Can you switch to tower at the marker?

[Vector4fun]

FWIW, my opinion as a controller:

I appreciate the folks that check with approach before just switching over. But I can see switching if you can't get an answer. A lot of the time we get distracted and busy. Often, tower is calling us to switch somebody.

As for landing without clearance, that actually happens with some regularity. If no safety problem, and because of communications foul-up, usually no big deal. But let me make plain that there is NO rule saying you're automaticaly cleared to land because you have an approach clearance, either in the FARs or in the 7110.65, 7210.3 etc. You may be "expected to" by the controller at the time, but it's no rule. The rule is you should have a landing clearance.

If you DO go around though, remember this: Your missed approach may NOT be clear of traffic! Unless the WX is IFR, we don't routinely protect the missed approach path. If we did, we'd never move traffic. The tower now has to QUICKLY make a plan for your miss, execute it, coordinate it with the approach control or Center. The "attitude" you may have gotten from the tower controller is just frustration. Don't worry about it.

I would just say try to maintain some situational awareness and do what you think is MOST SAFE at that moment and in that situation. It may be go-around, it may be land. Can't make a "rule" that fits every situation. Even though FAA and Lawyers try.....

 

[Bernoulli]

I have had a tounge lashing from a class D tower controller for not switching to tower sooner. I think the best rule of thumb is to definetly switch to tower after the FAF if Approach has not handed you off. I really like the idea of calling on the other radio if you feel approach is real busy.

 

[AceCrackshot]

Vector4fun-
I was under the impression that at the FAF you could automatically switch to tower...that is, there is a regulatory basis for it...I remember reading it somewhere, but I am too lazy to look it up.

This has happened to me multiple times in DEN, but no where else. Even DCA and LGA manage to clear people to land...sometimes even in the flare...FWIW.

 

[Vector4fun]

Vector4fun-
I was under the impression that at the FAF you could automatically switch to tower...that is, there is a regulatory basis for it...I remember reading it somewhere,

Ace, the only thing "regulatory" I find in the Controller's Handbook, 7110.65 is:

5-9-4. ARRIVAL INSTRUCTIONS

Issue all of the following to an aircraft before it reaches the approach gate:


yada, yada, yada,


d. Instructions to do one of the following:

NOTE-
The principal purpose of this paragraph is to ensure that frequency changes are made prior to passing the final approach fix. However, at times it will be desirable to retain an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When this occurs, it will be necessary to relay tower clearances or instructions to preclude changing frequencies prior to landing or approach termination.

1. Monitor local control frequency, reporting to the tower when over the approach fix.

2. Contact the tower on local control frequency.

REFERENCE-
FAAO 7110.65, Communications Release, Para 4-8-8.

3. Contact the final controller on the appropriate frequency if radar service will be provided on final on a different frequency.

REFERENCE-
FAAO 7110.65, Final Controller Changeover, Para 5-10-8.

4. When radar is used to establish the final approach fix, inform the pilot that after being advised that he/she is over the fix he/she is to contact the tower on local control frequency.


Point of info, Para 4-8-8 simply says:





4-8-8. COMMUNICATIONS RELEASE

If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the advisory service frequency when you no longer require direct communications.

It is also true that most facility manuals state that arrivals

should be changed to the Tower Freq somewhere between fifteen miles and the FAF.

However, I've never found anything that says the pilot should just go ahead and do it. Now, having said that, I again say that I completely understand a pilot doing it if unable to communicate with the approach controller. Happens every week. My main concern is that somebody assumes they're supposed to land without a landing clearance. That happens too. Usually totaly safe and expected, but not necessarily legal.

 

[CaSyndrm]

It aint rocket science. Change over at the marker even if you can't talk to aproach, but make an attempt shortly before if you haven't been instructed. NO CLEARANCE TO LAND, DON'T LAND...

To many stories and experiences to tell but, it aint brain surgery...

 

[KeroseneSnorter]

There are times when extreme frequency congestion, a stuck mic, or a radio failure occur in such a circumstance. Rather than try to go around at a busy location with a potential lost comm situation, landing may very well be the safest thing to do. Based on hindsight and seeing the total picture, I would have landed, and will do so if placed in the same situation again.

Avbug,

You will NEVER be violated for going around. You will be if you land without a clearance. The Feds are out for blood on runway incursions. Too many things going on at a large airport that you may not be aware of to risk a landing without a clearance.

 

[bobbysamd]

Contacting tower

I learned that you contact the tower when instructed to do so by Approach or whoever. Also, I certainly would not land unless the Tower clears me to land. My $0.02 is that Avbug did the right thing by going around. The controller might be irate but it is your pilot certificate. A situation like that is worth the postage and time for a NASA report.

 

[wickedpilot]

I have a story that somewhat fits this scenario.

I was shooting the ILS 20L into PDK. ATL appch was not extremely busy and handed me off to twr. When I transmitted to let twr know i was w/ them, the pust to talk failed. I quickly switched from COMM 1 to COMM 2 to see if that would help. Still could not transmit. I could however still hear the twr.

Because I had not yet checked in, and twr was expecting me, they made the call: Duchess XXX are you on this freq.
I replied: Affirmative XXX, but the transmission did not go through.
I had not been cleared to land, and was on a very short final. Just a I began to apply go-around pwr, the twr controller cleared me to land on the assumption I either A: forgot to check in or B: had partial radio failure.

After landing and clearing the active rwy, I squawked 7600. The twr cleared me for taxi to the ramp as a result. No light Gun. I guess that b/c I landed (ie. heard the clearance) they figured I was receiving but could not transmit.

 

[POKEY]

A similar situation that I see with some regularity is not being handed off to dep., particularly during a big push when they are trying to get as many planes out as possible. I often swith to dep. on my own and I have never heard anything from the controllers about it.

 

[ArmyPilot]

This happens a lot...

I have been "forgotten" on approach many times and also have been told to "continue" by tower and had to query for a landing clearance real close to the flare. My two sense is this, if you where not given a landing clearance then why would you even think about landing? You are making all kinds of assumptions when you take it upon yourself to land without the clearance. Rules are rules and it's simple, get a landing clearance or go around. It's your ticket not the tower controllers.

Just my 2 cents...

 

[Gulfstream 200]

anyone ever LAND while still on approach freq?

..not that it happened to me, but I know someone who it did....

 

[DitchDriver]

anyone ever LAND while still on approach freq?

..not that it happened to me, but I know someone who it did....

Plenty of times, but only when the same controller worked approach, tower, ground and clearance at the same time.