One of the most important things to remember when flying at airports without an operating control tower is to maintain extra vigilance while scanning for traffic. Unless on an IFR flight plan and operating under those provisions, the Federal Aviation Regulations do not require aircraft landing or departing uncontrolled airports to use a two-way radio or even have one installed. This allows those beautiful old aircraft originally built without electrical systems to stretch their wings and continue to fly. Just because there aren’t other aircraft making position reports on the designated common traffic advisory frequency, doesn’t mean that you will be alone in the pattern. In addition to those aircraft not equipped with a two-way radio, there could also be other aircraft simply transitioning the area or pilots tuned into the incorrect frequency. It is the responsibility of each and every pilot flying to see-and-avoid all other traffic while in visual meteorological conditions (VMC).
Inbound
When flying into an uncontrolled airport, preparation should begin during the pre-flight planning portion by familiarizing yourself with the appropriate common traffic advisory frequency (CTAF), the runway lengths and layout, and the direction of each runway’s traffic pattern. Since there won’t be an air traffic controller to assign traffic pattern directions, it becomes the pilot’s responsibility to know whether a runway is left traffic (standard) or right traffic (non-standard).
When approaching the airport, an initial call should be made on the designated CTAF 10 miles out announcing your position and intended flight activity. That initial call should sound like this: “Watertown Traffic, Archer 8262S 10 miles to the West, entering a left downwind runway 29, Watertown”. Since multiple airports can share the same CTAF, the name of the airport should be announced at the beginning and end of each transmission. Using the same general format as above, pilots should self-report their position when established in the downwind leg of the traffic pattern, when turning base, when turning final, and when clear of the runway. Adding the direction of turn (such as “turning left base”) can help other pilots in the area better picture your position.
Outbound
The radio communication procedures used to depart an uncontrolled airport are very similar to the procedures used during arrival. The CTAF should be monitored as early as possible after engine start to allow you to develop your situational awareness of the potential traffic in the area. Remember, just because no one has self-reported they are in the pattern, doesn’t mean that you’ve got the airport to yourself. The first report on CTAF should be when departing the parking area to taxi to the runway. This can alert other aircraft monitoring that frequency that you will be departing shortly.
After taxiing to your selected runway and making your departure transmission, briefly pause to listen for other aircraft. This allows for a final opportunity to scan the area for traffic and listen in for other aircraft that might be on final. One final position report should be made when departing the traffic pattern and should include the direction you will be leaving the pattern (North, East, South, or West). It is recommended to monitor the airport’s CTAF within a 10-mile radius to monitor for inbound traffic.
In Any Case
Just because an airport is uncontrolled, doesn’t mean it won’t be busy. Fly into a pancake breakfast at an uncontrolled airport on a beautiful Saturday morning and it can be hard to get a word in! While there are recommendations for proper phraseology and position reporting points, do whatever is necessary to maintain the highest level of safety possible. When a traffic pattern begins to fill up with aircraft entering from all directions, sometimes just using plain English to communicate with other traffic is the most effective way to communicate. For more information on operations at non-towered airports and recommended communication procedures, consult Advisory Circular AC90-66B and Section 4-1-9 in the Aeronautical Information Manual.
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