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Figure 2
I experienced this very thing on the first “actual” in- strument approach I ever flew in the first IMC I’d ever experienced. As a newly minted IFR pilot, I flew a Cessna 182 on a 40-mile repositioning flight that terminated with an NDB approach into Boonville, Missouri. Breaking out on final approach, I saw another Skylane just ahead and below, crossing the approach course at a slight angle and somewhat faster cruise speed. The block letters spelling “Highway Patrol” atop the other airplane’s wing made it stand out in the murk. Early in my career I learned that the mix of IFR and VFR traffic on a marginal day requires vigilance.
From the MU-2 pilot’s narrative, he was higher than that and the conflicting airplane was higher still. But it reminds us of some collision avoidance techniques to use in and out of the clouds, whether or not the other pilot is legal at the time:
• Be obvious. Run strobes and/or navigation lights if
they do not cause you disorientation in the clouds. It’s sometimes a challenge, but swap back and forth to the advisory frequency and announce yourself. Use distance, direction and altitude so non-IFR pi- lots will know where to look. For example, crossing JOVKU inbound on KHZL’s RNAV (GPS) 28, radio “five miles east, 3,500, descending straight in Runway 28.” If the other pilot is on CTAF
this may help.
• Be predictable. Fly the procedure as published,
including intermediate step-down altitudes. Some- one who is familiar with instrument procedures will be expecting you at specific locations and altitudes and may be plotting to avoid you based on those expectations.
• Be vigilant. Legally near you or not, ATC may not be able to point out traffic as you fly an approach. Especially when breaking out on an approach at a nontowered airport, watch for VFR traffic in and near the pattern.
• Be ready to act. Instrument pilots get tremendous help from Air Traffic Control. But ultimately, the pilot-in-command is responsible for traffic avoid- ance. We all know that we must see-and-avoid when in visual condition even on an IFR flight plan. But even when in the clouds, if a traffic detection device shows a collision may be imminent, maneuver to avoid it and tell ATC later.
None of these suggestions will guarantee collision avoidance all of the time. But each of them will do the job at least some of the time.
Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 Na- tional FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
April 2021 / TWIN & TURBINE • 11
Reporting a “Near Hit”
If you have a close call, reporting your experience might lead to improvements in
the system. When in communication with a controller, report the incident immediately.
A report will be entered into the FAA’s Near Midair Collision (NMAC) reporting program. Be specific as ATC will not interpret a casual remark as an official report. The pilot should state, “I wish to report a near midair collision.” You may also report by telephone to the nearest Flight Service Station or write the nearest Flight Standards District Office. You may also use the Aviation Safety Reporting System (ASRS) – operated by NASA – to report a near miss.
Source: AOPA