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In the early nineties I flew for a commuter airline called Great Lakes. Most of my flying was to destinations with no control tower. To name a few, we flew into MTO, DNV,OTM,SPW,FOD,MCW, CIU,IMT,BRL,UIN…the list goes on. While operating at these types of airports is taught in the most basic of aviation courses, they can pose a threat to even the most experienced pilots. Communications and proper procedure at uncontrolled fields is critical to operational safety. This month’s article will offer a basic review of uncontrolled field communications. For a review of uncontrolled field operational procedures, a list of resources is provided at the conclusion.

I can remember the day like it was yesterday. At the time I was a regional manager and Captain on a Beech 1900 for Great Lakes Airlines. It was early evening when I received a call from our chief pilot that there had been an accident. One of our 1900s had collided with a King Air at the intersection of runway 4/22 and 13/31 at Quincy Illinois, an uncontrolled field. The Quincy pilot base was one of six bases that were under my jurisdiction so I was immediately on my way to the scene.

The following are inserts from the NTSB summary:

“On November 19, 1996, at 1701 central standard time, United Express flight 5925, a Beechcraft 1900C, N87GL, collided with a Beechcraft King Air A90, N1127D, at Quincy Municipal Airport, near Quincy, Illinois. Flight 5925 was completing its landing roll on runway 13, and the King Air was in its takeoff roll on runway 04. The collision occurred at the intersection of the two runways…The probable cause of this accident was the failure of the pilots in the King Air A90 to effectively monitor the common traffic advisory frequency or to properly scan for traffic, resulting in their commencing a takeoff roll when the Beech 1900C (United Express flight 5925) was landing on an intersecting runway…Although he had been sitting on runway four for about one minute, the King Air pilot began the takeoff without making a takeoff announcement over the CTAF… Contributing to the cause of the accident was a Cherokee pilot’s interrupted radio transmission, which led to the Beech 1900C pilots’ misunderstanding of the transmission as an indication from the King Air that it would not take off until after flight 5925 had cleared the runway.”

For the entire NTSB report, go to: www.ntsb.gov/Publictn/1997/AAR9704.pdf

From the above accident report we can learn how proper communication is a must while operating in an uncontrolled field environment. The following is a compilation of both FAA recommendations and techniques drawn from professionals throughout the industry. It is important to note that there may be some operating without a radio or simply not adhering to proper procedures. You must remain constantly vigilant and avoid complacency even during the most benign conditions.

Approaching the uncontrolled field:

‣ When approaching an uncontrolled field, if possible, monitor the common traffic advisory frequency ten miles prior to the airport. You can locate this frequency in the Airport Facilities Directory, sectionals, and instrument approach charts just to name a few.

‣ Ten miles prior to the uncontrolled field report aircraft type, aircraft identification, location relative to the airport, state your intensions, and obtain an airport advisory (if applicable).

‣ If overflying the top of the airport, report over the top and your planned intentions. “Matoon traffic, King Air 13FC over the top, will be entering a right midfield downwind for one-one Matoon.” Remember that in the pattern most aircraft will be at 1000’AGL. Plan to overfly the airport at least 500’ above pattern altitude. Most turbine aircraft will be flying a pattern of at least 1500’agl so plan accordingly.

‣ Report turning downwind, base, final, and leaving the runway.

‣ Report the turn to final for a particular runway and then report again when on a short final (1/4 mile or so) for your landing runway. “Matoon traffic, King Air 13FC ¼ mile final for runway two-nine Matoon.”

Departing the uncontrolled field:

‣ When departing an uncontrolled field, monitor and communicate on the traffic advisory frequency from prior to taxi to ten miles from the airport (unless you need to switch frequencies to speak with ATC).

‣ Report taxiing to a particular runway.

‣ Report crossing a runway.

‣ Report departing a runway.

‣ With your departure call remember to state your intentions. “Matoon traffic, King Air 13FC departing runway two-nine, to the northwest, Matoon.” Or “remaining in the pattern, Matoon.”

Points to consider:

Remember to use the airport name at the beginning and end of each transmission: This is extremely important for two reasons. Airports within radio range may share the same frequency or another aircraft may have just tuned in midway through your transmission.

In your communications include the direction of traffic that you will be entering: “Matoon traffic, King Air 13FC entering right midfield downwind for runway 11, full stop, Matoon.” Although right traffic is the published direction, this simply adds clarity for others in the area.

Instrument approach to an uncontrolled field: It is important to remember that not all pilots have an instrument rating. Simply reporting the “outer marker” or “procedure turn inbound on the ILS 29,” may mean nothing to the VFR only pilot. While flying an instrument approach, your traffic advisory should include position relative to the field.

Preflight Preparation: We have all heard about the 7 Ps. Proper prior planning preventing a certain type of poor performance. A check of the notams and Airport Facilities Directory are

a valuable stop in your preflight preparation. The AFD is a wonderful resource that, in the FAA’s own words, “includes data that cannot be readily depicted in graphic form: e.g., airport hours of operation, types of fuel available, runway data, lighting codes, etc.” With a check of the AFD you can obtain runway specific traffic pattern information, CTAF/Unicom frequencies, approach and center frequencies, weather data sources, airport remarks, and much more.

Be especially vigilant during calm wind conditions: Another pilot may have chosen another runway.

If executing a straight in approach: It must be executed so as not to disrupt the flow of arriving and departing traffic. Pilots in the pattern should be alert at all times to aircraft executing a straight in approach.

FAR 91.113: “Aircraft while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface…”

By following the FAA’s recommended procedures for uncontrolled field operations, we can significantly reduce the potential hazards. The problem exists when a small minority blatantly disregards those procedures thus raising the threat level for all of those involved. If your operation takes you to an uncontrolled field and it has been awhile, further operational and communication review can be found at:

- Advisory Circular 90-42F

- Advisory Circular 90-66A

- Aeronautical Information Manual: Chapter 4 sections 1 and 3

- Airport Facilities Directory

- FAR 91.113: Right of way rules

- FAR 91.126 (b): Direction of turns

- FAR 91.127 (b): Comply with established traffic pattern

By Jeff Miller