Like a good neighbor

The orderly method in which instrument flights operate is generally at odds with the pilot-controlled nature of nontowered airports. We’re all supposed to play by the same set of rules, but even so, there’s an immense amount of discretion. Flying a successful IFR training session at a nontowered airport ultimately comes down to vigilance, common sense, and being a well-intentioned participant.

Two of the biggest gotchas are where and when you obtain your clearance, and how you execute your approaches.

It’s possible to obtain the clearance in a few ways. The Aeronautical Information Manual gives an admirably complete rundown of how to get the clearance but doesn’t touch on where or when to do it. At a towered airport we know we can ask the tower for the clearance prior to taxiing, but whether it’s on the phone with the approach control facility, or via a remote communications outlet, getting the clearance that early at a nontowered airport is probably a mistake. The clearance void time usually isn’t long enough to allow for taxiing to the runway, completing a runup, and departing.

There are exceptions. At a particularly sleepy airport with enough room on the ramp, you could do your runup before taxiing, get the clearance, and then taxi and depart. Busy nontowered airports are a different challenge. If you’re collecting the clearance on the phone, it’s probably best to taxi to the runup area, call for the clearance, and then complete the runup while waiting for the response. Usually, it takes them a few minutes to receive the clearance and relay it back to you. If you’re using an RCO, it’s probably not a bad idea to complete the runup first and then call.

Whatever you do, don’t pull up to the hold short lines until you are cleared for release. There’s nothing more embarrassing than blocking VFR traffic on a beautiful summer afternoon while you wait at the hold short lines like a newbie. It’s also an unnecessary stress on your flight, which can lead to mistakes.

The same kind of thoughtful approach goes into fitting into the local traffic flow. The FAA recently released an advisory circular on communications at nontowered airports (AC 90-66B), and it states clearly that as an IFR flight in visual conditions, it’s your responsibility to fit into the traffic flow. “Pilots conducting instrument approaches should be particularly alert for other aircraft in the pattern so as to avoid interrupting the flow of traffic and should bear in mind they do not have priority over other VFR traffic.”

All of us have encountered the pushy instrument pilot who thinks he can fly straight in, regardless of how busy the pattern is. Now the FAA has codified what common sense and good manners have always dictated—instrument flights don’t have priority.

Does that mean you should break off every approach at pattern altitude and immediately maneuver into the pattern? Definitely not. But it does mean that a busy day might result in at least a few approaches that terminate long before decision height.

The advisory circular also describes ways to bring clarity to the mix of IFR and VFR traffic, starting with proper radio calls. Again, it’s common sense that polite pilots have always practiced, but it’s worth repeating. Pilots without an instrument rating, and even some who do have the rating, don’t know where the local approach fixes are. Make clear radio calls that describe direction and distance from the airport, not just what approach you’re on or fix you are flying over.

Here’s another point from the advisory circular: “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 your 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.”

Finally, the AC reminds us that if we do break off an approach to circle, all turns must be to the left, unless otherwise depicted.

Breaking off an approach early may seem like a wasted training opportunity, but there will be plenty of times to fly to minimums. It’s a more realistic scenario that you’ll descend through a high layer and break out to a busy traffic pattern anyway, so all training time is useful time.

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