VFR, IFR Aircraft 'Uncontrolled Airport' Operations

We tend to use the term Uncontrolled Airport to describe airports without control towers or airports with non-operating control towers.

The current FAA circular with the regulatory, recommended operations and communication procedures for uncontrolled airports is AC 90-66B, "Non-Towered Airport Flight Operations" dated March 13, 2018. It incorporates the latest best practices with flight safety as the primary objective.

The circular covers a lot of great information including flight patterns and communications for gliders, balloons, parachute jumping and more. You may find that some of this information may be slightly different

than what you have read in the AIM. It's important that pilots stay fresh on the rules mixing of VFR/IFR aircraft, what to expect and how pilots can better communicate. Any quoted or numbered items below come from the AC 90-66Bs circular.

Every pilot started the same way – first learning to be a VFR pilot. For a majority of pilots, there was never a need to become an IFR pilot. Thankfully we also learned that the basic left-hand pattern (unless published or indicated otherwise) is standard and rooted in all of us. This is a good thing as the traffic pattern flow is about the only thing the FAA really regulates for the pattern under Part 91.

"8.2.1 The FAA does not regulate traffic pattern entry, only the flow. For example, an aircraft on an instrument approach flying on the final approach course to land would follow the requirements dictated by the approach procedure. A visual flight rules (VFR) aircraft on a long, straight-in approach for landing never enters the traffic pattern unless performing a go-around or touch and go after landing."

"8.2.1.1 Traffic pattern entry information is advisory, provided by using this AC or by referring to the AIM and the PHAK. Approaching to land in relation to traffic patterns by definition would mean aircraft in the traffic pattern landing or taking off from an airport. An aircraft not in the traffic pattern would not be bound by § 91.126(b."

This does not mean we should do whatever we want. The priority is safety first. Even though entry procedures are not mandatory, published recommendations have been developed as best practices. If other aircraft are present in the pattern, arriving or departing aircraft should use the same runway if possible. There may be exceptions. For example, an aircraft may use a different runway simply because it requires a longer runway or better alignment with winds to meet landing or takeoff performance.

Pilots know that pattern entry is normally from the downwind, 45-to-downwind, and sometimes if no traffic conflicts, directly from midfield crossing (this should not be used when the pattern is congested). Additionally, aircraft may be on a straight in approach so always take a good look/listen before turning base to final approach. This is something VFR pilots may not do as often and may not be as expected because of this, but it should be.

"9.5 Straight-In Landings. The FAA encourages pilots to use the standard traffic pattern when arriving or departing a non-towered airport or a part-time-towered airport when the control tower is not operating, particularly when other traffic is observed or when operating from an unfamiliar airport. However, there are occasions where a pilot can choose to execute a straight-in approach for landing when not intending to enter the traffic pattern, such as a visual approach executed as part of the termination of an instrument approach. Pilots should clearly communicate on

the CTAF and coordinate maneuvering for and execution of the landing with other traffic so as not to disrupt the flow of other aircraft. Therefore, pilots operating in the traffic pattern should be alert at all times to aircraft executing straight-in landings, particularly when flying a base leg prior to turning final."

It's also important to note that an IFR aircraft has no priority over any other aircraft in the pattern. The IFR pilot should communicate with the VFR traffic established in the pattern and use best judgment to sequence with the established traffic for landing.

It is very helpful if aircraft announce if they are a full stop, touch and go or planned low approach. This communication can help other aircraft better plan spacing. Any IFR traffic that plans to practice a circle must adhere to the left traffic rule unless otherwise indicated.

Pilots have learned that if you have a radio, it is highly recommended you use it, both to listen and inform. When arriving at an uncontrolled airport, after an ATC controller clears them to the local frequency, the IFR pilot has the same radio procedures as the VFR pilot. The expectation is to monitor the approach from 10 miles out and announce your position 8 to 10 miles out.

Sometimes an IFR pilot forgets that a VFR pilot may not understand what they are saying about the approach they are on without clarification.

This is where the IFR pilot can communicate better to bring Situational Awareness to the VFR pilot in the airport area or pattern.

"9.6.1 Non-instrument-rated pilots might not understand radio calls referring to approach waypoints, depicted headings, or missed approach procedures."

IFR pilots often indicate that they are on a particular approach, but that may not be enough information for a non-IFR-rated pilot to know the IFR pilot's location. It is better to provide specific direction and distance from the airport, as well as the pilot's intentions upon completion of the approach. For example, instead of saying, "procedure turn inbound V-O-R approach 36," it should be "6 miles south ... inbound V-O-R approach runway 36, low approach only" or "6 miles south... inbound V-O-R approach runway 36, landing full stop."

Clearer radio calls can significantly improve a pilot's situational awareness of where the aircraft is on an IFR approach. Sometimes IFR pilots forget that many non-towered airports do not require two-way radios. And, after making that great position call, the IFR pilot realizes there's one plane in the pattern that didn't hear the call – as excellent as it was – because the aircraft has no radio.

Ultimately, all arriving aircraft, not just IFR, must be especially vigilant for other aircraft in the pattern.

Clear communication is a key element for any pattern and extremely helpful when an IFR aircraft arrives at the airport. Making accurate position reports, using the published airport name and identifying your runway with intentions all can help paint a better picture for aircraft in the pattern. Avoid confusing language:

"10.4 Confusing Language: To avoid misunderstandings, pilots should avoid using the words "to" and "for" whenever possible. These words might be confused with runway numbers or altitudes. The use of "inbound for landing" should also be avoided. For example, instead of saying, "MIDWEST TRAFFIC, EIGHT ONE TANGO FOXTROT TEN MILES TO THE NORTHEAST, INBOUND FOR LANDING RUNWAY TWO TWO MIDWEST," it is more advisable to say, "MIDWEST TRAFFIC, EIGHT ONE TANGO FOXTROT TEN MILES NORTHEAST OF THE AIRPORT, LANDING STRAIGHT IN RUNWAY TWO TWO, MIDWEST," so it does not confuse runway 4, runway 22, or the use of an IAP on arrival. avoiding using two/to and four/for."

A specific phrase the FAA frowns upon is the "any aircraft in the area, please advise." Every pilot is expected to advise, so it is unnecessary.

Overall, VFR pilots should expect the same of IFR traffic as any other visual traffic in the VFR pattern. IFR pilots will enter the traffic flow by normal practices, but due to ATC efficiency with no intention of entering the pattern, may just be on a straight in a full stop. IFR pilots should communicate with other aircraft to sequence for landing and not expect to simply jump in front of an aircraft established in the pattern. Also, IFR pilots should expect good pattern procedures and radio calls for anyone established in the pattern or the area. With both parties communicating well and flying as expected, air traffic flow should be seamless for the aircraft to sequence for landing.

Of course, every pilot has witnessed something they thought was potentially the wrong procedure, or has felt "why are they doing that?" at one time or another.

It's important to remember that there may be training needed, or an operational need for an aircraft to use a different runway and correcting another pilot on the frequency while flying is not the time to discuss it unless it is safety critical. Pilots may block a critical radio call. It is good practice to wait until after landing to have a discussion at ground speed zero if anyone feels it is necessary.

Reading the AC 90-66B circular to gather this small bit of information is a great review for uncontrolled airport approaches and landings. Visit this link: faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentid/1032988.