Albert Whitted RNAV (GPS) 18

Throw in busy events or seasons, and you can have overworked controllers and oversaturated airspace in the blink of an eye. Tampa-St. Pete falls into this category. Tampa International (TPA) is the hub of all of this, but St. Pete-Clearwater International (PIE) is less than 8 miles away, and MacDill Air Force Base (MCF) sits under the final approach corridor to the north runways of TPA. Scattered throughout are a multitude of small general aviation reliever airports, to say nothing of the obstacles of buildings and development around the area. Spring break, NCAA events, and the Super Bowl—not to mention Sun ’n Fun—can multiply the normal flow of traffic in the area.

I recently flew my Piper Arrow down to spend some time in the sun and the warm temperatures. Albert Whitted (SPG) is one of my favorite airports and close to my destination. Coming in from the north to SPG, I was routed to Ocala (OCF) VOR, DADES, direct. I’ve done enough airline flying down here to know that after DADES I would be vectored based on whatever Tampa Approach needed me to do to keep me out of the way while getting me to my destination.

The winds were shifting all afternoon, and on my initial check-in, the controller told me to expect Runway 18, but that I needed to be ready for a change. I requested the RNAV (GPS) approach, workload permitting. No promises were made, and the frequency was jammed with airplanes coming and going, mostly airliners filled with spring breakers, those that were sunburned and those about to be. I was told to maintain my heading after DADES, and as I passed Tampa Exec (VDF), I was turned westbound, which left me optimistic, so I loaded the approach into my GPS and reviewed the particulars.

The PIE VOR sits right on the field of the Clearwater airport, which is a busy hub for Allegiant. I figured that to avoid the procedure turn (and the subsequent increase in ATC workload), I’d need to be vectored at least a couple of miles beyond the VOR so that I could slow down and make an intercept worthy of the name onto the 157 radial. There is a note that several radials off the VOR will not allow for a procedure turn. I haven’t had to do a procedure turn in years, and I didn’t plan to start today. After crossing the VOR no lower than 2,000 feet there is a 5.2-mile leg to RUTHV that has a floor of 1,700 feet. After RUTHV, there is a right turn of 15 degrees to 172. Speed control here, especially in a faster airplane, is critical to keep on course without any wandering. I’d also be doing this with my autopilot on to manage the workload while also allowing me to stay aware of what is going on outside the windows. ATC had already warned me about multiple traffic threats, and my traffic display showed a few more.

After RUTHV, the descent continues down to a minimum descent altitude of 480 feet msl—but it does so on a 4-degree glide path, not the 3 degrees we so often take for granted. As if this isn’t enough, the final approach course is offset by a whopping 12.67 degrees to a runway that is only 2,800 feet long and ends at the water’s edge. Coming in over downtown St. Pete, the need to clear a lot of concrete and still descend is obvious. In fact, on a clear day, it’s easy to get taken in by the view, which is spectacular. Tropicana Field, Tampa Bay, and the Gulf of Mexico all vie for your attention. The airport itself is right on the water, and can be easy to miss if you aren’t careful. Circling northwest of the field is not authorized, and the procedure itself is not authorized at night. There is also a note about helicopter visibility reductions, which means nothing to us fixed-wing folk, but it is a good reminder that helicopter operations around here are prevalent and busy, but on a full IMC day, much less likely to be encountered. On the FAA charts, the T and the A advise that there is pertinent information in the Takeoff Minimums section and that nonstandard IFR alternate minimums exist. A quick look shows that the field is not an acceptable alternate when the local weather is not available. Given that there are tall buildings within walking distance of the airport, this makes sense. It’s also smart to remember that any wind coming over or around those buildings can wreak havoc with your flight path.

The missed approach calls for a climb to 800 feet before turning in order to ensure clearance on the way back to the PIE VOR. If you’re in a twin with sick engine, consider asking for alternate missed approach instructions.

In my case, I was cleared for the visual approach to 18, but I kept the RNAV approach visible as a point of reference. When I checked in with the tower, the wind had shifted (again), and I was told to enter a downwind for Runway 25. This was an easy adjustment. I had slowed early at the approach controller’s request and only had one more flap setting to engage. I made the turn to base, then final, and settled in for the landing. The FBO is at the end of the runway, so it was an easy right turn to the ramp.

Class B satellite operations require extra vigilance, because traffic can be anywhere, especially if weather is an issue. Airspace constraints will dictate how procedures are designed, but as the pilot in command you are the ultimate responsibility for safety.