Narrative:

My private turf airstrip is located in class G airspace on the outside of ZZZ airport's class delta airspace. I have conducted many flight operations since the ZZZ tower has been in operation to/from and through ZZZ's airspace since the tower opened. The routine communications performed leaves no doubt in my mind that most or all the ZZZ tower personnel have a general working knowledge of the existence of our VFR only private airstrip just outside the class delta. The check in was routine; I received the weather at ZZZ and advised the controller our intentions were to shoot an IFR approach to ZZZ and after reaching VMC evaluate the weather and proceed to our airstrip southwest of ZZZ if possible. The weather reported at ZZZ was below VFR weather minima and knew I'd need ATC clearances to be legal for the operation. My thought was to give ATC plenty of time to think about; question us if they had concerns/issues; and pre-plan any clearances needed with ZZZ tower personnel. The controller requested I pass that info directly to tower after the handoff to tower. ARTCC cleared us for the RNAV GPS approach; we reported inbound from the IAF; and told to contact tower. We checked in with ZZZ tower and again passed on our intentions of using the approach to get below the clouds and then make a decision if we could proceed to our airstrip. There were the normal and routine tower/pilot communications on the approach. The tower 'cleared us to land' which confused me because all the ATC communications about proceeding to our airport southwest of ZZZ. I replied something to the effect I wanted the 'option'. No reply from ATC. I broke out above circling minima on the north bound approach course. It's difficult to evaluate inflight weather looking over one's shoulder; so I proceeded past the runway threshold and with my previously stated intentions of going southwest of the airport assumed I'm cleared to circle and started an IFR circling approach by turning to the west of the runway. At that time the tower controller states I've done some kind of 'illegal' operation; which of course further confuses me as I've not cancelled IFR nor have I been given a special VFR clearance. I discuss the special VFR clearance with tower and proceed southwest to my airport exiting the class delta airspace. I report landing assured at ZZZ1. It's my opinion the first issue is because the operation is a rare and unusual event for ATC personnel. I can't imagine ATC not knowing and expecting that I'd be requesting a special VFR clearance at some point and be ready for that request. They should have been querying me if needed for more information/clarification of our intentions; or informing me that ARTCC and ZZZ would be unable to issue that clearance. They had 15 or 20 minutes advance notice and one would typically assume they are coordinating the details on their landlines. I should have not assumed anything on the clearances and further questioned both controllers. The use of proper phraseology and clearer communications on my part that I wanted a clearance for the IFR circling approach on the west side of the airport and I would be expecting and needing the special VFR clearance while airborne would have helped the situation.

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Original NASA ASRS Text

Title: Bonanza 36 pilot reported confusion with ATC while conducting and approach to a Towered airport with the intention of breaking off when in VMC to proceed to a nearby private airstrip.

Narrative: My private turf airstrip is located in class G airspace on the outside of ZZZ airport's class delta airspace. I have conducted many flight operations since the ZZZ tower has been in operation to/from and through ZZZ's airspace since the tower opened. The routine communications performed leaves no doubt in my mind that most or all the ZZZ tower personnel have a general working knowledge of the existence of our VFR only private airstrip just outside the Class Delta. The check in was routine; I received the weather at ZZZ and advised the controller our intentions were to shoot an IFR approach to ZZZ and after reaching VMC evaluate the weather and proceed to our airstrip southwest of ZZZ if possible. The weather reported at ZZZ was below VFR weather minima and knew I'd need ATC clearances to be legal for the operation. My thought was to give ATC plenty of time to think about; question us if they had concerns/issues; and pre-plan any clearances needed with ZZZ tower personnel. The controller requested I pass that info directly to tower after the handoff to tower. ARTCC cleared us for the RNAV GPS approach; we reported inbound from the IAF; and told to contact tower. We checked in with ZZZ tower and again passed on our intentions of using the approach to get below the clouds and then make a decision if we could proceed to our airstrip. There were the normal and routine tower/pilot communications on the approach. The tower 'cleared us to land' which confused me because all the ATC communications about proceeding to our airport southwest of ZZZ. I replied something to the effect I wanted the 'option'. No reply from ATC. I broke out above circling minima on the north bound approach course. It's difficult to evaluate inflight weather looking over one's shoulder; so I proceeded past the runway threshold and with my previously stated intentions of going southwest of the airport assumed I'm cleared to circle and started an IFR circling approach by turning to the west of the runway. At that time the tower controller states I've done some kind of 'illegal' operation; which of course further confuses me as I've not cancelled IFR nor have I been given a special VFR clearance. I discuss the special VFR clearance with tower and proceed southwest to my airport exiting the Class Delta airspace. I report landing assured at ZZZ1. It's my opinion the first issue is because the operation is a rare and unusual event for ATC personnel. I can't imagine ATC not knowing and expecting that I'd be requesting a special VFR clearance at some point and be ready for that request. They should have been querying me if needed for more information/clarification of our intentions; or informing me that ARTCC and ZZZ would be unable to issue that clearance. They had 15 or 20 minutes advance notice and one would typically assume they are coordinating the details on their landlines. I should have not assumed anything on the clearances and further questioned both controllers. The use of proper phraseology and clearer communications on my part that I wanted a clearance for the IFR circling approach on the west side of the airport and I would be expecting and needing the special VFR clearance while airborne would have helped the situation.

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.