Page 6 - March21T

It was a dark and humid mid-October night in northwest Arkansas. A low-pressure system was straddling the state, immersing the region in moist, dense air. Numerous rain
showers had moved east leaving behind a low raggedy cumulostratus cloud deck that evening.
My husband and I had just finished dinner when we heard the growl of a single Lycoming engine and the sound of a prop set at high-pitch. Living under the approach and departure corridor of the Rogers, Arkansas airport, we are accustomed to hearing aircraft fly over daily. But tonight? A single-engine piston aircraft flying in these conditions after dark? Being weather geeks and pilots, we are both habitually attuned to changing weather conditions. We reached for our phones to look at the current METAR:
KROG 192355Z AUTO 31005KT 10SM OVC004 11/10 A3006 RMK T01100100
Okay, not bad. So why was this aircraft going missed on the ILS Rwy 20? He should have been able to land given the current ceiling. Next, we pulled up FlightAware and saw that the pilot of a Cessna 182 had departed Branson West Municipal Airport (KFWB) in Missouri, an uncontrolled field some 40 nm to the northeast. Upon shooting the missed approach at KROG, it appeared the pilot was headed back to KFWB.
The METAR at KFWB looked worse and was deteriorating:
KFWB 192315Z AUTO 00000KT 1 1/4SM BR OVC002 11/11 A3007 RMK AO2
KFWB 192335Z AUTO 00000KT 3/4SM BR OVC002 11/11 A3007 RMK AO2 LTG DSNT E
KFWB 200035Z AUTO 00000KT 1/4SM FG OVC002 11/11 A3008 RMK AO2
Looking at the TAF’s the weather was well-forecasted: TAF KROG 192320Z 2000/2024 25008KT P6SM OVC006 The closest TAF from his departure airport was Branson
(KBBG), which was forecasting calm winds and an overcast ceiling of 200 feet:
TAF KBBG 192328Z 2000/2024 00000KT P6SM BKN004 OVC020
Not only was it dark and the weather not good, the entire route is located in inhospitable terrain amidst the Ozark Mountains and near several lakes.
We continued to track the aircraft as it seemed to be setting up for the RNAV 03 at Branson West. The aircraft made a turn toward the initial approach fix EDJON and then appeared to begin its descent. Then, just outside the final approach fix, the plane started an inexplicable left
4 • TWIN & TURBINE / March 2021
by Dianne White
turn. It appeared to be circling back toward the initial approach fix. The plane wasn’t flying the published hold, as that procedure is depicted outside of the IAF and on the southeast side of the final approach course. This pilot was turning the opposite way INSIDE the IAF.
We continued to watch as the plane once again lined up on the final approach course, crossed the FAF, and eventually disappearing from FlightAware. Considering the weather conditions and the peculiar flight path, we were puzzled and alarmed about the fate of the aircraft. A call to Razorback Approach, which provides ATC services for the area, confirmed the aircraft made it safely on the ground.
After giving a big sigh of relief, we couldn’t help but get a little incensed. Why would a pilot undertake an obvious training flight in a single-engine piston, after dark, in conditions near or at approach minimums? And what was up with that non-standard turn at or below the MSA for the approach?
Was it legal? Yes. Was it smart? I contend no.
Performing as PIC of an aircraft is a constant balance of risk evaluation and mitigation. It is impossible to remove all risk – only staying on terra firma will assure that. Thus, no
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