(AP) The local controller first became aware of the severe wind shear when Flying Tiger Line flight 161 reported it moments after. And that could only lead to one conclusion: that there was a fatal flaw with Americas airways, and if they didnt do something about it, this would surely happen again. Share. There wasnt enough time to stop the wind shear from pushing the plane straight into the ground. Eastern Air Lines Flight 212, a Douglas DC-9-31, N8984E, operated as a scheduled passenger flight from Charleston, South Carolina, to Chicago, Illinois, with an en route stop at Charlotte, North Carolina. The aircraft crashed about 1.75 statute miles from Ross Intersection and about 3.3 statute miles short of the threshold of runway 36. The NTSB describes all times in its final report using Eastern Daylight Time. Journalist - An engineer in the making, Devansh has always had a knack for all things aviation. First Officer Eberhart looked up to confirm. Because the storms had not been forecast to affect their arrival, they had taken only the minimum required fuel, and if they had to hold for long their options would be severely limited. Controlled flight into terrain after the crew failed to realize his altitude and path were incorrect while cruising in limited visibility due to the night and clouds up to 9,000 meters. The flight crew's lack of altitude awareness at critical points during the approach due to poor cockpit discipline in that the crew did not follow prescribed procedure. Eastern Airlines Flight 66 killed 113 people at JFK Airport in 1975, and many believed that the pilot was at fault because other planes landed safely just a few minutes before. Theres a scene in the film about the deadly June 24, 1975 Eastern Airlines crash at JFK, Mary Lugo of CaraMar Publicity told us. They were required to avoid landing planes on the same runway for more than 6 hours at a time in order to prevent excessive noise over nearby neighborhoods. Captain Carson acknowledged that he saw the traffic, that he was beginning to turn into the Dutch seven departure, and signed off, saying, "good night". Thunderstorms began to be designated according to a well-defined intensity scale from 1 to 6, where anything over 3 is to be avoided at all costs, and controllers and pilots alike were taught how to use the scale. [3], Though the control tower responded that EA 663 was at a higher altitude than PA 212, it was, in fact, lower. A look at how severe wind shear resulted in 113 people losing their lives. Wind shear is a sudden change in wind direction over a short distance, most often associated with thunderstorms. The circumstances leading to the accident shared a number of similarities with those faced by Eastern 66.) 2020 Anchor FM Inc. All rights reserved. :2 At 15:35, the aircraft was told to contact the JFK approach controller for instructions, and the approach controller sequenced it into the approach pattern for Runway 22L. Kleven had a total of 17,381 flight hours, including 2,813 hours on the Boeing 727. [1]:3, The NTSB published its final report on March 12, 1976, determining the following probable cause of the accident:[5], The National Transportation Safety Board determines that the probable cause of this accident was the aircraft's encounter with adverse winds associated with a very strong thunderstorm located astride the ILS localizer course, which resulted in high descent rate into the non-frangible approach light towers. Seconds later, Eberhart suddenly realized that something was terribly wrong. The local controller first became aware of the severe wind shear when Flying Tiger Line flight 161 reported it moments after landing. In 1974, the United States faced a tornado outbreak, killing over 300 and injuring nearly 5,500 people. into pieces. When a warning sounded in the cockpit indicating a +/- 250 feet deviation from the selected altitude, none of the crew members react to the warning sound and no action was taken. towards a row of lights. Stay on the gauges, Captain Kleven said. :1 The crash was determined to be caused by wind shear caused by a microburst, but the failure of the airport and the flight crew to recognize the severe weather hazard was also a contributing factor. Driving rain suddenly lashed the jet, and they started veering to the right of the runway heading. As they held over Southgate, the crew of flight 66 discussed their options for landing. With such a scenario in mind, the pilots would have been very unlikely to request a different runway without at least trying runway 22L first. Photo: Air New Zealand Launches Search For New Uniform Designer, Qantas Scholarships Encourage Flight Deck Diversity, Air India CEO Says That Most Of The Flying Crew Have Accepted New Contract, Los Angeles International Will Become The World's 2nd Most Diverse Airbus A380 Airport, Indian Authorities Issue Show Cause Notices To Air India Leadership Following Flight Deck Violation. 11. matter of seconds and soon the impact of the ground shattered the plane As the pilots ran through the landing checklist, Captain Kleven began looking for the runway. The approach light towers and large boulders along the latter portion of the path caused the fuselage to collapse and disintegrate. The runway visual range is---not available, and Eastern 66 descend and maintain four thousand, Kennedy radar one three two four." Pan Am 212 acknowledged. Rescuers find a black box, which was preliminarily identified as the cockpit voice recorder from the crashed China Eastern Airlines Flight MU5735, at the site of a plane crash on March 23, 2022 in . Since the bc approach to runway 34 was notamed as inop, the crew continued to runway 16, using 50 of flaps. The following factors were reported: The crew started the approach to Akron-Canton Airport by night and marginal weather conditions. All but 11 people perished in the crash. He looked like he winged over to miss us and we tried to avoid him, and we saw a bright flash about one minute later. Thirteen Coast Guard vessels helped search the shores of Long Island and provided salvage efforts. The captain was not one to be told what he did and did not experience. In accordance with regulation, the NTSB counted this deceased passenger among the 12 "nonfatal" injuries. The Boeing 727 continued to deviate further below the glideslope, and at 16:05:06.2, when the aircraft was at 150 feet, the captain said, "runway in sight." Using his observations at Nagasaki nearly three decade earlier, Fujita found that these microbursts, extremely violent downbursts of air that often come out of thunderclouds, led to the plane crash, his findings improving microburst detection and airline policies. [4], Eastern Airlines Flight 663 Accident Report Civil Aeronautics Board, List of accidents and incidents involving commercial aircraft, "Ocean Is Searched Today For Plane Crash Victims", "Debris Is Found; Ships Search Area Eastern Plane Was on Way South 84 Lost as DC-7 Crashes into the Atlantic Near Jones Beach Debris Is Found By Serch (sic) Ships But No Survivors Are Seen Eastern Airliner Had Left Here for South", https://en.wikipedia.org/w/index.php?title=Eastern_Air_Lines_Flight_663&oldid=1138264026. Like many summer days in the New York area, the 24th of June, 1975 held the promise of a blustery afternoon. The 54-year-old captain was accompanied by first officer William Eberhart, who had 5,063 hours of experience, including 4,327 on the Boeing 727. Fujitas study was the first to identify the phenomenon that he referred to as a downburst cell, known today as a microburst. Fujita identified "cells of intense downdrafts" during the storm that caused aircraft flying through them "considerable difficulties in landing". Although the NTSB's final report only lists 112 "fatal" injuries, a total of 113 people died as a result of the crash. During the takeoff roll on runway 09/27, the pilot-in-command started the rotation when the instructor shut down the left engine to simulate an engine failure. Update now. Also on board were four flight attendants and 116 passengers, including 19 Norwegian navy personnel, a prominent banker, and the Episcopal bishop of Louisiana. Contributing to this decision was the fact that the alternative runways 31L and 31R had already been used for six hours that day, and as long as the wind was 15 knots or less, their policy was to not use those runways again. Pin. At 1603:12, the flight established communications with Kennedy tower local controller and reported that they were, "outer marker, inbound." It looked like he's in the bay then, because we saw him. Indeed, pilots were trained to prepare for known wind shear conditions by adding 10 or 15 knots to the normal approach speed, ensuring that they could easily accommodate a sudden loss of airspeed upon encountering the wind shear. It was just a few minutes past Also onboard the flight deck were 31-year-old flight engineer Gary M. Geurin and another flight engineer Peter J. McCullough. The first officer was 34-year-old William Eberhart, who had been with Eastern Air Lines for nearly nine years. With two of the busiest airports in the country, New York City became a much safer place to travel to because of Fujita, whose work on microbursts revolutionized how airlines operate. After crossing Dakon intersection about 55 NM southeast of La Paz, the crew was cleared to descend from FL250 to FL180. Assisting them would be Flight Engineer Gary Geurin, who was undergoing a line check under the supervision of senior Flight Engineer Peter McCullough. We have the traffic. :39. The first officer was 34-year-old William Eberhart, who had been with Eastern Air Lines for nearly nine years. How does he shape up with that boy coming in the guy at his 1 o'clock position? At 07:33:57, the first officer answered "Yeah". An Eastern Airlines Boeing 727 crashes into landing lights at JFK International Airport. The aircraft broke up upon impact and was destroyed. Video: Eastern Airlines Flight 66 NEW Crash Animation | BesiegeHello and welcome to my channel! Uh did you have another target in this area at the same spot where we were just a minute ago? As the The New York ARTCC responded with the information that Pan American World Airways (PA) Flight 212, a Boeing 707, was descending to 4,000 feet (1,200m) in the same airspace. In 1964, five New Orleanians were . The aircraft struck some small trees and then impacted a cornfield about 100 feet below the airport elevation of 748 feet. [1][2] Take-off proceeded normally, and the airport control tower prepared to hand over control to the New York Air Route Traffic Control Center (ARTCC) on Long Island, noting that Flight 663 was executing a "Dutch seven departure", a routine takeoff procedure that required a series of turns over the Atlantic Ocean to avoid flying over New York City. But the controller never replied. [2][5] The Pan American 707 was the first to relay news of the crash, as it was receiving permission to land. Pieces of the plane, pieces of the approach lights, and bodies of victims lay scattered for several hundred meters through the driving rain. With these results in mind, it was clear to the NTSB that the crew of flight 66 hadnt appreciably deviated from what any 727 crew would do in their situation. A downdraft concurrent with a decreasing headwind will exacerbate its effects even further. Eastern 66 acknowledged the clearance at 16:00:54, "Okay, we'll let you know about the conditions." The explosion caused debris to fly in the surrounding area [1]:2 Although communications on the frequency continued to report deteriorating weather, Flight 66 continued on its approach to Runway 22L. The victims included American Basketball Association player Wendell Ladner, a member of the 1974 champion, New York Nets,[4] and Iveson B. Noland, bishop of the Episcopal Diocese of Louisiana. You may know of his name through the Fujita scale, a measure of tornado severity, named for him. Rescue workers go about the grim task of collecting bodies of casualties of the crash of an Eastern Airlines 727, flight 66 at Kennedy Airport. [2] Nevertheless, the CAB determined that the evasive maneuvers taken by the pilot of Flight 663 to avoid the oncoming Pan Am jet caused spatial disorientation. One fatality, a passenger who initially survived the crash but died 9 days later, was officially recorded by the NTSB as a "nonfatal" injury. Fujita's downburst theory was not immediately accepted by the aviation meteorology community. Then the fuselage plowed into the approach lights again, tearing through towers 13 through 17 before slamming into the ground. On approach, the captain instructed 'gear down' but all three green lights failed to illuminate properly. [3] Numerous air crews, including Pan Am 212, Air Canada 627, and Braniff Airlines Flight 5, radioed ATC controllers in the area with news of an explosion. affirmative." The controller then established the flight's position as being 5 miles from the outer marker (OM) and cleared the flight for an 1LS approach to runway 22L. One of the planes, Eastern A considerable degree of the flight crew's attention was directed outside the cockpit during that time. They reported receiving the g/s, but were advised the g/s was still in alarm. The flight had been in holding for a long period, then abandoned its first approach to JFK after wind shear almost caused it to crash. The airframe was ordered by Eastern Air Lines in December 1969 and was delivered less than a year later, on November 10th, 1970. On June 24th, 1975, flight 66 was operated by a Boeing 727-200 registered as N8845E. [2], The flight from Logan International Airport in Boston, Massachusetts, to John F. Kennedy International Airport, in New York, proceeded normally. [3], After the initial explosion, the wrecked aircraft sank to the bottom in 75 feet (23m) of water. ! Closethe actual impact point is about 100 feet from the posted coords - at about 40.648541, -73.751578, AirSERBIA Airbus A330-202 "Serbia Creates" [YU-ARA], Pakistan International Airlines Boeing 777. The captain pushed the nose over and reduced power, increasing speed and rate of descent. Kyra Dempsey, analyzer of plane crashes. This ran counter to the prevailing belief in the aviation industry that wind shear could always be safely penetrated as long as pilots were prepared to apply extra thrust and pitch up to escape. In 1990, Avianca flight 52 crashed in Cove Neck, Long Island, killing 73, after running out of fuel on approach to JFK International Airport. Okay. The airplane contacted the top of the No. The resulting delays would leave them with a margin of fuel much too low for comfort, especially if they had to divert to LaGuardia. As the investigation progressed, it was found that 10 minutes before Flight 66's crash, a Flying Tiger Line Douglas DC-8 cargo jet landing on Runway 22L reported tremendous wind shear on the ground. Eastern 66 replied, "affirmative." Although shortly before crossing the FAF, one of the pilots stated "three ninety four," a reference to the MDA in height above field elevation. If mathematical, chemical, physical and other formulas are not displayed correctly on this page, please useFirefox or Safari, A Boeing 727-200 operated by Eastern Air Lines, similar to the accident aircraft. It was clear from the data that the weather conditions on approach to runway 22L were way beyond what could be considered safe to fly through. [2] Flight 663's departure turn, and Pan Am's subsequent turn left to its assigned heading, had placed the two aircraft on an apparent collision course. I dont care what youre indicating, he snapped back, Im just telling you that theres such a wind shear on the final on that runway that you should change it to the northwest.. Both escaped through what was left of the rear exit doors and emerged into a scene of total devastation. At 07:32:13, as the flight intercepted the inbound VOR radial for the approach, the flight crew commenced a discussion of Carowinds Tower, which was located ahead and to the left of the projected flight path. One more hour and wed come down whether we wanted to or not, one of the crewmembers quipped. The plane began to lose airspeed, dropping rapidly toward the ground. By the end of the day several of them had died of their injuries. The captain then again said, "Stay on the gauges," and the first officer replied, "I'm with it." Visit r/admiralcloudberg to read and discuss over 190 similar articles. The NTSB published its final report on March 12, 1976, determining the following probable cause of the accident: The National Transportation Safety Board determines that the probable cause of this accident was the aircraft's encounter with adverse winds associated with a very strong thunderstorm located astride the ILS localizer course, which resulted in high descent rate into the non-frangible approach light towers. The Boeing rolled right and initiated a descent in an attempt to avoid a collision. new American Experience documentary titled, The Heartbreak Hotel, the Abandoned Ramada Plaza at JFK Airport. Furthermore, controllers were judging wind conditions based on readings from a single anemometer located half way down the runway, and apparently did not appreciate the fact that in stormy conditions, wind speed and direction could vary significantly just between the location of the anemometer and the point of touchdown, let alone further back along the approach path. The findings suggested that the ill-fated flight flew into extreme wind shear at the very margin of its capability to penetrate safely. The thunderstorms came earlier and turned out to be stronger than advertised, and as the cells started to build up all over the New York Terminal Control Area, delays began to mount. At the end of the 35-second period, the aircraft was still 1.5 nm short of the FAF. On June 24th, 1975, flight 66 was operated by a Boeing 727-200 registered as N8845E. The aircraft completed the majority of its flight normally but arrived near the New York City area just as a severe storm was brewing up. Neither plane reported the conditions they encountered, believing that the controller was already well aware of the problem. According to the conversation recorded by the cockpit voice recorder, the captain of Flight 66 was aware of reports of severe wind shear on the final approach path (which he confirmed by radio to the final-vector controller), but decided to continue nonetheless. After the simulator runs, eight of ten pilots who commented said that they might have crashed if they were flying Eastern 66, and seven of ten said that switching to visual flight when the runway came into view at 400 feet would have significantly delayed their recognition of the wind shear. itself for an oncoming thunderstorm. Eastern Air Lines flight 66 was a scheduled passenger service from New Orleans International Airport (MSY) in Louisiana (currently known as Louis Armstrong New Orleans International Airport) to JFK. After the 1973 crash of an Ozark Airlines Fairchild FH-227 in St. Louis, the NTSB had recommended that a ground-based sensor system be developed to detect wind shear near airports. A fire had erupted after the left wing failed. Fujitas work intersects with New York City in the case of the 1975 Eastern Airlines plane crash, the deadliest single plane crash in U.S. history when it happened. 7 approach light tower at an elevation of 27 feet above the mean low-water level and 2,400 feet from the threshold of runway 22L. At 2341LT, the crew was instructed by ATC to turn heading 180 and a minute later, the first officer realized that something was wrong with the altitude. [2] After the initial impact, the plane banked to the left and continued to strike the approach lights until it burst into flames and scattered the wreckage along Rockaway Boulevard, which runs along the northeast perimeter of the airport. The following contributing factors were reported: Eastern Air Lines Flight 66, a Boeing 727-225 operated as a scheduled passenger flight from New Orleans to New York-JFK. At a height of around 400 feet, a downdraft with a speed of about 5 meters per second (16 feet per second) struck the plane from above, pushing it below the glide slope. [c] Of the 124 people on board, 107 passengers and six crew members (including all four flight crew members) were killed. However, despite these reports, Locale ({{ $root.SelectedLocaleLanguage | uppercase }}). He wanted to abandon the approach, but even with maximum thrust he couldnt get his aircraft to climb, so he had no choice but to push through to landing. Requested altitude callouts were not made. Ahead of them, one plane after another turned in to land on runway 22 Left at Kennedy. As the crews of both Flying Tiger Line flight 161 and Eastern Airlines flight 902 discovered, maximum thrust may be required just to prevent the plane from descending under such conditions. The captain did not make the required callout at the FAF, which should have included the altitude (above field elevation) and deviation from the Vref speed. But while future accidents would continue to reveal gaps in the system, there would have been no system at all without Eastern Airlines flight 66. But Captain Klevens attention was elsewhere. At 15:57, flight 902 flew into the same thunderstorm transited by Flying Tiger Line flight 161 two minutes earlier, this time at an even lower altitude. In its final report, the NTSB explained that at the time, 49 CFR 830.2 defined "fatal injury" as an injury that results in death within 7 days of an accident. Flight 66 crashed into the approach light towers just before runway 22L. Seven seconds later, while turning in a left angle of 28, the left engine struck the ground then the aircraft crashed in the Everglades National Park, about 20 miles short of runway threshold, and disintegrated on impact. BOSTON It was a beautiful fall day with scattered clouds on the evening of October 4, 1960 as Eastern Airlines Flight 375 lined up to take off from runway 9 at Boston Logan Airport. His co-pilot, First Officer Edward R. Dunn, 41, a nine-year veteran of Eastern Airlines, had 8,550 hours of flight time. Fujita developed the Fujita scale, a schematic for measuring the intensity of tornadoes. This accident led to the development of the original low level wind shear alert system by the U.S. Federal Aviation Administration in 1976, which was installed at 110 FAA towered airports between 1977 and 1987. Browse 236 eastern_airlines photos and images available, or start a new search to explore more photos and images. Fujita, a Japanese-American scientist, devoted much of his life to meteorology, unlocking mysteries of severe and catastrophic storms. Rescue workers and volunteers scoured 40 miles (64km) of beaches, collecting debris that washed ashore. The second flight engineer, 33-year-old Peter J. McCullough, had been with Eastern Air Lines for four years and had 3,602 military flying hours and 1,767 civil flying hours, including 676 hours on the Boeing 727. More than a week later, two survivors died from their injuries. Flight 66 traveled from New Orleans to Queens, New York, with 124 people on board, eight of which were crew members. However, the crashes of Pan Am Flight 759 in 1982 and Delta Air Lines Flight 191 in 1985 prompted the aviation community to re-evaluate and ultimately accept Fujita's theory and to begin researching downburst/microburst detection and avoidance systems in earnest.[8]. :1 Fujita named this phenomenon "downburst cells" and determined that a plane can be "seriously affected" by "a downburst of air current". A better means of providing pilots with more timely weather information must be designed.. It proceeded on an IFR flight plan. Yet, Fujita would face yet another weather-related anomaly in New Yorks JFK Airport. But despite the DC-8 captains dire report, the controllers did not change the runway in use. The aircraft continued and struck towers 8 and 9. [1]:12 The flight operated from New Orleans to the New York City area without any reported difficulty. It was a good call. 250 feet farther on, the . The second officer was instructed to enter the forward electronics bay but the problem could not be resolved. The plane started to descend below the glide slope, the ground rising up from below with astonishing rapidity. Flight 663 departed JFK at 6:20p.m. EST on an instrument flight rules (IFR) clearance to Byrd Field (now Richmond International Airport), in Richmond, Virginia. prepared to make a landing on runway 22. After touchdown on a wet runway, the airplane was unable to stop within the remaining distance, overran and came to rest. Eastern 66 arrived in the New York City terminal area without reported difficulty, and, beginning at 15:35:11, Kennedy approach control provided radar vectors to sequence the flight with other traffic and to position it for an ILS approach to runway 22L at the Kennedy airport. Lets take a closer look at the incident and what caused it. As the two airliners approached similar positions, their pilots had no points of reference with which to determine the actual separation distance or position. In its final report on the crash, the NTSB explicitly stated that judging the actions of individuals involved in the accident wasnt useful, because the system itself was at fault. By integrating our hyper-local weather data with Smart Home connected devices we are delievering predictive energy efficiency insight to homeowners and Utility companies. :1 Fujita proposed new methods of detecting and identifying downbursts, including installation of additional weather monitoring equipment at the approach ends of active runways, and also proposed development of new procedures for immediately communicating downburst detection to incoming aircraft. [7]:1 Fujita proposed new methods of detecting and identifying downbursts, including installation of additional weather monitoring equipment at the approach ends of active runways, and also proposed development of new procedures for immediately communicating downburst detection to incoming aircraft. The aircraft disintegrated on impact and all 29 occupants were killed. A very prompt application of takeoff power and aggressive nose-up inputs might have saved them, but the pilots had no idea that such drastic measures would be necessary. All 79 passengers and five crew aboard perished. By comparing the actual performance of the plane during the approach against its theoretical capability, investigators were able to derive a model of how the wind affected flight 66 as it came in to land. The primary consideration was not safety, but noise abatement. At 16:05, on final approach to Runway 22L, the aircraft entered a microburst or wind shear environment caused by the severe storms. This page was last updated at 2023-03-15 22:11 UTC. Preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew's attention from the instruments and allowed the descent to go unnoticed. This accident led to the development of the original low level wind shear alert system by the U.S. Federal Aviation Administration in 1976, which was installed at 110 FAA towered airports between 1977 and 1987. The descent rate, after passing Ross, increased to 800 feet per minute, where it stabilized until approximately 7 to 8 seconds prior to impact, when it steepened considerably. N8845E then was passing through 400 feet, and its rate of descent increased from an average of about 675 fpm to 1,500 fpm. [1]:39. *REUPLOAD*Please support this channel by following me on Patreonhttps://www.patreon.com/allecibayEastern Air Lines Flight 66 was a regularly scheduled flight. [a], At the time, the crash was the deadliest in United States history, and would remain so until the 1978 Pacific Southwest Airlines Flight 182 crash. In the aftermath of the crash, Rockaway Boulevard was closed for some time. Thus the controllers believed that the wind speed was moderate and that the wind was aligned perfectly for landing on runway 22L; the computer program told them runway 22L was the ideal runway to use; and changing the runway on short notice would cause major delays and increase their already high workload as they maneuvered all the inbound airplanes over to the new approach path while ensuring they maintained a safe distance from one another. 15 Public Art Installations to See in NYC, May 2023, Strikingly Realistic Miniature Art Depicts Scenes of Gritty NYC. At 16:05 and 11 seconds, the 727s left wing began to strike the 30-foot towers supporting the approach lighting pier. Most of the fuselage had disintegrated, but in the rearmost rows a few people some of them ejected from the plane while still strapped into their seats had also managed to survive. In his twenties, Fujita studied the aftermath of the bombings of Hiroshima and Nagasaki, studying burn marks and finding the height of detonation. The wind shear wasnt accompanied by any appreciable turbulence, and in the low-visibility environment it wasnt immediately obvious that they were sinking rapidly. He was administering a required flight check on Geurin. The crew quickly reported that they were abandoning their approach, telling the controller, We had a pretty good shear pulling us to the right and down, visibility was nil, nil out over the marker correction, at 200 feet, it was nothing., Okay, the controller replied, the shear you say pulled you right and down?, Yeah, said flight 902, we were on course and down to about 250 feet. The flight engineer was Douglas C. Mitchell, 24, with two years' employment and 407 pilot hours, and 141 hours of flight engineer time. New York, with 124 people on board, eight of which were crew members. The problem, as the Flying Tiger and Eastern Airlines pilots told the controller, was wind shear. [1]:1, The flight departed from Moisant Field at 13:19 Eastern Daylight Time[b] with 124 people on board, including 116 passengers and 8 crew. Of the 124 people on board, only 11 survived. This discussion lasted 35 seconds, during which 12 remarks were made concerning the subject. :2 At 15:52, the approach controller warned all incoming aircraft that the airport was experiencing "very light rain showers and haze" and zero visibility, and that all approaching aircraft would need to land using instrument flight rules.