Did These Pilots Really Make A Mistake? We Called The FAA To Find Out More. Though we were VMC, at an uncontrolled field our thoughts were focused on landing and not going around. In a post-flight debrief, we both realized since we did not cancel flight plan in the air we were technically still on an IFR flight plan. We also communicated with aircraft that was following us and advised them of our situation made visual contact to follow them. Obviously realized he was right and told him we initiated a go-around for a wind shear alert stayed in VMC conditions communicated with CTAF our position and intentions. A very irate ATC individual asked what we had done and told us we were still on an IFR flight plan and we needed to contact him on our go-around. After landing and clear of the runway we contacted ATC to cancel our flight plan. I eventually made visual contact with the aircraft and extended our downwind to follow the aircraft. I contacted the aircraft to follow and requested their position and advised them of our intentions. We remained on CTAF while we cleaned up the aircraft for another visual to RWY 08. We initiated a go-around and advised CTAF of our go-around and advised CTAF we would enter left traffic to return for a visual to RWY 08. At 30 ft AGL over the landing threshold airspeed increased around 15 knots above Vref and then the amber wind shear annunciator illuminated. Our approach to landing was smooth with light winds and no turbulence. Just before we changed frequencies we heard Denver talking to the aircraft to follow us was about 40 miles behind us. We transitioned to a visual approach and reported to CTAF a 3 mile final and short final visual RWY 08. In hindsight our biggest mistake, we should have canceled when we had the visual. Denver Center told us to contact CTAF at RIL and cancel with him in the air or on the ground. We had RIL in sight and let Denver Center know. Upon reaching WOKPA we made contact with Denver Center. Meanwhile, we heard other traffic being vectored for the approach to follow us into RIL. We went back to the previous frequency where we were instructed to continue trying on the new frequency. Attempts to reach Denver Center on the new frequency were unsuccessful. We were cleared for the approach following crossing HUGSI to RNAV (GPS) Y RWY 08 and were requested to change frequencies to another Denver Center. We requested the RNAV (GPS) Y RWY 08 into RIL. Denver Center vectored us south of RIL to avoid some of the reported turbulence and bring us into RIL from the west. Weather was also reporting VFR conditions. We then checked winds at RIL, showing that winds were light and slightly favoring Runway 26. Denver Center issued weather alerts for moderate to severe turbulence in the Denver area including mountain wave activity due to high winds aloft. Reroute was given and we continued toward our alternate. Upon reaching Denver Center, we advised them of the weather at ZZZ and asked to be rerouted to our alternate RIL. A series of graphics explaining each step of the missed approach directly above the "minimums" section of the approach plate.Įnroute to ZZZ we received a weather report which informed us that winds at ZZZ exceeded our tailwind landing limitations.A graphically depicted missed approach on the "plan view" section of the chart (pictured below).A written missed approach procedure at the top of the page.You can find the published missed approach procedure in three places on an approach chart: You can go missed on instrument approaches for plenty of reasons, like failing to make visual contact with the runway environment, conflicting traffic, etc. If you're cleared to fly an instrument approach, you'll brief and plan to fly the published missed approach procedure on the chart. When flying under IFR, you'll usually follow two kinds of missed approach instructions in the event of a go-around. Planning Your Go-Around Is Usually Straightforward But what if you're flying a visual approach under IFR to a non-towered airport and have to go-around? Should you contact ATC right away, or fly a visual traffic pattern and land? We talked to the FAA to find out more.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |