The pilot may have been unfamiliar with uncontrolled
airports and contact approaches. Part 135 requires that an
active flight plan [ or other flight locating procedure] for
passenger carrying flights. A King Air 90 will normally fly
the approach at 120-140 KIAS, but can slow to 100 KIAS or
even a little less at light weights. The pilot should
inquire about alternate communications procedures at such
airports and switch to CTAF as soon as possible to announce
position and help with joining the pattern. The pilot could
advise ATC that the GPS approach would be flown into VMC and
then the approach would be complete as a contact approach,
which puts the flight path and altitudes at pilot's
discretion.

This is a high work-load for a single-pilot.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.





"Al" wrote in message
...
| Thanks for your comments, let me amend the original
post.
|
| The conditions that brought this up we
|
| 1500' ovc, 5 miles, wind 160 @ 15 gusting to 20
Rainshowers & Terrain all
| quadrants.
|
| The aircraft was a 90 series King Air on a GPS-B approach
|
| Seattle Center on the #1 comm, and lost comm due to
terrain below 3000msl.
|
| Unicom on the #2 comm, and listening to VFR traffic from 4
airports while
| above 2500', and 2 airports(Roseburg & Felt) when below
2500msl.
|
| To cancel IFR, it is either by phone on the ground, or by
RCO to FSS.
| Obviously no radar.
|
| The King air broke out about 2 south of the airport, with
a touch and go
| C-172(with a bad radio), & an RV6 in left traffic for 16.
|
| The King air driver said he was unable to cancel, and felt
obligated to
| comply with the published procedure.
| He also said that due to rainshowers, he was unable to
keep the traffic in
| sight.
|
| Class "E" airspace starts at 700' AGL over the airport &
conditions were
| VFR.
|
|
|
|
| Jim Mackin said: "There are no instrument approaches in
Class G" and for the
| most part I agree. In this case you are in class E until
below 700' agl.
| However, even there you are still operating under IFR. You
do not need to
| maintain the required VFR cloud clearance, and you may
operate at less than
| 3 miles. At the same time, you are mixing with VFR
traffic.
|
|
| Steven P. McNicoll said "See and avoid them.", and I
wholeheartedly agree,
| with the caveat, "if you can".
|
|
| Al CFIAMI
|
|
|
|
|
| "Sam Spade" wrote in message
| news:0Xt%f.14252$bm6.10450@fed1read04...
| Al wrote:
|
| At our home field, KRBG, Roseburg, Oregon, we use left
traffic for both
| ends of our RWY 34-16. The approach procedures cite
"Circling east of the
| rwy 34-16 centerline not authorized". What do I do
when I break out, and
| have to "circle west of the centerline for RWY 16",
while VFR traffic is
| flying the normal left traffic(east of centerline) for
RWY16?
|
| Al
|
|
| If the weather is VFR you are well-advised to take this
into consideration
| at an uncontrolled airport. If feasible you should stop
descent at
| pattern altitude and join the established VFR traffic
pattern.
|
| If the weather is below VFR then you are *required* to
adhere to the IAP's
| requirements as to circle-to-land.
|
|