circling – Aviation News Talk

301 San Diego Cessna 340 Crash – the Perils of not Understanding Circling and Visual Approaches

Max talks about why the pilot of a Cessna 340 in San Diego turned right instead of joining the localizer and later crashed. It all came down to the pilot’s lack of understanding of how to fly a circling approach, and his inability to communicate that he’d like to switch to a visual approach. This miscommunication led to a controller sending him back into IMC for a second approach. Sadly, at the time, the pilot was in VMC and was preparing to land. ATC audio provided by LiveATC.net

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Mentioned on the Show
Spatial Disorientation
Instrument ACS
Final NTSB Report – N7022G Cessna 340
NTSB Docket for N7022G
Pencil Whipping or falsification

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216 Learjet Crash update, PIREPS made simple with Virga App + GA News

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Summary
216 Max discusses the San Diego Learjet crash and how Garmin and ForeFlight Visual Approaches could have been used by the pilots for better situation awareness. He also talks with Matt Lane about using the Virga App to enter PIREPS with the Aviation Weather Center. A listener talks about his experience with flash evaporation, which prevented anti-icing fluid from covering his wings.

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Mentioned in the Show
ForeFlight Video: Visual Approaches And Traffic Pattern Altitude
Fly Virga App on iPhone App Store

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Max Trescott’s G3000 and G5000 Glass Cockpit Handbook
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214 San Diego Learjet Crash – Interview with Rob Mark

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Summary
214 Max talks with Rob Mark about the San Diego Learjet Crash in El Cajon, and early clues that this landing wouldn’t succeed. The air ambulance flight crashed in poor weather, after canceling IFR, as required at night to land on a longer runway. A poorly flown traffic pattern at low altitude sealed their fate. Max and Rob asked pilots to think about when they would have diverted, if they were flying.

N880Z, a Learjet 35A, crashed while landing at night at Gillespie Field in El Cajon, north of San Diego. The crash was where the base intersects the final, which is a classic location for stall/spin accidents. The aircraft flew a traffic pattern that was lower and farther east than usual, and they were headed straight for Rattlesnake Mountain, which was a couple hundred feet higher than the aircraft. The aircraft crashed about 0.1 miles from the base of the mountain on Pepper Drive. There were no survivors.

The air ambulance flight originated from John Wayne Airport, which was a short, 18-minute flight to Gillespie. The weather at the time was at VFR minimums and IFR minimums for circling. The weather was 3 mile visibility with mist and a broken layer of clouds at 2,000 feet and an overcast layer at 2,600 feet.

The two-pilot crew flew the RNAV (GPS) 17 approach, which has LP minimums of 1,360 feet, for a straight in landing to runway 17. However runway 17 is more than a 1,000 feet shorter than runway 27R, and when the aircraft was approximately 3 miles north of the airport, they cancelled IFR and requested to land on runway 27R. Circling to runway 27R is not permitted at night when flying IFR, which is why the crew cancelled IFR, so that there were legally permitted to land on 27R.

The aircraft crossed overhead the airport very low at 725 feet, less than 350 feet above the field elevation of 388 feet. The aircraft then climbed to 950 feet in a left traffic pattern to 27R. The aircraft flew a traffic pattern that was farther north and east than their prior circles to runway 27R. This resulted in them flying directly toward Rattlesnake Mountain.

Mentioned in the Show
Rob Mark’s JetWhine.com blog
Ep. 199 – IFR Circling Approach Hazards & Tips for Flying Them
ICAO: Circling 25 times more risky that straight-in with glideslope
Ep. 114 – Get-There-itis Accidents, Red Flags, and Tips for Avoiding Them
PAVE Personal minimums checklist
FAA’s Personal and Weather Risk Assessment Guide

Max’s Books – Order online or call 800-247-6553 to order.
Max Trescott’s G3000 and G5000 Glass Cockpit Handbook
Max Trescott’s G1000 & Perspective Glass Cockpit Handbook
Max Trescott’s GPS and WAAS Instrument Flying Handbook

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199 IFR Circling Approach Hazards & Tips for Flying Them + GA News

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Summary
199 Max talks about the accident rate, common mistakes, and offers tips for flying IFR circling approaches. ICAO says circling approaches have 25 times the risk of a straight-in approach with vertical guidance. The size of the protected circling area changed in 2013. In the circling area, TERP requires a 25° bank angle. Pilots often fly a downwind that’s too close and overshoot the base to final turn.

News Stories

Mentioned in the Show
ICAO: Circling 25 times more risky
ICAO: Doc 8168, Aircraft Operations
International Safety Association: Circling Approaches
FAA Expands Size of Protected Airspace for Circling Approaches
Suggestions for increasing safety on circling approaches
‘Launchpad’ Marzari – GoFundMe Memorial Brick at EAA
NAFI YouTube interview of CFI Max Trescott
Last SDF Instrument Approach in U.S.
Pilatus PC-12 Helps Reopen L.A. School District

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172 How to Choose an Instrument Approach, RH of Opposing Bases, Syringe Pilot Shares Details + GA News

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Summary
172 Max talks about factors you should consider when choosing an instrument approach. Plus, we talk with Samy Kramer, the German pilot in the news for drawing a syringe. Air traffic controller RH of the Opposing Bases podcast answers listener questions.

News Stories

Mentioned in the Show
Samy Kramer’s Instagram
Max Trescott’s GPS and WAAS Instrument Flying Handbook
Opposing Bases podcast
Mayo Clinic Clear Approach Podcast: Diabetes

Videos Mentioned
Slow Speed Citation Crash

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Get Max Trescott’s G1000 and Perspective Glass Cockpit Handbook, now in its Fifth edition. Call 800-247-6553 to order.

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146 Understanding WAAS GPS Approach Minimums + GA News

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Summary
146 Max talks about the seven different kinds of minimums used on WAAS-based GPS Approaches. These include LPV, LNAV/VNAV, LNAV, LP, LNAV+V, LP+V, and circling minimums. To measure GPS errors, the FAA has installed GPS receivers at 38 locations in North America. Error information from these sites is uplinked to two new geosynchronous satellites that retransmit it to WAAS-capable receivers.

News Stories