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A depiction provided in ground school of the terrain surrounding PAJN, which is shown in red. The red is what you will hit on a Runway 08 IMC departure or missed approach if you do not stay tight to the airport. The desired path is the yellow one. In a Lear 45, this requires a 30-degree bank, flaps at 20 degrees and speed no more than 140 knots. Once back at SSR and in the holding pattern, Scott and I change seats and it is his turn to play the game. I have flown into PAJN several times and the simulator visuals are quite realistic. As a result, when arriving at CGL, I know where to look, and can just barely see two strobes at about 10 o’clock. I call, “Strobes in sight.” Scott says, “Continu- ing” and starts a descent, being careful to stay above the 400-foot ridgeline to the west of the runway. As he slows down, he begins a slight left-hand turn to widen out our path to the runway. Finally, about 30 seconds from touch- down, the runway lights become visible and we both call out, “Runway in sight.” The simulator throttles don’t power back like a standard King Air, and as a result, we are buzzing along over the approach zone still doing 120 knots with no hope of a successful flared landing. Scott in- stead plants the airplane on the runway and calls for immediate reverse. Even though the rudder pedals are twitchy, he manages to get the machine stopped on the white line way down at the far end. As we wrap up, our simulator instruc- tor says, “You guys did a good job.” I take this to mean I did not exceed the one-mile limit from the airport, we did not hit any mountains and as a crew, we managed to make the tight weather- based “missed approach” vs. “continu- ing” calls successfully, then land without incident. An hour later, we leave the session with “Special Authorization Cer- tificates” in hand. Even though now fully “certified,” I still think that for much of the year getting into Juneau is a problem. Fly up there and try it sometime. knots or less, and 1,540 and 3 if between 120 and 140 knots. The missed approach point is Cochlan Island (CGL) which is still 3.2 miles from touchdown. Now, if you have been reading carefully, you will have noted that a 2-mile minimum visibility is required, but the MAP is 3.2 miles from the runway...how does that work? When at CGL, what you are required to see is not the runway per se, but the strobe lights (JNUA RLLS) well to the west of the runways approach end. And to make sure you are not confusing the strobes with someone’s house light, you are required to see two of them. So, back in the simulator now, I have not seen the ground since 100 feet after takeoff. We have arrived at the Sisters VOR (SSR), turned around in the holding pattern at 5,600 feet and are headed 007 on the NoPT (no procedure turn) transition back to the LYNNS inter- section. At LYNNS, we turn right 64 de- grees to 071, which is the final approach course. From there, we descend to 3,500 feet to the BARLO intersection, then to 1,020 feet until reaching the MAP at CGL. The tricky part is that we have no certainty if the simulator has been set to barely let us see the strobes at CGL or if they will be hidden by weather, in which case we will promptly have to execute a rather unusual missed approach. If doing 120 knots at CGL, we will have less than 5 seconds to make that deter- mination. It is how pilots handle that brief time interval and the maneuver which follows that determines if they get the approval or not. Proceeding further toward the runway places one in a canyon from which a turnaround in IMC conditions without hitting terrain is nearly impossible. Hitting the nearby mountainside at 120 knots would (and has) kill all onboard. As we start down on the approach leg on heading 071, I tell Scott sitting to my right that I will be “eyes in” and he is “eyes out.” If he does not see the strobes at CGL, I will immediately execute a missed approach with the required 30-degree banked right-hand turn and start a climb. The other requirement is that the airspeed is kept down because if allowed to get too high, it would increase the radius of the turn which would re- sult in crashing into the mountains that are invisible in the clouds just to the southwest. I am paying close attention as the ADF needle set on CGL twitches slightly and cannot help but ask, “See anything, Scott?” His reply is a discour- aging, “Nothing, still looking.” A couple of seconds later, the ADF swings through 90 degrees to the left indicating we are passing CGL. Scott calls out “no lights,” and I say “missed approach” and immediately roll into the required right-hand turn in a 30-degree bank, pitch up to 15 degrees, push power all the way in, then slowly back it off to stay under 120 knots. I call for gear up, flaps up and ask Scott to set the heading indicator to 280. Given that a 30-degree bank puts you way over a standard rate turn, the airplane quickly arrives to the heading, at which time I change the flight director to NAV, turn on the autopilot and f ly direct to Barlow, then SSR. Kevin Ware is an ATP who also holds CFI, MEII and helicopter ratings, has more than 10,000 hours and is typed in sev- eral different business jets. He has been flying for a living on and off since he was 20, and currently works as a contract pilot for various corpo- rations in the Seattle area. When not working as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com. 30 • TWIN & TURBINE / August 2019 Jet Journal