In the Winter 2005 Avemco “On Approach” newsletter, we discussed suggested operations at non-tower controlled airports and we looked at a number of possible entry and exit scenarios for conducting safe operations in accordance with AIM section 4-1-9 and AIM diagram 4-3-2.  Shortly after the article was published we started hearing from readers who had a variety of opinions about the operations suggested in the article.  “What about those of us with no radios?”  “What about departures from the field in this direction or that direction?”  “That is not how we do it at our airport.”  One pilot reported that he was berated by other pilots when he attempted to make a “courtesy report” in the traffic pattern to an incoming aircraft about other aircraft already in the pattern that were not making reports. 

 

One thing to bear in mind is that in an article like this, we cannot cover all possible aspects of flying at every airport.  We cannot possibly imagine and therefore write about operations at some of the airports that readers described.  But what we can do is take a snapshot of a number of situations and compare it to the printed materials from the FAA and try to help pilots draw some conclusions about how things work at their airport in the interest of enhancing safety.

 

First of all, we look at the Aeronautical Information Manual for guidance on arrivals and departures from a non-tower controlled field.  This is the diagram that they give you.  Literally, when you are departing the pattern using this diagram, you essentially are offered directions 5 and 6 to cover every departure scenario.  We know from experience that many pilots do whatever they want unless they see another aircraft coming.  The bottom line is this: the pilot’s job is to perform maneuvers and follow procedures that are consistent with safety.  To do otherwise and get caught is punishable by a 91.13 Careless and Reckless Operation, or worse—bent airframe components.

Aeronautical Information Manual Diagram 4-3-2

 

Referring to AIM Chapter 4-1-9 Traffic Advisory Practices at Airports without Operating Control Towers, the section begins by saying that “There is no substitute for alertness while in the vicinity of an airport.”  It goes on to say that “pilots should exchange traffic information when approaching and departing an airport especially since there may be no radio aircraft operations there.”

 

Call Sign.  Those of you observant readers who pointed out that using “November” and a full call sign is not needed are correct.  AIM also points out that simply giving an aircraft type and the last three digits of the call sign is sufficient unless establishing initial contact with ATC.  Therefore saying “Cherokee 8 Alpha Delta” is a sufficient report for non-tower controlled operations.

 

NORAD or “No Radio” Operations at a non-tower controlled airfield involves many of the same procedures as those described in the article for those of us with radios.  The difference is that the NORAD operators must be ever more vigilant prior to engaging in operations in the traffic pattern since they have no way (other than a handheld transceiver) to announce their intentions to others who may already be committed to a course of action arriving at or departing from that airport.  Taxiing in a tight circle scanning the ground and traffic pattern area prior to moving forward is the best advice I can give to pilots on the ground both with and without a radio.  When you see another aircraft already taxiing toward a runway or run-up area, follow them but make sure that they know you are there, if possible.  The no-radio operator must always make the assumption that he is not seen and then act accordingly.  Show your lights as a way to enhance the chance that you will be seen.  Don’t take shortcuts and follow the AIM or the approved procedures for your airport.

 

For the no radio operator approaching a field, I again recommend that the pilot approach with extreme caution until a complete assessment of the airport can be made from above.  This assessment should include viewing the traffic pattern indicators, wind direction, and visual observation of existing traffic flows.  When you observe other aircraft already present, fall in with their flow and establish safe distances in the pattern so as not to crowd or rush the pilot ahead.

 

For those operators who wrote and said that their operations at a rural airport had always been done without a radio since there was rarely anybody to talk to, I commend their spirit and love for aviation and their love for their classic aircraft.  I encourage you to maintain an attitude of safety and follow AIM recommendations as closely as possible.  Consider purchasing a portable radio and keep a spare set of batteries on board.  You never know when you will need them!

 

For those of you who have ever attempted to report other traffic in the pattern thinking you were doing people a favor and then were berated by other pilots for being a “yahoo with a radio,” I commend you for your courage.  Some pilots will not allow anybody to tell them what to do or how to do it—including the FAA.  I can only urge you to follow the rules yourself and stay clear of those who think that they are able to rewrite the rules because their age or experience gives them special privilege.