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In another incident, a GA pilot flying a low approach to a
non-Towered field had a near mid-air collision with a noncommunicating
C-172 departing from an intersecting runway.
n When flying my Mooney M20-F into [the] field,
I decided to fly a low approach on Runway 4/22 to
get a feel for the winds that were steady at 20 knots.
I radioed my first position 3 miles out from the field
and requested traffic information. There was
no response. I set up for a 45 to midfield
downwind left traffic pattern for 4/22
and made at least 2 more radio calls
on the CTAF frequency 123.0 stating
my position and intentions to fly a low approach on 4/22.
While executing the low approach, a Cessna 172 passed over the
top of my airplane at the intersection of Runway 4/22 and 31/13. He
had taken off from Runway 31 without making radio calls, listening
to radio calls, or checking for traffic.
Be Aware of IFR/VFR Traffic
A non-Towered airport may be an airport without a Control Tower,
or an airport where the Control Tower operates part-time. At either
type of airport, IFR aircraft may be making straight-in or other types
of approaches, while VFR aircraft are flying standard traffic patterns
to the active runway(s). This situation is especially likely to create
conflicts in low visibility conditions.
Here is one such example, in which a corporate IFR aircraft was
cleared for an RNAV (GPS) approach in IMC conditions, and
experienced a near-mid-air collision with issued VFR traffic. Reported
altitude of the encounter was 2,200 feet MSL.
n I had been issued approach clearance for the RNAV approach
to Runway 19 at [a] regional airport. After crossing the initial
approach fix…the Controller issued a traffic advisory for a VFR
aircraft just to the north of the intermediate fix. I saw him on TCAD
[Traffic and Collision Alert Device] and switched over to the CTAF
frequency and advised him or her that I was on the approach and
heading toward him. I received no reply, but the aircraft started
turning toward me and climbing. I had told the Controller I would
make a 360-degree turn to the right to give the other aircraft time
to do something. He did it wrong, he turned toward me after I told
him where I was. He may not have been on that frequency when I
saw him turning toward me. I dove my aircraft sufficiently to have
the TCAD start yelling sink rate. He passed directly overhead at
somewhere between 50 to 100 feet above me. At that time I broke
out of the clouds and visually recovered. I went around, climbed
back to altitude, and rejoined the approach.
I never saw the other aircraft visually. I told the Controller that I
had been solid IMC throughout the entire avoidance until I broke
out. The Controller was very helpful throughout.
In another example of IFR/VFR traffic mix, an air carrier on an ILS
approach to a non-Towered field experienced a conflict with a VFR
aircraft practicing the same approach.
n While descending we were cleared for the ILS for Runway 7
and ATC told us that there was VFR traffic to our north and that
it was unverified. We told ATC we were looking for traffic. ATC
then advised us that frequency change was approved so we could
monitor CTAF frequency since this is an uncontrolled field. We
had been cleared direct to the FAF and cleared for the ILS 7. We
made our initial calls on CTAF trying to reach the
VFR traffic. They were initially north of the approach
and I thought they were doing maneuvers. We then
heard the traffic state they were turning inbound on the
procedure turn for the ILS 7. I guess they were practicing
approaches while VFR. This is the time we noticed that they
were turning inbound right towards us. We were now just over
the FAF and the traffic was on a dangerous course towards
our aircraft. To prevent a collision, the Captain turned to
the south to avoid the VFR traffic and said we will have to
make a 180-degree turn…so we would remain clear of the
VFR traffic…The rest of the approach was uneventful….
Number 364 April 2010
16 with no radio calls and without flying a pattern. The calm wind
runway is Runway 34. The PA-25 did take evasive action to avoid
coming nose-to-nose with the MU-2. After talking with the MU-2
pilot he advised that he was not aware of the frequency change that
took place a year ago even though he flies in weekly. Neither his
charts, nor AFD [Airport Facility Directory] were current.
A corporate flight crew failed to see an important NOTAM for an
unfamiliar non-Towered field.
n We had been cleared for a visual approach to [non-Tower] field.
We tried to call on UNICOM, but got no reply. Due to the proximity
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