left and positioned myself onto [Runway] YYR instead of XXL. The 180 degree turn was the first time I had done that type of taxi back and it disoriented me. I lost a bit of situational awareness. I could have asked to taxi back to the beginning of the runway to have avoided this issue. I took off and as soon as I rotated I realized my mistake. I did not want to land because it would not have been safe at that point. I also did not want to turn on takeoff because that would have been dangerous. I now saw traffic on downwind turning base coming closer; but still far enough away and took corrective action. I pitched a little more back to make sure he and I would not be a collision hazard. This other plane noticed my mistake and before I called Tower and before Tower noticed; called Tower himself. I heard the transmission. Tower at that point asked for my position. I gave him my heading of 250 degrees and he called for an immediate right turn. I did so and the other plane was able to continue on base and final without any trouble. They descended and landed. I was then told to do a 180 degree and land on XXL. I maneuvered for this; however; I used aeronautical decision making and knew I was too close to XXL to attempt a landing. At this point I told myself I had to land the plane and not worry about my mistake because at this point I already made the mistake. Now I just had to do my best to fix the situation and land. Tower asked me to land on [Runway] XXR. I was not set up well enough for XXR. I was too high. I then asked for a go-around. It was approved and I came to land successfully again on XXR. On a positive note I had a smooth landing; I stayed calm and was able to maintain control of the airplane even though I knew I made a serious mistake. I was also happy with my decision making deciding to not land when the plane was not configured and ready. I am confident this mistake has made me an extremely vigilant and better pilot and no mistake will be made again. I want to continue flying and bettering myself as a pilot. This did not show the quality of my training and the skills I do have as a pilot. It was a bad mistake; but I am capable of flying safely in the day and nighttime environment.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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