Uncontrolled Field Operations

An uncontrolled field is an Airport which does not have an operational control tower or the control tower is closed and not currently in operation. All IFR operations into and out of uncontrolled fields are issued using the One-In-One-Out rule. Let's start by looking at what exactly that rule entails:

One-In-One Out Rule

The One-In-One-Out rule states that only one aircraft is to be cleared for an approach or released for departure at a time. This is done in order to provide adequate separation, since there is no Tower service to provide separation and aircraft are below radar coverage. There are a few exceptions to this rule:

• A controller may release an aircraft for departure if the departing aircraft will be airborne prior to the time the approaching aircraft reaches a fix no less than 4 NM from the field.

• If one pilot has the other aircraft in sight and can provide visual separation, then both operations may be approved without restriction.

Keep in mind that if an aircraft departs VFR, or cancels IFR at any point in time prior to the other arriving, then this rule does not apply to that aircraft. Remember that VFR aircraft are responsible for maintaining their own separation from terrain/obstacles/aircraft, so this does not apply.

Now let's look at IFR departures from an uncontrolled field.

IFR Departures

When providing IFR departure services at airports with no operational Tower, or a tower that is currently closed a pilot has two options:

• Call prior to departure for IFR clearance, then depart the field and report entering controlled airspace to the departure frequency controller.

• NOTE: the aircraft is responsible to depart the field maintaining visual separation of other aircraft until radar identified.

• Depart the field VFR, and receive IFR clearance while airborne.

IFR Aircraft Receiving Clearance Prior to Departure

When issuing IFR clearance nothing changes in regards to the standard CRAFT clearance demonstrated in Issuing Clearances. Once the pilot reads the clearance back the controller has a few options:

• Assign Departure Restrictions - This could be anything from assigning a heading for the aircraft to fly once in controlled airspace, to issuing specific instructions to ensure obstacle/traffic clearance. Note that issuing any of the below is NOT a requirement. Some examples of the restrictions you can issue are below:

• Airspace Restriction - WHEN ENTERING CONTROLLED AIRSPACE (instruction), FLY HEADING (degrees) UNTIL REACHING (altitude, point, or fix) BEFORE PROCEEDING ON COURSE. - This phraseology is used to instruct the aircraft to fly a specific heading upon entering controlled airspace. This will commonly be used in areas where the Class Echo begins higher then the typical 700/1200AGL, which is common in areas of mountainous terrain, or those of which are outside of radar coverage. An example of the phraseology is: “Mooney Seven One Mike, When entering controlled airspace fly heading one three zero until reaching seven thousand before proceeding on course.”

• Navaid Restriction - FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) UNTIL (time). UNTIL REACHING (fix or altitude), BEFORE PROCEEDING ON COURSE.- This phraseology is used in a manner similar to above. This is a good technique for sequencing arrivals out of an uncontrolled field if they may interfere with a primary field arrival/departure stream. An example of this phraseology is “Grumman Six Six Golf, fly a zero niner zero bearing from Charleston VORTAC until reaching six thousand before proceeding on course.”

• Release the Aircraft for Departure - You must issue a release. This is not optional. When issuing a release you have a few options:

• Basic Release - RELEASED FOR DEPARTURE - This is a departure release in its purest form. By utilizing this phraseology, you authorize a pilot to simply depart IFR with no restrictions. An example of the phraseology is: “Lear One Delta Charlie, released for departure.”

• Release with Clearance Void Time - (Aircraft identification) RELEASED FOR DEPARTURE AT (time in hours and/or minutes), CLEARANCE VOID IF NOT OFF BY (TIME). IF NOT OFF BY (time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. TIME (time in hours, minutes, and nearest quarter minute). - When issuing this, you are advising the pilot that they have a particular time to depart, and after that time, their clearance is VOID. Now remember, that if you've released an aircraft to depart and issue a lengthy void time, you have "closed" that field to all other IFR arrivals and departures until the first aircraft is in your control. There are two rules to remember with Clearance Void Times: First, you must provide alternative instructions requiring the pilots to advise ATC of their intentions no later than 30 minutes after the clearance void time if not airborne. Second, the facility delivering a clearance void time to a pilot shall issue a time check. An example of this phraseology is: "Cessna 737WA, Released for Departure at 0100z. Clearance void if not off by 0140z. If not off by 0130 zulu, advise Dayton Approach not later than 0130 zulu of intentions. Time now 0055 zulu"

IFR Arriving Aircraft

For IFR aircraft arriving into an uncontrolled field a few rules apply: First and foremost, the One In One Out rule, covered above.

When IFR aircraft are arriving into an uncontrolled the approach controller does not assign an approach or runway. The pilot is provided with weather conditions at the arrival field. If unavailable provide the nearest reporting weather along with the name of the reporting facility. The controller asks the pilot for the approach they want to fly by transmitting: (aircraft)SELECT APPROACH (optionally) TO (airport)

"Cessna 480WA, Select approach to Gene Snyder"

When the aircraft advises the controller of the approach they wish to fly the controller will vector the aircraft for the instrument/visual approach into the field. If an aircraft proceeds on a visual approach they remain under IFR flight and the one in one out rule still applies. The aircraft must still cancel IFR or report on the ground though it should be noted that pilot may cancel IFR when they have the field in sight.

Once a pilot is established on an approach to an uncontrolled field they will want to switch to the CTAF, or Common Traffic Advisory Frequency. This is used for a pilot to state his location and intentions over an open frequency to advise other aircraft operating within the uncontrolled field. To accomplish this, advise the aircraft to change frequency. Since they are going into an uncontrolled area, you will cancel their radar services at the same time. "RADAR SERVICES TERMINATED. CHANGE TO ADVISORY FREQUENCY APPROVED"

“November Three Zero Bravo, Radar Services Terminated, change to advisory frequency approved.”

Since there are no tower personnel at uncontrolled fields to ensure that the aircraft has arrived at the field, the pilot must either cancel IFR prior to arriving or report when on the ground (or going missed). Advising the aircraft to report when on the ground is optional but a friendly reminder as many pilots may forget.

PREVIOUS: Issuing Speed Instructions

---