|
The Airport Traffic Pattern
Flying the Airport Traffic Pattern The Standard
left-hand Airport Traffic Pattern is depicted in this figure. In some cases,
patterns are flown in a non-standard right-hand traffic pattern when one or more
of a variety of conditions dictate the necessity such as, aerobatic boxes, noise
abatement procedures, parallel runways, and/or any other number of reasons. When
other than the standard left-hand pattern is in use, the proper source of
information is the appropriate AF/D. In some cases this information is coded
into the runway data on VFR sectional charts but is not always the case since
these charts often run very far behind in current data.
Pattern entry procedures* are the same for all aircraft except when helicopters
use direct approaches to the ramp or any other area of the airport. When
utilizing these procedures, helicopters must not impeded the flown of fixed wing
aircraft other than to join the pattern when appropriate including when
conditions require so such as high winds; or the practice of emergency
procedures etc. Numerous documents and articles have been written regarding
airport environment procedures which includes and FAA advisory circular as well
as an excellent hand-out written by the Air Safety Foundation.
*The only consistently appropriate method for pattern entry is the 45º
entry to the downwind leg. In some cases when traffic is light other methods are
acceptable. It is never acceptable to descend from altitude to pattern altitude
within 2-miles of the airport since this creates an extreme hazard to the safety
of all aircraft in the vicinity of the airport.
Any aircraft intending to land must be at pattern altitude when within 2-miles
of the airport. If the aircraft is opposite the field and over-flight is
necessary to enter on the 45º to the downwind, then the airport must be
over-flown not less than 500-feet above the highest traffic pattern altitude, then outbound for
two miles and only then turned back to the appropriate pattern entry. A straight-in to the
runway is not an approved entry procedure unless pattern traffic is light and
the straight-in aircraft gives way to aircraft already established in the
pattern. An extended call to final is not appropriate since it is against
established procedures not to mention very rude and arrogant.
-
Most appropriate entry to the traffic pattern.
Helicopters would also utilize this entry when appropriate to their
respective pattern.
-
The downwind leg
-
Final. In some cases, pilot's will call 'left final' or
'right final'. There is no left or right final; final is final.
-
The upwind. There are cases where pilots will enter the
traffic pattern on a parallel upwind. This is not a safe entry if the
pattern is busy.
-
The crosswind leg
-
Appropriate departures from the traffic pattern are
straight out on the departure course, 45º to the departure course, or
another appropriate departure is from the downwind.
When parallel runways are in use, aircraft using the left
runway follow left-hand patterns while those using the right runway follow right
patterns.
A common error for aircraft in the vicinity of airports is
the communication of their position in the pattern and their intent at the
airport. First, the runway in use. Pilot's who don't really know what is going
on commonly state 'the active'. This statement is inappropriate, vague, and
the words have no place in appropriate aviation communications. The only runway
in use is the one with an aircraft currently on it. Pilot's should clearly state
the runway they will be using such as '...runway four'. Another common error is
stating the runway with a preceding 'zero' e.g. '... runway zero four'. This
should be stated as '...runway four' only.
In general, student and instructor pilots alike exhibit
very poor communication technique and ability. This is due to the fact that
improper technique is accepted and therefore good technique is simply not passed
on. Often pilots state, "...taking the active...". How about teaching and using
the proper phrases such as, "...position and hold, runway two two...", or
"...back taxiing runway two two...", or "...departing runway two two...".
I was departing Opalocka Florida one day when the
controller made a funny comment to an inbound pilot about his communications.
Although embarrassed, the pilot did not have a clue as to what the controller
was saying but it sure gave a lot of other experienced pilots in the area a
good laugh. Had this person had an instructor with good communication skills he
would have been saved this embarrassing moment.
'747 traffic patterns'; be on the look-out for the
idiots who fly these large traffic patterns for they know not what they do. I
have witnessed this many times; the instructors don't know any better; this is
the way they were taught. What happened to safety in the traffic pattern? Often
these aircraft are so far out in the pattern, they are not observed by aircraft
which are flying an appropriate sized pattern. A left base call 3-miles from the
airport is hardly a left base; tighten those patterns; strengthen those flying
skills. It can be difficult enough visually locating aircraft in the appropriate
pattern. Section 3 of the aim (beginning with paragraph 4.3.1) is the section
which talks about airport procedures. §91.155 of the FARs talks about VFR flight
rules, and particularly §91.155(b)(2) speaks of the airport pattern. How can a
pilot taught to fly unskillful large patterns be expected to fly an appropriate
pattern when his/her instructor didn't teach them the appropriate pattern to
begin with?
| 
