DA40 Diamond Star
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 156; Flight Crew Total 8350; Flight Crew Type 528
Communication Breakdown; Confusion; Workload
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Procedure; Human Factors
Training an instrument student; we departed on an IFR clearance to APC. Due to a TFR to the west of APC; we requested the ILS 36L in order to remain clear of the TFR. The ATIS indicated runways 18L and 18R were in use. ZOA gave us direct FESAV and asked us to report established. Before reaching FESAV; ZOA informed us APC tower would not allow an opposite direction approach. I asked if we could track inbound on the localizer to the FAF (1.5 NM from the APC class D boundary) and break off the approach there. ZOA approved.As we approached CIKPI; the FAF; I was about to tell my student to turn west when ZOA gave us several traffic advisories. I reported at least one aircraft in sight and we were abruptly told to squawk VFR and to contact the tower. I switched to the tower and said we'd been tracking the localizer inbound and requested a full stop landing. The tower told us to continue inbound; circle west for right traffic 18R; and to report circling. A bit stunned; I told my student to continue tracking the localizer. After 30 seconds or so; the tower told us to start our circle to the west and we complied. We landed 18R; taxied clear and were told to contact ground. The ground controller gave us taxi instructions and asked me to call the tower by telephone. I called and identified myself as the instructor and gave my tail number. The person I spoke with told me I'd entered class D without making radio contact. I politely explained that our G1000 moving map showed us at least 1 mile outside the boundary and tried to explain the circumstances. The person interrupted me and lectured me about how the FAA does not allow opposite direction approaches. I tried to say that I understood that fact and that we'd planned to break off the localizer prior to entering class D; but the tower has instructed us to continue. However; the person kept talking and was clearly not interested in a dialog nor were they interested in hearing how they had contributed to the misunderstanding. At one point; the line went silent and I asked if they were still there. The person said 'Get your GPS checked' and terminated the conversation. My feeling was that the tower controller who instructed us to continue tracking the localizer was in training. I also got the impression that the coordination between ZOA and APC tower for our arrival had been inadequate or non-existent. The traffic advisories right as the frequency switch was to take place also added to the confusion and increased my already high instructional workload. The last contributing factor is the FAA's poorly communicated policy about when and where opposite direction operations are allowed.As a professional instructor; I am appalled at the behavior and attitude of the tower employee with whom I spoke. Their lack of professionalism was truly astonishing. Their lack of interest in how their performance contributed to the issue shows a poor grasp of hazard and risk management.
DA40 instructor is cleared to track the localizer Runway 36L at APC; but advised that the approach must be broken off outside the Class D as opposite direction approaches are not approved. Approaching the boundary; traffic is issued and a change to Tower frequency. The Tower issues instructions to circle west and land on Runway 18R; which is accomplished. The Tower believes the reporter entered the Class D airspace before contacting the Tower.