I thought I was cleared to land
After making two touch and goes, I landed to a full stop and taxied back into position at the hold line for Runway 28 Left. As I took a swallow of water, adjusted my seat cushions, and tweaked the air vents for more fresh air, I got ready to call the tower for permission to take off again when I heard the air traffic controller in the tower calling my N-number on the radio. I responded, "This is Six-Five-Seven-Two-Hotel." He said in an angry voice, "You better listen up! You just landed without permission."
It happened on a winter Sunday morning in northern California. The sky was clear in the area of the airport, winds light, and temperatures in the high 50s. Like most Sunday mornings when the weather is flyable, many local pilots were moving about, getting themselves and their airplanes ready to fly. While I was busy with the preflight check of my Cessna 172, I looked up periodically to watch airplane after airplane taxiing by on their way to the run-up areas for the two active runways. Old-timers and pilots who fly taildraggers seem to prefer the shorter 28 Right, but my favorite is the long Runway 28 Left.
Soon I was settled in my 172, the engine was running smoothly, my headset was on, my seat belt fastened, my start-up checklist completed, and, after getting a clearance to taxi to 28 Left, I was ready to join the parade. After completing the runup, I was poised in front of the hold line at 28 Left, waiting to request a departure clearance for left closed traffic. Within a few minutes I received permission to take off, and the 172 charged down the runway with great enthusiasm and leapt into the sky. Even before I had turned onto the left downwind, I heard on the radio that another airplane--with a similar tail number--was cleared for right closed traffic for 28 Right. That airplane, also based at Hayward Executive Airport, always seemed to fly in the pattern at the same time I did. Now I would have to be extra vigilant. I hoped ATC wouldn't confuse us.
On my second time around the pattern, the controller instructed me to land on 28 Right. Oh, no! He had confused me with the other airplane after all. I knew I had to deal with this problem immediately, so I called the tower, giving my full tail number and position on the left downwind for 28 Left. There was a pregnant silence on the radio. I expected some acknowledgment from the controller, but none was forthcoming. I considered calling again, but I didn't want to nag. Crossing my fingers and hoping I'd resolved the question of my location, I flew my third trip around the pattern.
Now, on the ground, with the so-called "event" behind me, I had to deal with a riled-up controller. How I wished I had called the tower back a second time to definitely resolve any confusion. It was too late now. In a calm and professional voice I said, "I apologize." I told him I thought I had permission to land. And, for good measure, I apologized a second time. He responded with something like "OK, then."
What a surprise--a capitulation! He sounded like a collapsed balloon--no air and no pressure. I would not have thought a simple apology so effective. However, now that I seemed off the hook, I began transitioning my thinking back to flying. When I was ready to take off, I contacted the tower and asked for left closed traffic again. As I started my roll onto the runway, the same controller gave me a discrete transponder code. He now had a way to distinguish my airplane from the other one.
That experience was a good reminder of how important it is to listen to everything that's being said on the radio. Listen to the other pilots, and note their locations and intentions--and listen for how air traffic control is dealing with the workload. It reminded me to never assume I've communicated with ATC until I get a confirming response.
Since I fly in the San Francisco Bay area at a towered airport, with Oakland International Airport next door and San Francisco International Airport close by, ATC plays a big role in my flying life. When I was learning to fly and could barely handle the airplane, let alone talk on the radio at the same time, I felt ATC was there to look after me and keep me safe from other airplanes. After I accumulated more experience, I realized it's my responsibility to keep myself safe, and ATC is a necessary tool for flying in certain airspace.
The majority of my experiences with air traffic controllers has been positive. Whether I use controllers to transit Oakland's Class C airspace, for flight following on cross-country trips, or to land at Hayward or a handful of other towered airports nearby, I usually find controllers are willing to help as much as they can, workload permitting. In return, I try to be as brief as possible, and to speak clearly and distinctly, to facilitate the interaction.
"Learning Experiences" is presented to enhance safety by providing a forum for students and pilots to learn from the experiences of others. It is intended to provoke thought and discussion, acknowledging that actions taken by the authors were not necessarily the best choices under the circumstances. We encourage you to discuss any questions you have about a particular scenario with your flight instructor.
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