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Author Topic: SR22 Crash at MLB  (Read 13822 times)
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« Reply #15 on: March 03, 2012, 06:38:31 PM »

It is clear that the controller was momentarily confused between 7ER on a mile and 4SR, which caused confusion then to the pilot in 4SR.   Although the controller approved a long landing to 4SR, he did not clear him to land, but neither did he give 4SR sequence.  Hence the confusion.  4SR ended his "approved for long landing" comm with "cleared to land" and the controller did not correct him.  The controller actually asks 4SR if he had the Cirrus on a mile final (I am not sure of 7ER type), but the only Cirrus I heard in the comm was 4SR. 

I am 99% sure that the controller does say "[(long landing approved) this part was barely intelligible] and 9R cleared to land."  There was a SR22 (1DA) on final based on the earlier transmissions.  7ER was on final for 9L behind arrow 23T, 7ER was the Cessna ATC would have had to extend 4SR 6 miles to follow if he was to land 9L.   

My best guess is that ATC was glad to accommodate the long landing since 9R helped them both but failed to mention 1DA.  Possibly in his mind he thought he did tell him to extend but due to high workload did not. You can hear in the transmissions that he was starting to struggle.  I say this because of a few duplicate instructions showing he was not recalling if he had given certain instructions.


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« Reply #16 on: March 04, 2012, 02:58:53 PM »

Student pilot from MLB here...
What I think the problem here at MLB is probably the controller overload...
MLB has average 366 flight a day, but because of how runways are designed, crosswind component can easily goes up to 15+kts, and GA flights has to be cancelled. Therefore most people fly as much as they can during fine days.
As far as I know, the controller who is on duty during the accident has the longest duty time. I can hear his voice almost every time I fly, and he usually do ground frequency at the same time. Because of that, he sometimes forgot or mistaken aircrafts' position.
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