Traffic Pattern Anyone?

[501261]

Of course every time a discussion about traffic patterns comes up, everybody should really review this NTSB ruling.

http://www.ntsb.gov/alj/O_n_O/docs/aviation/4236.PDF

A little trivia, who do you think is going to get their license revoked. The 20,000 hour CFI flying a standard pattern, or the jet that is doing a straight in to the same airport? The answer may surprise you.

Bottom line, Straight ins are legal, and traffic on final has the right-of-way .

 

[UndauntedFlyer]

Great Answer - Best I've Ever Read on Traffic Pattern

Avbug, this is the only way to deal with traffic at a non-towered airport. Your post here is right on.

Avbug wrote:

A couple of weeks ago I landed at an uncontrolled field, with several aircraft in area. I arrived IFR and cancelled on arrival at the field. After announcing a downwind, base, and final, I observed a small twin sitting on the opposite end of the runway, while I was on very short final. I went around. As I went over the top of him, I enquired on the radio if the twin sitting on the end of the runway were listening.

He immediately came back and said yes, he was, and he was departing.

Foolish on his part? Yes. He had been sitting down there, he knew I was there. I didn't see him on the runway. The terrain, layout of the runway, and another distraction lead to my failure to see him (and possibly some eyesight that isn't what it once was...though I'm not ready to concede on that point, yet)...yet he was fully aware of me, and my intentions.

End result? I went around, stayed in the pattern, and landed. He departed, and didn't return.

Not a big deal. See and avoid, deal with traffic as you see it.

If the aircraft doing the straight in is a Hawker 800XP, then so be it. Deal with it. If the aircraft doing the straight in is a Cessna 172, then so be it. Deal with it. If the aircraft doing the straight in is a Cirrus, then so be it. Deal with it.

Perhaps the other guy will do the right thing, perhaps he won't. Your problem is taking whatever action is necessary to address the situation. If that means going around extending, leaving the pattern until the other guy figures it out, making an extra announcement, directly querying the other guy, adjusting your speed and/or spacing, or any other action necessary to ensure safe operation, then that's what you do.

And you don't worry about it after the fact.

Don't get wrapped up in what the other guy does or doesn't do, or who was "courteous" to you and who was not. Deal with what you can control, act accordingly, and leave the rest of the baggage behind you in your wake.

You'll live longer.

And happier

 

[Joshrk22]

Avbug, this is the only way to deal with traffic at a non-towered airport. Your post here is right on.

Avbug wrote:

Don't you think he could have called you up and told you where he was at? What's the difference between a MULTICOM and UNICOM? I know what they're for, but what's the difference. Also, sometimes I see that an airport has a CTAF and UNICOM, correct me if I'm wrong, but should you make your callouts on the CTAF, then talk to the FBO or whatever on the UNICOM?

 

[UndauntedFlyer]

Both Multicom (122.9) or the designated Unicom at a non-towered field are primarily used for CTAF. Which means that pilots should announce their positions and intentions as they approach the airport and in the pattern. Active participation is very important, but all the same this is not mandatory and it may be that some of the other airplanes don't participate because they may not even have a radio. Others may be inbound and talking to the IFR center or outbound doing the same. Even if they are IFR they should switch to CTAF at some point but often times they don't. Except for the no radio airplanes they SHOULD all participate but not all do. But just as Avbug has so correctly stated, "Just Deal with It." This is the way it is. As they say in Atlanta, "Ya all be careful out there."

Now to go on about your questions, with Unicom vrs. Multicom, its the same but with Unicom it is recommended that a pilot initiate a call inbound about 15 miles out to ask for general advisory information, ie, runway in use, wind, etc. Maybe the Unicom (FBO) people will ask if you need a taxi or fuel or something else. Then monitor that freq (which is CTAF) and continually update your position. I believe that it is a good ideal to be proactive and solicit positions of other traffic in the pattern or the area if there don't seem to be any airplanes reporting anything. I might say, "Fox River traffic, this is Decathlon 297AC, 10-miles SE, inbound for landing, any traffic in the area or in the pattern at Fox River please advise." This technique is not specifically recommended by the FAA in the AIM or anywhere else, but it works well. Sometimes, by being proactive, I wake up people to use their mic and they then announce that they are taxiing out for takeoff, or that they will be departing runway 19 shortly. When pilots complain of others and their non-participation those pilots could oftentimes look at themselves too and say, "Was I as proactive as I could have been?" In any case, just as Avbug has said, "Deal with it." And as they say in Atlanta, "Ya all be careful out there."

Now regarding the question of when you see both a CTAF frequency and a Unicom frequency. I have only ever seen that at a tower controlled airport when the tower is closed for the evening. The unused tower freq is the CTAF freq. In that case you could call the Unicom 15 miles out but they probably won't have much to say about any advisories of any kind because it's the night shift people and they are not used to such calls. So then, in any case, just go to CTAF (the tower freq) and start soliciting reports from any other airplanes in the area or who may be in the pattern. Also, continue to announce your own position reports.

The best advice that can be given about the traffic pattern at a non-towered airport or even at a towered field is always maintain vigilance. In other wards, as Avbug has so correctly stated, "Just deal with it."

"Ya all be careful out there."

Questions/comments are welcome…….

 

[wrxpilot]

While we are on the subject. STOP BROADCASTING YOUR TAXI PROGRESS TO/FROM the RAMP. On many Freqs, it is not only annoying as he<<, it often blocks out more pertinant info being transmitted.

my $.02.

100-1/2

I understand what you're saying about people transmitting too much, particularly on the ground. I do make a habit of announcing when I'm crossing a rwy though. Something really quick like "small town traffic, Skyhawk 45W crossing 9/27 on the ground".

Can't STAND it when somebody calls up to a busy field and says "small town traffic, advise active runway or traffic in the pattern please advise". Shut up for 15 secs and listen, and you'll know exactly which rwy is being used and where everybody is.

 

[avbug]

What's truly amazing here is that bright, knowing, intelligent "real" pilots managed to screw it up without a crop duster in the pattern to blame. Go figurure.

 

[bestpilot]

What's truly amazing here is that bright, knowing, intelligent "real" pilots managed to screw it up without a crop duster in the pattern to blame. Go figurure.

Duuude, all dem traffic pattern should look like Pac-Man Patterns! Dat would be like Freaking Awesome!!!!!!!!!

 

[UndauntedFlyer]

To WRXPILOT: You are correct about people making too many calls in the blind when the freq is very busy. In that case, if pilots just keep quite they might get all the information they need about active runway and what traffic is in the pattern. In such a situation it may not be a problem because hopefully everyone is really on their toes looking everywhere for everyone, as they really should be all the time anyway. However, the recommended calls are important if they can be made. Taxiing out for takeoff to runway xx, taking off on runway xx, downwind, on base and on final runway xx are always important if you can get them in. Of course don't over do it. Flying the airplane and looking for traffic is always first priority. Non-required calls can be skipped if workload makes them impractical.

Many times it is quiet on CTAF and then it is most important to make the recommended calls, still workload permitting. Making a call on downwind, base and final is always a good idea but it may be too distracting sometimes in order to safely fly the airplane. So it’s your decision to make. Certainly completing your landing checklist and remembering to lower the gear is far more important than announcing your position in the pattern more than once. A quite frequency sometimes gives pilots a false sense of security. The farther out (15 miles) you start being proactive and announcing your position the better. The 15 mile call gives everyone a heads up that an airplane is inbound. Such a call brings all the pilots in the area to life.

The procedures shown in the AIM for CTAF are important and are well thought out. From what you have written you and others might disagree somewhat with the one about announcing your intentions when taxiing out for takeoff, but that is actually one of the most important reports to make, just as is the one about when your position at 15 miles out for landing. It gives everyone a heads-up.

With that in mind I want to tell of a pilot who was departing early in the morning from an airport. This was before the tower was even open and it was still dark. The WX was 1X1/4SM in snow. The pilot got his IFR clearance on the remote center freq and began to taxi for takeoff. He never did announce on the local tower freq that he was taxiing for takeoff. After all, who would think that that would be necessary? He was released for IFR departure and he moved out onto the runway. Although he though it shouldn’t be necessary, just before he applied full power for takeoff, he changed to the tower freq and announced his intentions. Unknown to the pilot because of the visibility, a snow plow was on the runway. The plow didn't have a radio transmitter but he did have a receiver set to the tower freq. The plow truck operator heard the transmission and hurried down and off the runway as fast as possible. The pilot narrowly missed the plow and would have had a sure collision if he hadn't made that takeoff transmission.

These procedures are good ones and should be followed to the extent possible if workload permits. Did the pilot in this post have time to announce he was taxiing out or takeoff? Certainly he did. He just didn't think it was important. So I say again, workload permitting, make all the calls that are recommended.

 

[banned username 1]

Radio useage at uncontrolled airports?

Minimal, succinct, timely.

 

[jknight8907]

On Friday I was returning to the field after doing some ground-ref practice. The wind (only 5 kts) favored rwy 7. Another guy in a Cessna entered downwind, and I crossed mid-field to enter behind him. A third guy was taxiing to take off on 7, and a Citation was just pulling out of the avionics shop. I enter downwind, and notice the Citation is holding short of 25. The guy in front of me lands, takes his sweet time getting off the runway. About that time, the guy waiting to take off of 7 calls the Citation guy (apparantly they were together) and tells him he forgot something at the avionics shop and was going back. The Citation guy says that he'll go back too to wait on him. No problem. Then as I'm 400' from touchdown, the Citation takes the runway. My posterior got a good grip on most of the seat cushion. After at least 3 hours (probably more like 3 seconds...), he decides to let us know that he's "just turning around".

It is a very good idea to 1, follow the flow of traffic, and 2, make your intentions clear BEFORE you do them. Especially when you take an active runway with an aircraft on short final.

 

[avbug]

Especially when you take an active runway with an aircraft on short final.

Where will you take that runway? You won't take posession of it. You won't take control. It isn't yours. You can't take it home. Where will you take it?

You can certainly enter the runway environment.

Is a control tower in use, authorizing that runway and designating it as active? No? Then it's not the active runway. It's just the runway. Rather than say "taking the active," you might say "taxiing and holding on runway 22."

You're more precise in your transmission, the runway to which you're referring is specifically named, and your reporting is correct.

Remember that at an uncontrolled field, there is no "active." Merely because you're using that runway doesn't mean someone else won't be using another. By thinking in terms of an "active" runway, you're thinking in terms of what you expect...don't expect. Look everywhere. The runway you happen to be using, or that others happen to be using, isn't necessarily the only one "active" or in use...expand your thinking to all possibilities, don't narrow it to the one runway on which you're operating.

 

[UndauntedFlyer]

Ya all be careful out there, deal with it!

 

[81Horse]

Minimal, succinct, timely.

And accurate.

Lots of sloppy position reporting out there. Grrrr. (A peeve of mine.)

 

[wrxpilot]

However, the recommended calls are important if they can be made. Taxiing out for takeoff to runway xx, taking off on runway xx, downwind, on base and on final runway xx are always important if you can get them in.

UF,

Dont' get me wrong, I definitely believe in making the standard radio calls you mentioned, including something like "small town traffic, Skyhawk 4MW departing rwy 5". I also think making a quick call when you are clear of the rwy is good too.

I'm just talking about overdoing it, which I used to do. For example, I'd say I was departing so and so FBO to whatever rwy. It was a quick call, but eventually I just didn't see it was necessary. I think everyone on the ground is perfectly capable of seeing each other, and nobody is going to be landing on the taxiway (you'd hope so anyway).

I think we all agree people asking for traffic to advise them is counterproductive - what if everybody answers at once? - and it's selfish/annoying.

 

[501261]

Remember that at an uncontrolled field, there is no "active." Merely because you're using that runway doesn't mean someone else won't be using another. By thinking in terms of an "active" runway, you're thinking in terms of what you expect...don't expect. Look everywhere. The runway you happen to be using, or that others happen to be using, isn't necessarily the only one "active" or in use...expand your thinking to all possibilities, don't narrow it to the one runway on which you're operating.

That's a great peace of advice!

 

[UndauntedFlyer]

New Traffic Pattern Question?

How about this? A non-towered airport has two runways, a 18-36 and a 9-27. Wx is 700 OVC & 2 on the visibility. You're making the ILS-LOC approach to Rwy 36 which has a NOTAM that it is a closed runway today for construction. Standard traffic to all runways. Wind is 090/15 so it's runway 9 for the planned circle to land. The question is can the pilot make right traffic and land runway 9 or does he have to come all the way over the field to make a left turn to runway 9? What would you do? What are the rules?

I think he has to come over the field and enter left traffic for runway 9. Can anybody show me contrary to any rules or AC on this subject?

What do you think?

 

[NuGuy]

Heyas,

Hmmm, I feel an "Uncontrolled Airport Horror Story" thread comming on...

Just to get it started, I'll add two to the pot...

Flying for a dink commuter out of East Butthole, Nebraska. Airport has a number of long runways, and an old closed runway that runs infront of the terminal ramp that is now a taxiway, and has been for years. We're taxiing out at o'dark thirty. CTAF is completely silent.

We're getting ready to pull out off the terminal ramp onto the taxiway when I get this creepy feeling...I look out AND up to see a Baron that had just departed the taxiway. I jam on the brakes, everyone in the back does a head thump, and this guy just toodles off into the sunrise without saying a word.

Moral of the story? Airplanes can come at from where you least expect them.

Story number two. Working for a dink flight school in in the South. Nice little uncontrolled field, and the FBO/school is the only thing going on.

The runway crowns a hill, so that you can't see one end of the runway from the other.

We're on final in the PA-44, with a number of other AC in the pattern. Transient in a Baron (seeing a pattern here?) pulls out into position as we pass over the numbers. Student lands, and just after we touch down Baron dude transmits he's rolling. I tell him to just hold on a bit (in a nice way), as we are still on the runway. We pass over the crown and slow to turn left off the runway...another creepy feeling...I look over past my student to see a Baron cresting the hill. It took a little extra power, but we get out of this guys way.

Moral of the story: Some people are just tools (yours truley included<G>).

When most (9 out 10) people goof at an uncontrolled field, they feel worse about it that you do, and brerating them in person or on the radio isn't really going to help. If it was particularly egregious, a little friendly chat about "the local deal" is usually more than enough over a soda or cup of coffee, and you'd probably earn a new buddy.

The 10th person will be a complete anti-authority, I'm always right tool that will probably either yell at you, tell you it was your fault or threaten you with physical violence. Yelling at them doesn't do any good either.

In short, yelling at anyone never does any good...

Let's hear your stories!

Nu

 

[siucavflight]

How about this? A non-towered airport has two runways, a 18-36 and a 9-27. Wx is 700 OVC & 2 on the visibility. You're making the ILS-LOC approach to Rwy 36 which has a NOTAM that it is a closed runway today for construction. Standard traffic to all runways. Wind is 090/15 so it's runway 9 for the planned circle to land. The question is can the pilot make right traffic and land runway 9 or does he have to come all the way over the field to make a left turn to runway 9? What would you do? What are the rules?

I think he has to come over the field and enter left traffic for runway 9. Can anybody show me contrary to any rules or AC on this subject?

What do you think?

Wow, you really filled out your profile.

 

[81Horse]

I think he has to come over the field and enter left traffic for runway 9. Can anybody show me contrary to any rules or AC on this subject?

Well, yah -- left traffic. Who likes circle-to-land right traffic anyway?

 

[UndauntedFlyer]

OK. So lets try something a little different on another day when the wind changes to let's say 270/15 at the same airport with the same situation, ILS-LOC approaoch to Runway 36, circle to runway 27. This time you see the field a little late and you're in too close to enter a left downwind. Can you come over the field and enter a right down wind to 27?

I think not. What do you all think?

 

[81Horse]

OK. So lets try something a little different on another day when the wind changes to lets say 270/15 ...

There's a guy like you in every ground school.

I still agree with you, though.

 

[UndauntedFlyer]

We need Avbug's thoughts on this.

 

[pgcfii2002]

Uncontrolled fields....one thought: make sure you do your transmitting in the blind!!!! So many weekend flyers hop in their Bonanzas and jaunt off to some small airport, not bothering to report. Its an accident waiting to happen.

Visualize a runway on your living room floor and stick your arms out (make sure you are alone), then fly the pattern, practicing what to say at each leg (N...is abeam the numbers....N.....is on left downwind for 25...). Sounds silly, but it works. Also a good idea to do this and practice what should go on in the cockpit, (example, abeam the numbers, Carb Heat On, Throttle 1500, Flaps one notch)

 

[avbug]

How about this? A non-towered airport has two runways, a 18-36 and a 9-27. Wx is 700 OVC & 2 on the visibility. You're making the ILS-LOC approach to Rwy 36 which has a NOTAM that it is a closed runway today for construction. Standard traffic to all runways. Wind is 090/15 so it's runway 9 for the planned circle to land. The question is can the pilot make right traffic and land runway 9 or does he have to come all the way over the field to make a left turn to runway 9? What would you do? What are the rules?

I think he has to come over the field and enter left traffic for runway 9. Can anybody show me contrary to any rules or AC on this subject?

Barring any proceedural note to the contrary, you are legal and correct to maneuver any way you like to land on the runway to which you're circling...so long as as you remain within the appropriate circling radius for the groundspeed at which you're circling.

 

[UndauntedFlyer]

Barring any proceedural note to the contrary, you are legal and correct to maneuver any way you like to land on the runway to which you're circling...so long as as you remain within the appropriate circling radius for the groundspeed at which you're circling.

Thanks for your reply Avbug. So I guess that what you are saying is that you can make left or right traffic to any runway under the stated conditions. I have never read that anywhere in the FAR's but it does make sense (and in reality that is probably what I would do). But can you provide a reference? I can only find that when landing at a Class E or a Class G airport, left traffic shall be made unless the airport has right traffic to a particular runway as would be indicated. I notice that that FAR doesn't say anything about IFR or VFR being any different. So I only see one FAR on this, and it says left traffic.

Anyway, if you are right and I’m not ready to say you are, just for fun, lets change the scenario. Let’s say the Wx is going up to 900 & 3 and then 1000 & 3 and as the Wx improves surely VFR training flights will begin to operate in the pattern. When does the pilot making this approach have to change from your position of maneuvering anywhere you need to, to the left traffic rule?

I will anxiously await your answer.

 

[DC4boy]

What's truly amazing here is that bright, knowing, intelligent "real" pilots managed to screw it up without a crop duster in the pattern to blame. Go figurure.

Priceless.....

 

[81Horse]

... surly VFR training flights will begin to operate in the pattern. ...

When the VFR trainers get surly, it's time to land and start drinking.

 

[MrPink1911]

IMHO, whether IFR or VFR all turns should be made to the left, unless right traffic is specified for that particular runway..... So, at MDA circling turns should be made to the left.....

 

[avbug]

f. Circling Minimums. In some busy terminal areas, ATC may not allow circling and circling minimums will not be published. Published circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. Circling may require maneuvers at low altitude, at low airspeed, and in marginal weather conditions. Pilots must use sound judgment, have an indepth knowledge of their capabilities, and fully understand the aircraft performance to determine the exact circling maneuver since weather, unique airport design, and the aircraft position, altitude, and airspeed must all be considered. The following basic rules apply:

1. Maneuver the shortest path to the base or downwind leg, as appropriate, considering existing weather conditions. There is no restriction from passing over the airport or other runways.

2. It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the airport. Standard left turns or specific instruction from the controller for maneuvering must be considered when circling to land.

3. At airports without a control tower, it may be desirable to fly over the airport to observe wind and turn indicators and other traffic which may be on the runway or flying in the vicinity of the airport.

CIRCLING APPROACH AREA RADII
Approach Category
Radius (Miles)
A 1.3

B 1.5

C 1.7

D 2.3

E 4.5

.....

 

[avbug]

FAA Order 7110.65P, Air Traffic Control:

4-8-6. CIRCLING APPROACH
a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers.

b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate.

NOTE-
Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers.

c. Do not issue clearances, such as "extend downwind leg," which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured.