Eclipse Jet Circle-to-Land Gillespie Field LOC-D Approach

Circle-to-land approaches do have higher accident rates. Combine a circle-to-land with instrument meteorological conditions (IMC), night conditions, and a fast aircraft and your margin of error declines dramatically.
Saldy, aviation lost two pilots and two air nurses December 27, 2021 on a base-to-final turn near Gillespie Field (KSEE) near El Cajon, CA. A Learjet 35, operated by Aeromedevac, was on a repositioning flight and attempted to land at KSEE with IFR conditions near minimums.
Recently, the FAA updated the RNAV 17 approach to include higher circling minimums (1950' MSL & 3 statute mile Visibility) for Category C/D aircraft. While we don't know why this change happened, we can assume this accident partially contributed to the decision.
We'll be flying this approach again, in a CitationJet, when TFRs allow. We switched to the Localizer Delta (LOC-D) approach since that also has a circle-to-land approach (
The NTSB has a preliminary report of the accident and sites like Kathryn's Report have more information regarding the circumstances of this tragic crash.
Our condolences to the families for their sudden and tragic loss.
* NTSB PRELIMINARY REPORT *
ca-times.brightspotcdn.com/40...
* KATHRYN'S REPORT (N880Z) *
www.kathrynsreport.com/2021/12...
* KSEE INSTRUMENT APPROACH CHARTS *
RNAV 17 GPS: flightaware.com/resources/air...
LOC-D: flightaware.com/resources/air...
#instrumentflying #approaches #flying #avgeek #eclipsejet

[@Cerbium]

great video, very cool to see all this from the sky.

[@PersonalWings]

Thanks for watching. We miss our Eclipse because it allowed us to film shots like this easily.

[@nemo227]

Every detail is important. I had the good fortune to be a visitor in the tower in the late seventies. In those days you could visit the traffic controllers while they worked. We learned a few things.

[@PersonalWings]

they sure do a lot! we just had a jackson center controller share insights about what it’s like in ATC. very helpful and illuminating.

[@darrens.4322]

Thanks for your video. We eagerly await the NTSB opening up the docket to the public, and stating a probable cause with contributing factors. We're into the 28th month since the crash (N880Z) and this is a long time for a NTSB final report. I believe it will come down to an accelerated stall with incipient spin. VFR circle (not any published procedure) in/out of IMC, with difficulty maintaining runway environment lighting. I believe they tightened the turn and either allowed some pitch-up, or climbed due to uncertainty about Rattlesnake Mountain. There is also some suggestion by some that there was a changeover of controls from the co-pilot to captain, at a critical point on the turn from base to final. We shall see, soon.

[@PersonalWings]

Darren your assumptions may be close and we are also awaiting the final report, which usually is completed within 24 months, however the NTSB is still short-staffed.

[@colinpryke8871]

Wingtip camera graphically shows the raised rocky outcrop that they impacted on, at night and in poor visibility it is easy to see how they couldn't have seen it. Makes me appreciate that the few approaches in unplanned circumstances I have flown that I've never encountered such an unexpected feature. Just shows how there can sometimes be such a thin margin between success and failure when flying.

[@PersonalWings]

Colin thanks for your comment. This is one of the reasons why we did the video. One of our channel goals is to promote aviation safety. Tigre and I fly circle to land approaches and have a healthy respect for them. I was just teaching him in the CJ3 into Provo KPVU with a CTL to runway 31. If you have suggestions for other videos let us know !

[@PersonalWings]

Tigre here, they actually never impacted the rocks but descended (in a possible stall) and clipped power lines and cratered into the street. The rocks were likely a shocking sight of rising terrain and may have contributed to any additional turn.

[@colinpryke8871]

@@PersonalWings Yes, most possibly the instinctive reaction to seeing terrain would be to pull back on the yoke, which in an already established turn at low altitude would create a rapid loss of height with no chance of recovery. Such incidents are very sad, but hopefully something that you guys have created a learning experience from so others can avoid in future... It's certainly why I read those accident reports!

[@colinpryke8871]

@@PersonalWings One key theme that you refer to in your videos is the reduced decision time in faster aircraft. As an SEP pilot who has never transitioned to Complex or Light Jet types I'd be interested to see more of this aspect of flying. How do you keep ahead of the aircraft and not let the aircraft get ahead of you, and if it does how do you get the situation back safely...?

[@PersonalWings]

@@colinpryke8871 I've noticed that pilots initially have a Situational Awareness (SA) issue when transitioning to faster pistons, e.g. from a Cessna 172/182 to an SR22. They are used to seeing a dramatic speed reduction with the large flaps on Cessnas and can easily slow down --- that doesn't happen with faster planes with less drag. I see them arriving for an approach, or pattern way to fast. As you move up to even faster airplanes - it is a bigger issue. When I depart on a flight, even before taking off, I'm looking at my destination - even putting ATIS in Com 2 for the destination before I takeoff on shorter flights. I use VNAV tools for descent, and my standard is to be ready to descend (from the upper FLs) 140-150 nm from destination. I get ATIS at least 100 miles out (at higher altitudes), look at prospective approaches even further out (looking at the latest METAR) and usually load one --- although I know it will change. When within 30 miles (minimum) of my destination, I know my approach from ATC (or requested). My SOP is to be at approach flap speed 10 miles from the FAF (15 miles from an airport). I may not put them down yet - but I'm ready. At least 5 nm from FAF (10 from airport) I have approach flaps, on a precision approach - gear down 1 dot above GS/GP, landing flaps at GS/GP intercept (or second notch in Cessnas, etc.) and 8-10 kts above Vref (sometimes faster in the jets). 1000 AGL fully configured, with Vref ALWAYS by 50FT AGL. I'm always prepared to do a go-around (VFR) or a missed approach (IFR) if I'm not set up properly. I also practice them every month - even with 13K hours. If I do screw up an approach, too fast, too high etc. before that time I've asked ATC for another approach. I've only done that a few times, however I don't mind asking. It doesn't matter which airplane I'm in - from our T206 to the Jets. Since I may fly 4-5 different types each week, I need SOPs. I'm always looking ahead and planning.

[@manifestgtr]

This video is awesome…great job on your end….but wow, there is a lot of clueless sounding frequency banter going on here. Unfamiliar with the field, requesting vague “information” from a busy tower? How about familiarizing yourself as best you can before leaving the ground? I feel for this tower controller, man…my goal is always to do my homework 100% plus some on top in case of a contingency, then work myself through the system as safely and efficiently as humanly possible.

[@PersonalWings]

thx. preflight is crucial and research before lighting the fires is essential.