Page 34 - Volume 20 Number 7

The Go-Around
Yet another issue is that, after go- ing around, the Citation pilot flew a left-hand traffic pattern to a runway for which right traffic is prescribed (see “RP18” on the Sectional chart in figure 1). This meant that, on its down- wind, the Citation was about aligned with the approach into Beech Field, flying opposite the direction of traffic. And, in order to maintain VFR, the jet would have had to remain below about 600 feet AGL. If an IFR airplane broke out on Beech Field’s approach the Citation might have been in direct conflict with that traffic.
We cannot excuse the Piaggio pilot for failing to visually clear the final approach and for not making a radio call on CTAF, as a back-up to visual scanning. But if the Citation pilot had complied with the Federal Air Regulations it’s most likely the controller would not have given the Piaggio pilot the release that prompted his taking the runway in front of the jet.
Figure 4
You Have to Look
Notably, there’s nothing to in- dicate the vertical limits of Class E airspace around non-towered airports on instrument approach charts or IFR Low Altitude En Route charts. You have to look at the VFR Sectional Chart to know the base of the Class E airspace. Yet, this is vital information to know before you can decide to cancel your IFR clearance before landing.
There’s a difference between flying a visual approach (while still on an IFR clearance) and cancelling IFR to fly under Visual Flight Rules. People may think “one mile and clear of clouds” is the standard for a visual approach, but it’s only good for VFR flight in Class G airspace, or if you request, and Air Traffic Control grants, a Special VFR clearance in Class D airspace or the surface area, where Class E extends to the ground (as at Jabara).
Making yourself aware of “all available information” (FAR 91.103) means knowing this as well. That’s one reason I use the Sectional Chart view on my Electronic Flight Bag during IFR flights unless I have a specific need to check information on the Low Altitude En route.
You’re a VFR Pilot
Many pilots tell me they file and fly IFR every time they fly, regardless of weather conditions, because it’s easier and they “don’t have to worry” about airspace rules and regulations. They’re absolutely correct that flying IFR takes a lot of the guesswork out
of airspace clearances. However, we still have to be aware of the Visual Flight Rules cloud clearance and visibility requirements for controlled (and uncontrolled) airspace, even if we “always” fly IFR ... because as soon as you cancel IFR before landing, or you take off visually to pick up a clearance in the air, you’re a VFR pilot.
Had the Citation pilot not acted quickly and correctly to go around from his visual landing, and side- stepped away from the runway to avoid the rapidly-climbing Piaggio turboprop, and if a collision had in fact occurred, then it’s possible that cancelling IFR when conditions did not permit it might have been found to be a contributing factor. Most likely, under the conditions that existed at the time of this near collision, VFR cloud clearance rules and good operating practice would have required the Citation pilot to cancel his IFR only after landing.
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All pilots, including “always IFR” fliers, should review the airspace and VFR minimums information in Chapter 14 of the Pilot’s Handbook of Aeronautical Knowledge. Knowing and following the rules that apply when you are a VFR pilot just might
prevent a collision. T&T •
Thomas P. Turner is an ATP CFII/MEI, holds a Masters De- gree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
32 • TWIN & TURBINE
JULY 2016