Narrative:

Today I was returning to the us from mexico on a part 91 owner flight. We filed an IFR flight plan for a border crossing; and landing; at brown field so as to clear us customs.the tijuana approach controller handed us off to socal on frequency at 10;000 feet on a northerly heading. The socal approach controller advised that the two jump zones east of brown field were active and asked if we were familiar with the jump zones. We advised that we were not. The socal controller then said he was going to vector us between the two jump zones for a visual approach to runway 26R at brown. The controller then instructed us to descend to 6;000 feet and turn left to a 280 heading. We complied as instructed. The controller then instructed us to descend to 5;000 feet; and then instructed us to descend again to 3;800 feet. Upon reaching 3;800 feet he advised us to turn left to a 240 heading and cleared us for the visual approach. We were then instructed to contact brown tower.the socal controller turned us 1.8 miles from airport pointing in southwest direction right at the numbers for runway 26R at 3;800 feet. Pattern altitude is approximately 2;000 feet. The turn presented a completely unrealistic ability to turn and complete the landing from the location where he turned us; and at the altitude we were assigned.I immediately turned left to enter a right downwind to descend; and create a proper space to turn base to final for runway 26R. Upon contacting the tower controller on 128.25 we were immediately queried by tower controller as to what we were doing. We advised that we were cleared for the visual approach with no instructions from socal other than to contact the tower. We then advised the tower controller that we were maneuvering to complete the visual approach maneuver. The controller advised us that we were flying right into the drop zone; and had us immediately make a right turn to the north; which we complied with. The tower controller then vectored us several times and then cleared us to land with short 3 mile final right base for runway 26R.I see several very dangerous issues here. Having two active drop zones with 4 miles of the approach end of an active runway is extremely dangerous. Brown field is a customs port of entry for planes returning from mexico. Three other jets behind us were forced into the same situation which created a very hazardous environment for the pilots; the passengers; and sky divers.the tower controller was extremely overworked as he was controlling the jump zone traffic; closed traffic pattern aircraft; incoming IFR jets; the ground control frequency duties; as well as the clearance and delivery duties. This location; and this situation had disaster written all over it. Approaches from the east at this airport in the afternoon; place the pilot looking right into the sun. Due to high terrain east of the airport; pilots are forced to stay high to clear the terrain and descend at 4.0 degree VASI glide path to make the landing on runway 26R. Throw in skydivers you can't see; and drop zone boundaries that you aren't aware of; and I think this is one of the most dangerous scenarios I have faced as a professional corporate pilot.recommendations: 1. Suspend all drop zone activities when aircraft are landing to the west (runway 26R); or completely move the drop zone to a safer location further north and much further east. 2. Get additional personnel for the tower controller at brown field. There is way too much going on for one controller to safely handle all those tasks.3. Have the drop zones clearly delineated on FMS nav data base software similar to tfr's so pilots can see the danger areas. (Not just a parachute symbol on a VFR chart).4. Put out special airport information bulletins to pilots to better and more safely navigate their approaches under these conditions.5. The socal controller should have been more clear with instructions and not cleared us for a visual with an extremely unlikely opportunity of completing the cleared maneuver.

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Original NASA ASRS Text

Title: Pilot reports of flying into SDM and not being familiar with the jump zones that are close to the airport. Controller vectors aircraft for a visual approach; leaves the aircraft high; and then ships the aircraft to the Tower. Aircraft turns away from airport to continue its descent and Tower Controller advises pilot he is going into a jump zone. Pilot finally lands at SDM. Pilot reports that this is an unsafe operation and offers suggestions to make flying into SDM better.

Narrative: Today I was returning to the US from Mexico on a Part 91 owner flight. We filed an IFR flight plan for a border crossing; and landing; at Brown Field so as to clear US Customs.The Tijuana approach controller handed us off to Socal on frequency at 10;000 feet on a Northerly heading. The Socal approach controller advised that the two jump zones east of Brown Field were active and asked if we were familiar with the Jump Zones. We advised that we were not. The Socal controller then said he was going to vector us between the two jump zones for a visual approach to runway 26R at Brown. The controller then instructed us to descend to 6;000 feet and turn left to a 280 heading. We complied as instructed. The controller then instructed us to descend to 5;000 feet; and then instructed us to descend again to 3;800 feet. Upon reaching 3;800 feet he advised us to turn left to a 240 heading and cleared us for the visual approach. We were then instructed to contact Brown Tower.The Socal controller turned us 1.8 miles from airport pointing in southwest direction right at the numbers for runway 26R at 3;800 feet. Pattern altitude is approximately 2;000 feet. The turn presented a completely unrealistic ability to turn and complete the landing from the location where he turned us; and at the altitude we were assigned.I immediately turned left to enter a right downwind to descend; and create a proper space to turn base to final for runway 26R. Upon contacting the tower controller on 128.25 we were immediately queried by tower controller as to what we were doing. We advised that we were cleared for the visual approach with no instructions from Socal other than to contact the tower. We then advised the tower controller that we were maneuvering to complete the visual approach maneuver. The controller advised us that we were flying right into the drop zone; and had us immediately make a right turn to the North; which we complied with. The tower controller then vectored us several times and then cleared us to land with short 3 mile final right base for runway 26R.I see several very dangerous issues here. Having two active drop zones with 4 miles of the approach end of an active runway is extremely dangerous. Brown Field is a Customs Port of Entry for planes returning from Mexico. Three other jets behind us were forced into the same situation which created a very hazardous environment for the pilots; the passengers; and sky divers.The Tower controller was extremely overworked as he was controlling the jump zone traffic; closed traffic pattern aircraft; incoming IFR jets; the ground control frequency duties; as well as the clearance and delivery duties. This location; and this situation had disaster written all over it. Approaches from the East at this airport in the afternoon; place the pilot looking right into the sun. Due to high terrain east of the airport; pilots are forced to stay high to clear the terrain and descend at 4.0 degree VASI glide path to make the landing on runway 26R. Throw in skydivers you can't see; and drop zone boundaries that you aren't aware of; and I think this is one of the most dangerous scenarios I have faced as a professional corporate pilot.Recommendations: 1. Suspend all drop zone activities when aircraft are landing to the West (Runway 26R); or completely move the drop zone to a safer location further North and much further East. 2. Get additional personnel for the tower controller at Brown Field. There is way too much going on for one controller to safely handle all those tasks.3. Have the drop zones clearly delineated on FMS nav data base software similar to TFR's so pilots can see the danger areas. (Not just a parachute symbol on a VFR chart).4. Put out special airport information bulletins to pilots to better and more safely navigate their approaches under these conditions.5. The Socal controller should have been more clear with instructions and not cleared us for a visual with an extremely unlikely opportunity of completing the cleared maneuver.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.