Narrative:

I was enroute to the IAF for the RNAV 18 approach into dmo. Runway 18/36 had been closed for the day per the NOTAM issued by mr. X; for grass seeding operation and runway lighting repair. Prior to the flight I contacted mr. X via phone and stated I would be enroute to the airport and due to low ceilings I would not be able to complete the circle to land approach to 5/23. I asked him if it would be possible for him to open the runway temporarily so I could land on 18/36. Mr. X stated that would not be a problem at all; he would ensure all personnel and equipment would be removed from the runway prior to my arrival. He requested that I contact him prior to departing so he would know when to expect me. I contacted mr. X 15 minutes prior to my departure and informed him I would be landing around xa:00 and would contact him on CTAF to insure personnel and equipment were clear. Mr. X stated that would be fine; and the work crews were expecting my arrival.while enroute to the IAF I requested the RNAV 18 approach into dmo with whiteman approach. Approach stated the runway was closed at sedalia and they could not clear me for the approach. I stated that I was aware of the NOTAM and explained that I had spoken with mr. X and he had opened the runway temporarily for me to land; and if they would like I had the phone number for mr. X to contact him with any questions. They stated they still could not clear me for the approach. I then requested the RNAV 18 circle to land 23 and approach stated they could not clear me for that approach either. I asked approach how they would like to proceed and they requested the number for mr. X. I gave approach the phone number and they informed me to standby. While I was standing by I was nearing lakle and requested to proceed to lakle and hold as published until we could get things sorted out. My request was approved. As I crossed over lakle for the hold entry whiteman approach gave me this clearance 'cross lakle at or above 3000; cleared RNAV 18 into sedalia; land at your own discretion.' I copied back the clearance and began the approach. Nearing the final approach fix whiteman approach told me I was cleared to advisory frequency and to report cancellation on their frequency or with flight service on the ground. I copied the instructions and changed to dmo CTAF. Once on CTAF I confirmed with mr. X via radio that the runway was clear and open; and I had permission to land on 18. He confirmed that the runway was clear and open for me. I continued the approach and broke out of the clouds 100 feet above minimums. I landed on runway 18 and made the first turn off. Personnel and equipment were clear of the runway and staging on the ramp waiting for me to clear so they could return to work. I contacted columbia radio and cancelled my IFR flight plan. To avoid the confusion with ATC and increasing their workload I could have waited until the NOTAM for runway closure had been cleared out to make the return flight to dmo. I could have also spoken with whiteman approach over the phone prior to my flight to advise them of the situation and get things worked out before departing.

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Original NASA ASRS Text

Title: Light twin pilot reports obtaining permission from airport management to arrive during a NOTAM'd runway closure; but ATC will not clear the reporter for the approach necessary to get in. After ATC contacts the airport the approach is approved.

Narrative: I was enroute to the IAF for the RNAV 18 approach into DMO. Runway 18/36 had been closed for the day per the NOTAM issued by Mr. X; for grass seeding operation and runway lighting repair. Prior to the flight I contacted Mr. X via phone and stated I would be enroute to the airport and due to low ceilings I would not be able to complete the circle to land approach to 5/23. I asked him if it would be possible for him to open the runway temporarily so I could land on 18/36. Mr. X stated that would not be a problem at all; he would ensure all personnel and equipment would be removed from the runway prior to my arrival. He requested that I contact him prior to departing so he would know when to expect me. I contacted Mr. X 15 minutes prior to my departure and informed him I would be landing around XA:00 and would contact him on CTAF to insure personnel and equipment were clear. Mr. X stated that would be fine; and the work crews were expecting my arrival.While enroute to the IAF I requested the RNAV 18 approach into DMO with Whiteman Approach. Approach stated the runway was closed at Sedalia and they could not clear me for the approach. I stated that I was aware of the NOTAM and explained that I had spoken with Mr. X and he had opened the runway temporarily for me to land; and if they would like I had the phone number for Mr. X to contact him with any questions. They stated they still could not clear me for the approach. I then requested the RNAV 18 circle to land 23 and approach stated they could not clear me for that approach either. I asked approach how they would like to proceed and they requested the number for Mr. X. I gave approach the phone number and they informed me to standby. While I was standing by I was nearing LAKLE and requested to proceed to LAKLE and hold as published until we could get things sorted out. My request was approved. As I crossed over LAKLE for the hold entry Whiteman Approach gave me this clearance 'Cross LAKLE at or above 3000; cleared RNAV 18 into Sedalia; land at your own discretion.' I copied back the clearance and began the approach. Nearing the final approach fix Whiteman Approach told me I was cleared to advisory frequency and to report cancellation on their frequency or with Flight Service on the ground. I copied the instructions and changed to DMO CTAF. Once on CTAF I confirmed with Mr. X via radio that the runway was clear and open; and I had permission to land on 18. He confirmed that the runway was clear and open for me. I continued the approach and broke out of the clouds 100 feet above minimums. I landed on runway 18 and made the first turn off. Personnel and equipment were clear of the runway and staging on the ramp waiting for me to clear so they could return to work. I contacted Columbia radio and cancelled my IFR flight plan. To avoid the confusion with ATC and increasing their workload I could have waited until the NOTAM for runway closure had been cleared out to make the return flight to DMO. I could have also spoken with Whiteman Approach over the phone prior to my flight to advise them of the situation and get things worked out before departing.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.