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4 Answers

Radio Communications

Asked by: 1717 views General Aviation

How do I handle communications when on an IFR flight plan into a class G airport in VMC?  Can I do the straight in approach or must I cancel IFR and do a standard left downwind? Won't I have ATC until landing if I don't cancel?  Do I need to use 2 frequencies to make sure, or at least try, to avoid other VFR traffic? Appreciate your help!

4 Answers



  1. Bryan on Apr 30, 2022

    If you’re in IMC, you need to stay in contact with ATC as they direct. They will clear you for an approach and you fly it unless you’re unable for some reason. If you’re VMC, then you can do whatever ATC tells you to do OR cancel IFR and join the traffic pattern like all of the other VFR traffic (which does not strictly preclude a straight in, but it’s on you to be safe). Remember, broadcasting on the CTAF is preferred because it’s the safe option but it isn’t required.

    In my experience approaching an uncontrolled field IFR, when ATC clears me for the approach, they usually tell me if there are any radar targets that appear to be in the pattern. When there are, they try to turn me loose onto the CTAF as soon as I tell them field in sight so I can get on the CTAF and announce my presence.

    You can also tune up your second radio and do both. I have done that, too, especially when flying practice approaches under the local Bravo shelf. Just make sure you pay good attention to which radio is set to broadcast so you don’t gum up the ATC frequency with your position report. =)

    The key here is to operate safely. If running two radios while flying an instrument approach is going to overwhelm you, don’t do it. Make sure to follow all of the IFR regs and then select the safest option available to you regarding the approach into the uncontrolled airport. This is a good illustration of Aeronautical Decision Making where there is no universal right answer and you as the pilot have to assess the risk of each option and then manage that risk with the training, tools, and experience you have.

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  2. John D Collins on May 01, 2022

    Follow Bryan’s advice.

    When you are cleared for the approach, you will keep your IFR transponder code because you are still IFR. Your approach clearance includes the charted missed approach procedure unless an alternate procedure is communicated to you by ATC. ATC will approve the frequency change to the CTAF after you have been cleared for the approach. Normally you can cancel IFR on the ATC frequency if you enter VFR conditions and can reach ATC at the altitude. Some airports have an RCO or GCO frequency on the ground where you can cancel after landing. Pretty much all non towered airports in the US have a phone number you can use to call ATC for cancelling on the ground. The phone number is listed in the AFD entry for the airport in the Chart Supplement.

    Don’t cancel IFR in the air unless you are in VFR conditions. VFR conditions are not just visual conditions, in class E they require cloud separation 500 feet below and 2000 feet laterally and 3 miles visibility, so just because you break out at 1000 feet above the runway does not mean you are VFR and can legally cancel. Once you descend into class G airspace, the VFR requirements only require 1 mile visibility and clear of clouds. I would not be in a hurry to cancel IFR and would wait until I am on the ground unless the conditions were good VFR. Once you cancel IFR, you will be told to squawk VFR if you are still airborne.

    As far as direction of flying the pattern, you are required to use the pattern direction established for the runway unless the approach chart says otherwise. If you are landing straight in, there is usually no reason to circle in the pattern, but you must fit in with any VFR traffic in the pattern. If you are going to circle, you must circle at the circling MDA or higher. Remember that in class G, the only VFR requirements are 1 SM visibility and clear of clouds, so VFR traffic may legally be in the pattern even when the ceiling is quite low.

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  3. Skycatcher06 on May 07, 2022

    How high is that IMC? If at like 4,000 maybe stay on and get a decent to 3,000 and then you can do a Visual approach to the landing but if IMC is down to say 500 you need to divert. Because class G airports will not have proper ILS.

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  4. Jeff Baum on May 08, 2022

    I’m not too sure what you are asking. Of course you may fly IFR in Class G airspace. There are several approach procedures which have descent minima below the 700 Class E airspace step down. A couple of examples of IAPs which descend below the 700 Class E step down and into Class G airspace; KEVW (Evanston WY) has an ILS with a 200 above TDZE DA. KBYG (Buffalo WY) has a 250 above TDZE LVP DA for the RNAV. Both have ODPs for instrument departures.

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