Once upon a time, long ago, only an ILS got you to the ground in seriously crappy weather and the FAA protected that arrival from local “VFR” traffic with a 700agl echo transition airspace (and even a surface area echo). This assured some legal separation for IFR from VFR traffic. But now we fly LPV approaches into almost every small county field right down into the weeds but the FAA provides no airspace protection. You are IFR in the clouds down through the uncontrolled airspace into all kinds of local flight possibilities; potentially operating “one mile clear of clouds” with no radios!

Let’s review this quickly so we understand the problem clearly. When Orville and Wilbur were flying, everything was G airspace or “go for it”; no IFR, no serious restrictions. But as the instrument flight system was created, the 3 mile visibility minimum was created in controlled (IFR) airspace and the “buffer” of 2000 horizontal, 1000 above and 500 below was created to provide separation VFR/IFR. Visual separation was at least possible for faster moving IFR plane transitioning into visual at a smaller, non-tower; and remember no communications are required. These fields look like Watertown if an ILS is in place; protection to the surface. On the other side of the equation is the IFR approach plate which seemingly insures a safe descent from the clouds.

But with the advent of the many wonderful RNAV IFR letdowns into smaller county fields – right down to the ground – our current airspace now provides no separation for IFR operations from the local traffic potentially operating “one mile clear of clouds.” The even scarier issue is no requirement for communications at these non-tower fields. (And remember, I own a 1946 7AC Champ and love “low and slow”). Take a look at Raleigh Executive Jetport (KTTA) with only a 700agl Echo transition airspace. This field has an ILS approach that goes right down to 200agl in the clouds and records 172 operations a day at this busy reliever airport. You are “flying naked” into the “go for it” (G) airspace!  This is just crazy.

This all was all precipitated by the latest VFR sectional, where the 700 agl transition around my local airport mysteriously disappeared on the last issue of the VFR chart. With RNAV approaches down into the weeds, anyone could be flying up to 1200agl “one mile clear of clouds” (and don’t think this does not happen). The FAA needs to get serious about this IFR/VFR separation problem. We have fast movers shooting these approaches everyday and the potential for collisions is definitely an “accident waiting to happen”. Fly often (and safely).

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About the author 

David St. George (Lifetime Member)

David St. George learned to fly at Flanders Valley Airport in 1970. Proving that everyone is eventually trainable, he became an FAA Gold Seal Flight Instructor for airplanes (single and multi, instrument, and glider) and serves the Rochester FSDO as an FAA Designated Pilot Examiner. In this capacity, he gives flight tests at any level from sport pilot to ATP and CFI. For 25 years David was East Hill Flying Club's 141 Chief Instructor and manager. David holds multi and single engine ATP pilot certificates, with pilot ratings for glider and seaplane and several jet type ratings. He recently earned his 13th renewal as a Master Instructor and owns an Aeronca Champ so he can build hours for that airline job! http://learnturbine.com

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