HOW TO GET IN THE PATTERN
Beginning in spring through the fall, I fly to quite a few fly-ins and flight breakfasts. What is most noticeable is all the different ways pilots enter the traffic pattern at non-controlled fields.
One such memorable occasion was at a flight breakfast in Iowa. This airport had left traffic and everybody was landing to the north. The traffic pattern was full of aircraft of varying performance and one poor soul was entering the pattern from the east and trying to enter on a right base. He continued to make 360 degree turns for spacing with the traffic that was flying the correct left pattern, only to find himself head on with traffic on a left base. He continued with his 360s and I think my kids and I were already eating our flapjacks before he made it to final.
We all know that §91.103 states that, “Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.” This information should include the traffic pattern altitude and direction. You can find this information in the Airport Facility Directory (AFD). The absence of this information means that the traffic pattern is left turns and the traffic pattern altitude for light aircraft is 1,000 feet above ground level (AGL), or for large aircraft, over 12,500 pounds, or for turbine aircraft 1,500 feet AGL. The Sectional Chart should also show an “RP” for right pattern if the traffic pattern is right turns. Additionally, §91.126 spells out the direction of turns for a non-controlled airport which states, “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.”
So how should we enter the pattern? Let me preface this next statement with: There are exceptions. This article is geared towards airplanes, not other kinds of aircraft, and at noncontrolled airports. The goal is to enter the pattern in a safe and orderly fashion that gives everyone a better chance to avoid a midair collision.
The Aeronautical Information Manual (AIM) only recommends one way to enter the pattern. The AIM only recommends a 45 degree entry to the downwind leg of the pattern. It does not recommend a long straight-in entry to final, entry on crosswind, or an entry on base leg.
If you are approaching the airport from the opposite side of the downwind leg, you can fly over the field above pattern altitude, which would be at least 1,000 feet above pattern altitude. The reason for 1,000 feet is that the pattern altitude for large aircraft is already 500 feet above pattern altitude for light aircraft. Also, by entering this way, you can look at the windsock and, if any, the traffic pattern indicator. Be sure to fly far enough away from the traffic pattern before descending to the traffic pattern altitude and turn for your 45 degree entry to the downwind leg. For collision avoidance, you want to enter the pattern at pattern altitude and not be descending while in the pattern. Since the FAA’s Airplane Flying Handbook states to fly your downwind leg one-half to one mile from the runway, depending on aircraft performance, you should be able to consider yourself out of the pattern when you are more than a mile from the runway, even better two to three miles out.
If you are approaching the airport from the downwind side, you can fly just wide enough to enter the 45 degree entry leg. Most Global Positioning Systems (GPS) have an Omni Bearing Selector mode (OBS), like a VOR, that you can set your course on a 45 degree line to the Airport Reference Point, center of the field, to give you a pictorial display of the 45 degree leg.
What are the legal aspects of a traffic pattern entry at a noncontrolled airport? We have already discussed §91.126, about flying left turns in an airplane at a non-controlled airport. You may be thinking, if I fly a long straight-in final, I’m not making any turns, so that should be legal. This is legal but not necessarily safe, and definitely not courteous if other planes are in the pattern. It is possible that §91.13, careless or reckless, could enter the equation for a pilot that enters on a long straight-in final or any other non-recommended pattern entry if a near midair collision or collision occurred. The FAA is required to investigate any complaints that come to their attention.
Now, for the previously mentioned exceptions. We should use common sense with this topic as well as in everything else we do. There are airports in this country, most notably in the mountains, which cannot possibly allow a normal traffic pattern. A lot of them are one way runways or are so close to a mountain that you have to be quite inventive in getting in and out of them.
Another exception happened to me not too long ago. I was flying into an airport where the downwind leg would put me over the town. The weather was legal VFR, but the ceiling was low enough that if I were to maintain legal cloud clearances, it would have forced me to fly too low over the town for minimum safe altitude. I entered the pattern on a left base avoiding the town.
Airspace can also encroach upon traffic patterns either above you or to the side. Agricultural aircraft also are exempted, under certain conditions, by §137.45 allowing a pilot to deviate from a normal traffic pattern.
Several sources were used for this article. The Federal Aviation Regulations and the AIM were the primary sources, plus three Advisory Circulars, 90-42F, 90-48C, and 90-66A, all pertaining to traffic patterns or collision avoidance. The FAA’s Airplane Flying Handbook is also a good source to review from time to time.
Do your best to enter your patterns on a 45 degree to a downwind and avoid entering it any other way if possible. Most of all, use common sense, be courteous, be legal, and keep your eyes out of the cockpit and look for traffic.
Dan Petersen, ASI
