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But in all but Class G airspace, the requirements are greater. Above 10,000 feet the separation requirements are greater still. The reality is that VFR minimums exist solely to prevent collision with an IFR airplane legitimately popping out of the clouds. That’s why the VFR limits are reduced in Class G airspace – without ATC control, it’s unlikely to see IFR operations under most circumstances (back to that shortly). At higher altitudes, IFR traffic is often flying faster, requiring a greater amount of time (distance) to see-and-avoid.
A few other possible scenarios for the VFR pilot in this near-collision – an airplane in distress, operating on a dif- ferent ATC frequency combined with lack of coordination among controllers – but they seem unlikely.
Approaches at Nontowered Airports
The National Business Aviation Association (NBAA) has published, “Operating into a Non-Towered Airport?” The document is aimed primarily at the issue of closing contract control towers, turning Class D airspace into Class E and often Class G close to the surface, but the core issue remains collision avoidance. The guide states:
When approaching the airport, crews should also make a point to keep their eyes outside the cockpit in order to see and avoid other traffic and monitor the radio to help ascertain the positions of other aircraft in the vicinity. Pilots should also
communicate their position and cooperate with other pilots in the area to establish the safest approach to the field, with the least potential for conflict with other traffic.
This is fairly basic guidance and is prefaced by this statement:
...pilots operating under an IFR flight plan to a...non- towered field will need to be prepared for the transition from the positive control environment of instrument flight when approaching their destination. These are skills that all busi- ness aircraft pilots should be familiar with but now will have to be applied at locations with newly closed control towers....
Well, yes, business pilots not only should but must follow the rules of visual flight in non-towered and uncontrolled airspace. See and avoid is the first and last defense, re- gardless of the aircraft type or performance.
FAA issued Advisory Circular 90-66B, “Non-towered Airport Flight Operations,” also provides basic guidance: The pilot in command’s (PIC) primary responsibility is to see and avoid other aircraft and to help them see and avoid his or her aircraft. Keep lights and strobes on. The use of any traffic pattern procedure does not alter the responsibility of each pilot to see and avoid other aircraft. Pilots are encour- aged to participate in “Operation Lights On,” a voluntary pilot safety program described in the AIM, paragraph 4-3-23, that
is designed to improve the “see – and – avoid” capabilities.
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April 2021 / TWIN & TURBINE • 9