Super King Air 200
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 60; Flight Crew Total 4600; Flight Crew Type 300
Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Training / Qualification; Workload
ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict NMAC
Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action; General Work Refused
Airport; Human Factors; Procedure
We were on the final phase of a recurrent checkride executing an ILS 10R approach (simulated) single engine with a single engine circle to land [Runway] 28L. The Examiner instructed; at circling altitude; that I was to simulate a wind milling prop that would not feather on the right engine. At the same time Tower instructed me to remain within 1 mile south of the airport for helicopter traffic on another runway. Tower also instructed me to make a short approach for traffic (another King Air) on final. As I began the turn to base and lowered the landing gear (turning into the good engine) it became apparent that our radius of turn would not prevent an overshoot. I advised Tower and began to climb because of the wind milling prop; climb was slow. Tower advised us to join a right downwind (with no runway assignment). We were now about parallel with the landing runway heading roughly 280. The traffic on final questioned Tower about us crossing in front of them; and were informed by Tower that we were cleared ahead of them. I now called the single engine maneuvering to an end given the high traffic load in the area and noticed a Cessna single engine at 1-2 o-clock high. We had not been informed of this traffic and passed nearly underneath them (slightly offset). From here we circled to the north to re-enter right downwind for [Runway] 28L and landed without further incident. After landing and securing the aircraft; I phoned the Tower and queried them on the event: what they expected us to do following the go-around; and why we ended up passing under the Cessna without having been warned of their presence. They had not perceived a dangerous or near-miss situation; and had no problem with my maneuvering. This event was a cascading and compounding event that began with normal maneuvering and became more complex as I accepted a request to keep a tight downwind (it turns out that with the windmilling motor on the wing to the outside of the turn; the turn to final became impossible because of the reduced rate of turn). In all; things turned out OK. However; it felt like a simulated emergency nearly became a real emergency because of rapidly changing and converging events.
When asked by the FAA Designee to perform an engine out but unfeatherable landing at a busy controlled field during a recurrent checkride the pilot of a Beech King Air was forced to abandon the maneuver due to limited maneuverability and traffic avoidance demands. An NMAC with a Cessna single provided the incentive for doing so.