Narrative:

I was in a hurry; having just made a last-minute decision to fly a previously-cancelled personal trip when the forecast unexpectedly improved; although I was very familiar with my departure airport (my home field); this would be my first flight to otm. I reviewed the otm notams; including one indicating that runway 4/22 was now 4;600 ft (versus the published 5;178 ft) and another indicating that the RNAV GPS approach procedure for runway 22 was 'na'. While I noted that the shortened runway remained suitable for my aircraft; I failed to register that its only published approach was not available. I called flight service; filed an IFR flight plan and requested a standard briefing; but omitting the origin and destination notams. I don't recall any mention of gusting winds at otm. I then drove to my home field; preflighted my aircraft; obtained my clearance and departed for otm. As I passed dsm in scattered clouds at 7;000 ft; I tuned in the otm ASOS; which reported winds 250 at 9 gusting 16; with 10 miles visibility and a clear sky. After des moines approach handed me off to chicago center; I told the controller I had the otm weather; advised him I had never been there before; and requested the RNAV (GPS) to runway 22; since the gusty winds clearly favored this runway. He said that the procedure was not authorized; but that I could 'follow the GPS way points around' to get lined up for runway 22. He then cleared me direct oykog; the closest initial approach fix; with pilot's discretion to 4;000 ft. I programmed my mapcom; then advised the controller I was direct oykog and descending to 4;000 ft. If I remember correctly; it was about at this point that another controller took over. As I approached oykog; the new controller cleared me to descend to 3;000 ft and said I was 'cleared for an approach'. Since I was unfamiliar with this terminology; I read back what I thought she meant; 'cleared for the RNAV (GPS) to runway 22'. She said she couldn't authorize me to fly that approach; but that I was cleared for 'an approach'. Not certain what 'an approach' meant; I said I would continue around the GPS way points; and asked if we could communicate once I landed. When she said she wouldn't be able to hear me on the ground; I told her I intended to cancel airborne when I got closer to otm. Once I had passed vorge; the if; and was established inbound; I canceled IFR. The controller confirmed receipt of my cancellation and told me to squawk VFR. She again explained that she couldn't clear me for the GPS approach since the procedure was 'na'. With her approval; I then switched to advisory frequency and made an uneventful landing. Lessons learned: 1. Never hurry or cut corners. 2. Focus on what the notams are telling you. 3. If in doubt or unfamiliar with an airport; ask the briefer to walk you through all applicable notams. 4. Request a clarification if a controller uses unfamiliar terminology. 5. While an instrument approach might be the best way to set up for an unfamiliar airport; there are times when it might be easier to fly direct to your destination; cancel IFR and enter the VFR traffic pattern.

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Original NASA ASRS Text

Title: IFR BE36 inbound to OTM requested a RNAV (GPS) approach to Runway 22 but was denied by ATC because the approach was Not Authorized (NA); the reporter was confused by the controller's 'cleared for an approach' phraseology.

Narrative: I was in a hurry; having just made a last-minute decision to fly a previously-cancelled personal trip when the forecast unexpectedly improved; although I was very familiar with my departure airport (my home field); this would be my first flight to OTM. I reviewed the OTM NOTAMs; including one indicating that Runway 4/22 was now 4;600 FT (versus the published 5;178 FT) and another indicating that the RNAV GPS approach procedure for Runway 22 was 'NA'. While I noted that the shortened runway remained suitable for my aircraft; I failed to register that its only published approach was not available. I called Flight Service; filed an IFR flight plan and requested a standard briefing; but omitting the origin and destination NOTAMs. I don't recall any mention of gusting winds at OTM. I then drove to my home field; preflighted my aircraft; obtained my clearance and departed for OTM. As I passed DSM in scattered clouds at 7;000 FT; I tuned in the OTM ASOS; which reported winds 250 at 9 gusting 16; with 10 miles visibility and a clear sky. After Des Moines Approach handed me off to Chicago Center; I told the Controller I had the OTM weather; advised him I had never been there before; and requested the RNAV (GPS) to Runway 22; since the gusty winds clearly favored this runway. He said that the procedure was not authorized; but that I could 'follow the GPS way points around' to get lined up for Runway 22. He then cleared me direct OYKOG; the closest Initial Approach Fix; with Pilot's Discretion to 4;000 FT. I programmed my Mapcom; then advised the Controller I was direct OYKOG and descending to 4;000 FT. If I remember correctly; it was about at this point that another Controller took over. As I approached OYKOG; the new Controller cleared me to descend to 3;000 FT and said I was 'cleared for an approach'. Since I was unfamiliar with this terminology; I read back what I thought she meant; 'Cleared for the RNAV (GPS) to Runway 22'. She said she couldn't authorize me to fly that approach; but that I was cleared for 'an approach'. Not certain what 'an approach' meant; I said I would continue around the GPS way points; and asked if we could communicate once I landed. When she said she wouldn't be able to hear me on the ground; I told her I intended to cancel airborne when I got closer to OTM. Once I had passed VORGE; the IF; and was established inbound; I canceled IFR. The Controller confirmed receipt of my cancellation and told me to squawk VFR. She again explained that she couldn't clear me for the GPS approach since the procedure was 'NA'. With her approval; I then switched to advisory frequency and made an uneventful landing. Lessons learned: 1. never hurry or cut corners. 2. Focus on what the NOTAMs are telling you. 3. If in doubt or unfamiliar with an airport; ask the briefer to walk you through all applicable NOTAMs. 4. Request a clarification if a controller uses unfamiliar terminology. 5. While an instrument approach might be the best way to set up for an unfamiliar airport; there are times when it might be easier to fly direct to your destination; cancel IFR and enter the VFR traffic pattern.

Data retrieved from NASA's ASRS site as of April 2012 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.