PA-32 Cherokee Six/Lance/Saratoga/6X
Flight Crew Private
Flight Crew Last 90 Days 45; Flight Crew Total 350; Flight Crew Type 145
Distraction; Situational Awareness; Communication Breakdown; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Procedure; Human Factors
Upon reaching ISM and talking to tower I was cleared as number one to land visual RWY 33. Weather was clear and visibility unlimited. I was in complete landing configuration gear down full flaps; and on the glide path to the runway to complete a normal landing when a gulfstream told tower they were going to need a 360 to get slowed down. The tower asked me to make an immediate turn to heading 270 and circle around. I was less than 500 agl and short final. I made the turn to 270 as requested and the terrain system showed me two towers that were possible obstructions and I also saw them visually. I initiated a climb and turn to keep clear of obstructions and flew out over the lake to turn back to setup to land again. The tower turned me at a very low altitude over a populated residential area and into possible obstructions that I later confirmed are shown on the approach plate for RWY 33. Once landed I accidentally proceeded onto taxiway echo before I was cleared but was then was cleared to continue on that taxiway to the FBO. I expressed to the tower that I was not happy about the risky and unsafe situation he put me in and anyone living in the houses below if I had an engine out situation. The tower called the FBO and told me he could ask for my pilot number. I told him I would be happy to give it to him and I asked if he could explain to me the reason for the risky maneuver at a low altitude when I was setup to make a safe normal landing that he cleared me for and was already short final. He said the gulfstream was on an IFR flight plan period and insisted I was at pattern altitude. I believe the gulfstream was well over the 250 speed restriction as he asked for a 360 degree turn to slow down long before this all took place and I also think the tower was not spacing aircraft out properly. The turn off the runway onto a taxi I wasn't cleared for was my fault possibly out of frustration but did not pose any safety issues as he told me to continue as I was and it was ok.
A PA-32 pilot reported distress when; on final approach cleared and configured to land on Runway 33 at ISM; he was directed to turn left to 270 degrees apparently to accommodate a faster Gulfstream closing behind him that had performed a 360 to slow and lose altitude. While on the heading he was alerted of towers ahead by his ground proximity warning system.