Correct way to join the pattern

The AIM list the entry.  Most pilots only read this once during training, but is the acceptable method of entry any pattern.  I like the over head as it allows the student/pilot to see the runway , wind sock.  Once the landing area has been selected then a right turn out to come back in on a 45 degree to the left side of the runway would be correct.

Let me expand on it a bit. Flying over the pattern and then descending to pattern altitude on the other side also gives a pilot a chance to observe any NORDO traffic below them. 

What's fun for me is flight reviews with people that just cross at pattern altitude and "hang a left". I won't do it and I tell them I'll talk them through the overhead method.  On the days the aviation gods are smiling on me, as they're entering on the 45, there's someone on the downwind that didn't announce their position:  "So, if you'd just come in and turned left, how close would they have been?  This way you can manuever to get in behind them or turn 90 degrees to get away and set it up again."  Amazing how fast they get to be believers....

I prefer the "cross at pattern altitude and hang a left" method, traffic permitting.  If you overhead the field above the pattern, then leave the pattern so you can enter the downwind at a 45, you lose situational awarness, a lot can happen while you have your back turned.  What if someone else wants to do the same thing at the same time?  then you are both doing a course reversal in basically the same airspace a couple of miles from the downwind and 45 degrees to it.  By flying around the airport above the pattern are you watching for jet traffic with a 1500 ft traffic pattern?  I can see no useful purpose served by flying over the airport, then leaving the pattern to do a course reversal and come back on a 45 to downwind.  The only exeption to this is when there is so much traffic that people are lined up.  Some people like to enter a wide upwind and circle the airport, watching for traffic on the inside, then easing into the downwind at a 45 degree angle when there is room to do so, which is fine as long as you give the departure area a wide berth for departing high perf. aircraft.  I like to go over the center of the airport versus the departure end, some aircraft can climb through 1000 feet really quickly, it is a good idea to leave the departure area clear. 

I know the AIM suggests otherwise, but this is the approach I feel most comfortable with.

 

 

I would do pretty much the same, enter the pattern via a left crosswind at pattern altitude, keeping a good look out for departing traffic. 

I use an overhead join if I don't know the wind / runway in use and want to get a look at the windsock, but still descend into a crosswind entry.   Flying away from the field and coming back in on the 45 - you lose situational awareness as well as wasting time.

I agree with the last 2 posts, first of all it's a lot easier to spot traffic that is above the horizon than below it.  If you cross at pattern altitude, anybody on the "hot" side of the field will be much more visible against the sky than potentially lost in the ground clutter.  

Also, the only place you don't have to worry about conflicting traffic landing or departing is right over the center of the field (witness the VFR routes over LAS and LAX).  The bottom line is you HAVE to be constantly looking for traffic, not every body has a radio or is using it.  So I teach my students to do the midfield cross to downwind coming from the non-active side of the field, 45 to the downwind on the active side, get to pattern altitude at least a mile or two out to have the best chance of picking up the traffic.

I am going to respectfully disagree.

First, I can't see how you could lose situational awareness if you cross over the top of the airport and fly to the other side.  At worst, you will be at same level of awareness, once you turn around, as you would have been entering on the hot side using a 45 degree to the downwind.

Second, looking down at the airport gives me a pretty good idea of what's going on - everything from the taxiing aircraft to those on roll on the runway(s) in use.  It also gives me a chance to see the NORDO aircraft in the pattern.  This allows me to enhance my situational awareness.

Third, by coming in above the pattern, the odds are greatly reduced that you will hit someone by coming out of their blind spot.  Nothing makes me more nervous on downwind than hearing "Nontowerville traffic, Hotwing 2000 2 miles to the west, will cross over and join left down wind runway 18, Nontowerville" and not being able to see the other aircraft - is he slightly above the wing of the 172 I'm in or slightly below the wing of the PA28 I'm in?

Fourth, by going out above the pattern on the "hot" side, then descending to pattern altitude and making the appropriate announcements, I get to see a nice, big wing as they turn, which is a much larger image than just the profile of the aircraft or (in the case of the plane coming in at TPA), just the nose (wings are awfully thin).  By the same token, as I'm making my turns, my wings also "get big".

Fifth, by entering at a 45, just like approaching a ridge line, you are a merely a small turn to get away from someone on the downwind that you didn't spot.

Yes, I understand that these things are problematic at some airports - 1H0 in the St. Louis area is one such case because of the Class Bravo "cap", and I've been known to manuever around the airport well away from the pattern to enter on the 45.  3NO in the Omaha area also has the same issues because of Eppley airfield and the related class Charlie, except the pattern is on the east side of the runway, making it a tight fit to avoid the KOMA surface area. 

All in all, if I can make it work by crossing over above the pattern, I will.  Without telling "There I was..." stories, I can tell you that I've nearly been t-boned three times when folks cross over at TPA... 

I anounce my position and intent to overfly 5 or so miles from airport prior.  I overfly at about 500 feet over the airport.  This gives my student time to observe all rwys, wind scocks, wind tees and tetrahedons and other traffic on the ground and in the air.  Makes for good planning.  After crossing aprt I begin my desent so that as I turn onto the 45deg entry I will be at TPA.  Situational awareness is inhanced and the student has gained confidence.  I avoid base and straight in entries.  At small aprts there seems to be an increase in non-radio a/c.  There are also a number of small aprts that have insturment approaches that need monitoring.

Sorry this is off topic, but I'm curious about this post. If your airport is under Class B airspace aren't you inside the 30 miles mode C vail, requiring a transponder?

14CFR 91.215(3)(i) and (ii) explains how this can be done.

 

If your aircraft doesn't have an electrical system, wasn'r originally certified with an electrical system, and you stay out of the airspace in question you don't need to have a transponder to be inside the veil 

AOPA ASF  offers a terrific Safety Advisor on this topic: Operations at Nontowered Airports (free PDF). I recommend the AOPA ASF resources (printed brochures, free online courses, and other goodies) to my students and customers all the time. They're terrific starting points for flight reviews, student lessons, and brushing up on skills and procedures.

I'll make the following additional point about traffic patterns at non-towered airports:

In this GPS age, it's easy to enter an airport ID, press the Direct-To button (or, these days, touch the appropriate icon  on the screen), point the airplane's nose at the airport, and drive right toward the center of the runway(s).

This procedure leads to the puzzle of how best to join the flow if the desired track to the airport doesn't coincide with a standard entry to the traffic pattern. If the published traffic pattern, wind, and runway alignment require getting to the other side of the airport, you must find a way to cross the street, as it were.

But when airspace, traffic patterns at nearby airports, and weather permit, why not adjust your course well before you enter the vicinity of your destination so that you don't have to overfly the pattern and then try to merge?

The proliferation of AWOS broadcasts and availability of airborne weather make it easy to get a good idea of how the winds are blowing. Listening to the CTAF, while not ensuring that you're hearing from everyone in the area, gives you a good idea of the most popular runway currently in use. And the ready availability of the A/FD  and similar sources online means you should know about local procedures and preferences well before you arrive.

Point your airplane slightly off course, complete your pre-landing checklists, and configure the aircraft so that you can keep your eyes outside as you join the flow at the appropriate altitude and from a good position to avoid the most common conflicts.

Finally, remember that one can make good arguments for a variety of procedures for entering and flying traffic patterns. The critical point is that we should follow a standard. Procedures in the U.S. differ from those in Canada, Europe, and other places.

We drive on the right side of the road. That preference isn't better than the custom in the UK, Australia, and other parts of the world. But it is the accepted standard, and it makes sense for everyone, while driving in the U.S., to follow that rule. The same logic applies to flying traffic patterns. If everyone followed the procedures outlined in the AIM, FAA training handbooks, Advisory Circulars, and the like, we'd have fewer exciting moments near airports.

Max Trescott has made a blog posting today on this subject in which he also references the AOPA Air Safety Foundation publication.  This indicates  a 'preferred' method and an 'alternate' method:

The preferred method seems to contridict FAR 91.126 " when approaching an airport without an operating control tower in Class G airspace, all turns should be made to the left, unless otherwise specified in which case all turns should be made to the right" or some wording like that.

 

Rich

Pilots approaching non-towered airports from the side opposite the traffic pattern disagree on how to safely enter the pattern, partly because different countries use different methods.  In the USA the safest traffic pattern entries at non-towered airports are the ones recommended in the Aeronautical Information Manual AIM.

 

Benjamin said “I prefer the "cross at pattern altitude and hang a left" method”, an argument which loses badly against FAA-approved procedures.  Alice says she'd do pretty much the same, but what she really does is enter on crosswind – and that’s actually very different!  Tony even teaches his students this non-AIM procedure, and so does Max.  Bruce, Max, and Adam point to an AOPA/ASF publication that's pretty, but wrong.  I don’t know who Max thinks “approved” the over-the-top entry, but it wasn’t the FAA!  Richard and Bob have it right - follow the AIM in the USA. But Rich - why enter the pattern on the overhead, just to re-enter on the 45?  Enter overhead on upwind, you're in the pattern, turn crosswind, downwind, etc!

 

"Cross at pattern altitude and hang a left" describes the Canadian method to enter the traffic circuit from a non-towered airport’s "off" side.  But – and this is a BIG but – Canadians don’t enter a traffic circuit on a 45° to downwind, as Americans do, and they haven’t for years.   Mixing over-the-top and 45° introduces the risk of a midair collision.   Aircraft over-the-top at pattern altitude are positioned for a wing-up turn to downwind as aircraft on the 45° are wing-up the other way.  To avoid having both aircraft converge almost head-on, then make a blind turn to the same place, pilots in USA airspace should NEVER enter over-the-top at midfield.

 

AOPA’s Air Safety Foundation addresses that mid-air collision risk by cautioning that radio transmissions are vital.  That radio requirement negates a significant safety advantage inherent in a standardized pattern, minimizing hazard of a midair collision with non-radio aircraft.  Strangely AOPA fails to caution against the over-the-top procedure – possibly because that is a preferred circuit entry for their Canadian members. 

 

The airport traffic pattern in the United States should be entered as the AIM and FAA AC No.90-66A delineate.  On the 45° to downwind or with the overhead maneuver.  NOT over the top at pattern altitude.  And when overflying the pattern, be aware that pattern altitude and pattern size vary by aircraft category, type powerplant, and approach category.

 

Open the attachment for some of the references and pretty pictures that back up these opinions.  Contact me off-forum if you're shy about posting here. 

Michael P. Muetzel

 ATP & CFI

cdrmuetzel@juno.com

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Pattern Etiquette And Safety At Nontower airports 3(1).doc (254464 bytes)

I am surprised and sorry to hear that several of you CFIs say you would come over the airport at traffic pattern altitude and cut directly into the downwind with a left turn to 270, (opposite rnwy 9) . 

This seems wrong, not according to regs and potentaiy dangerous.

In a low wing, the traffic on crosswind will likely be below you and harder to see under your wing. If you are in a 172 , as you turn to downwind, the high wing blocks your view of the base and final.

Most of all, other traffic is likely to be looking for those entering on a 45, the correct way, or longer on downwind from the takeoff or go around and crosswind entry. They are not, are at least I would not be focused mostly on looking for traffic coming directly over the runway at pattern altitude from the south.

 

I fly a lot a Boulder and we have just that situation, runway 8 is preferred mostly unless in high west wind, and it is left hand pattern with the entry and downwind to the north. We have a local preferred reporting point which is the big IBM office complex about 5 miles north leading right into a 45 * entry over hwy 119 and into downwind.

If I am coming from the south, I would either skirt the pattern a mile to the east and then join a long downwind or go overhead AT LEAST 500 FEET ABOVE THE PATTERN, and take some space to the northwest to descend. There is other traffic to the north, parachutists and another airport, Longmont to be aware of, so the east side is not so bad, but traffic on a 45 is head on to you as you turn downwind.

I sometimes fly a high performance airplane that easily will hit 250 mph in a let down, and the gear speed is 136 knots. So I usually descend and try to slow down well away from the airport. When I am down below 200,  I may make a true overhead pattern, that is to overfly runwy 8, not crosswise, but down the runway and then make a long entry to downwind. I would be careful of other traffic that might already be on downwind and would either go well ahead of them if they are very slow or well behind them if they are already at midfield.

One thing that could really help traffic at airports would be if CFIs taught their students to make a normal concise pattern and have some condsideration for others who might be in a faster airplane. There are times when I have had to do the pattern at least twice to find a place behind slower traffic. One or two 152 s using a three quarter mile final can clog up a lot of space.

I agree with much of what Mike writes. I am not a CFI, but have about 30 years as a pilot and fly from a glider and a J3 Cub up to high performance singles.

 

 

 

notice that Mr Ison lists the AOPA/ASF pattern entry under the heading "what NOT to do"

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The "correct" way to join the pattern is any way that does not affect the safety of others already in the pattern.  This is a judgement call.  There are many "proposed" standards but that is what they are and they are not obligatory. 

Right on! You all fly safe out there and watch out for the stealth aircraft comming in to land.

Actually, Joanne and Grant, "any way" is not "correct'.

Adam's question starting this thread was titled "correct way to join the pattern" but requested the "generally-accepted method".

The "correct" way is as required by regulation, which depends on the category aircraft being operated:

CFR 14 CHAPTER I, SUBCHAPTER F, PART 91, subpart b, 91.126 (b) Direction of turns. When approaching to land at an airport without an operating control tower in Class G airspace (1) Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right; and (2) Each pilot of a helicopter or a powered parachute must avoid the flow of fixed-wing aircraft.

The "generally-accepted" ways for entering the traffic pattern in U.S. airspace are shown in Aeronautical Information Manual figures 4-3-1, 4-3-2, 5-4-3, and in Advisory Circular 90-66A.  Ironically, AIM fig 4-3-2 shows the 45-degree entry path requires a right turn, which does not comply with 91.126, but that just shows what happens when the government gets too big.

Safety is the goal.  FAA regulations, advisory circulars,  and good judgement sometimes conflict.  But just because the field is non-towered does not mean it's out of control
boy those emoticons look silly!

 

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