Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 80; Flight Crew Total 4771; Flight Crew Type 1006
Time Pressure; Workload; Communication Breakdown; Confusion; Situational Awareness
Conflict Ground Conflict; Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Procedure; Human Factors
An instrument student was at the controls of our aircraft flying the ILS RWY 32 approach at OKV. As there were other aircraft in the pattern; I was making position reports every mile from the FAF. When approximately 2 miles from Runway 32; another aircraft was observed on downwind. With the other aircraft still on downwind we continued our approach and I made a one mile final RWY 32 call. I then observed the other aircraft turning onto base. I advised of our position relative to their aircraft and the instructor advised they did not have us in sight. The aircraft continued to turn onto base leg. I took the controls of our aircraft and executed a missed approach to the right. I took this action since we did not know what actions the other aircraft was going to take. A collision was not imminent; but I felt it was the safe thing to do. We proceeded back to attempt a second ILS approach. The other aircraft was doing closed traffic practicing takeoff and landings. They were not keeping up with traffic location. When an aircraft is on short final; an aircraft on downwind should have that traffic in sight prior to turning onto base leg. This would have prevented our incident.On the second approach; as we were near decision altitude; another aircraft; not making radio calls; entered the runway at Taxiway D. The aircraft made a couple of 360 degree turns and returned to Taxiway D; but only clear of the runway edge marking (still on the runway side of the hold short line). I advised the student to execute a go-around. The aircraft was then observed taking off on Runway 32 and proceeded to make right traffic (OKV is left traffic on both runways). We continued closed traffic and landed on Runway 32. As we cleared the runway and began our taxi to the ramp; the no radio aircraft was observed on short final. The aircraft had turned final in front of another aircraft; causing them to go around also. This incident could have been prevented if the no radio aircraft would have ensured that no other aircraft was on final prior to entering the runway and when exiting; clear the runway past the hold short line.Both incidents are just the latest of similar incidences experienced flying out of OKV. When discussing traffic pattern procedures with other pilots; many advise the AIM is only advisory and that they can do whatever they wish since OKV is 'uncontrolled'. OKV is non-towered; but not uncontrolled; when all aircraft use standard procedures when departing and arriving at airports. I feel the lack of standards and attitudes indicate a failure in the training process. CFIs are not teaching or impressing the importance of SOPs in conducting safe flights. I fear the attitude that some pilots have toward airport traffic operations at non-towered airports is going to result in a collision at OKV. I place emphasis on proper procedures and traffic avoidance on each and every flight with my students.
An instructor with a student at OKV observed nonstandard pilot behavior at this airport; while flying the ILS RWY 32 Approach. In discussion with other pilots; the instructor discovered an attitude that the AIM is just advisory and that their flight and ground pilotage did not require adherence.