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[Barry Wood]

Hi Guys
I am from Canada, and I am planning a trip to the US next year. I am little confused about the Pattern you use at un-controled airports. In Canada when we enter the Pattern " Circuit " we over fly the airport at 500 ft above Pattern height at a 90 angle to the runway to check the wind conditions for the appropriate downwind. Then we lose our altitude on the opposite side, cross over mid field again and join the pattern on the downwind at pattern height.
In The US do you join the downwind at a 45 degree angle and fly a tight pattern at pattern height to check wind and then join the appropriate pattern
Any help on this would be appreciated

Barry

[Wmupilot]

There is no set standard, but I would do exactly what you do in Canada. Overfly at 500, check wind, then turn for a downwind, while desnending. Make sure you turn away from the base leg, so you enter on a 45 degree angle. Imagine making a lower case d entering the patern. Hope that helps

[Alexander Holt]

Excerpt from the AOPA web site:

The regulations that apply to approaching a nontowered airport are relatively straightforward and simple, but they don't seem to provide all the procedures that you need to conduct this operation. Parts 91.126 and 91.127 of the federal aviation regulations (FARs) contain provisions that specifically apply to operating on or in the vicinity of an airport without an operating control tower. In particular, these regulations state that when approaching to land at such an airport, "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. Each pilot of a helicopter must avoid the flow of fixed-wing aircraft."

In addition, FAR 91.113 sets out right-of-way procedures and see-and-avoid principles that apply to operating at nontowered airports ("Who's Got the Right of Way," August 1999 and "See and Avoid," April 1999 AOPA Flight Training). And, FAR 91.111(a) directs against operating an aircraft so close to another aircraft as to create a collision hazard.

Now, let's look at procedures that are not prescribed by the regulations but are recommended by the FAA for how aircraft should approach and land at nontowered fields. The FAA recommends a standard traffic pattern for airplane operations at nontowered airports, which the FAA describes in the Aeronautical Information Manual and in Advisory Circular 90-66A. The standard traffic pattern uses a 1,000-foot agl pattern altitude that is maintained until abeam the approach end of the landing runway on the downwind leg. The pattern begins with a 45-degree entry to a downwind leg abeam the midpoint of the runway, followed by a base leg at a right angle to the landing runway, and then a final approach leg to the runway that begins at least one-quarter of a mile out from the approach end of the runway.

Note that this is the FAA's recommended pattern and does not have the force and effect of law. So, as a matter of law, a pilot can approach a runway straight in or make any pattern that the pilot deems safe or that may be customarily followed at a particular airport, so long as turns are made in the proper direction. It is especially important to remember this anytime you're in the pattern at a nontowered airport, as you may be on the downwind or base leg while another aircraft is approaching the runway straight in. As a matter of practice, most pilots adhere to a fairly standard pattern at nontowered airports, and most pilots do a good job of announcing their locations in the pattern over the unicom or common traffic advisory frequency.

[JayJayTheJetplane]

What is legal and what is safe are two different things. However, un-controlled airfields represent about 95 percent of all the airports out there. When I enter an un-controlled field, I approach the pattern from 180 degrees opposite the 45 entry heading to downwind and 2 miles out, at least. I have already called CTAF to ask for traffic and runway advisories. Don't expect pilots or even UNICOM to be there, to be accurate or to even care about you. Look out for yourself by keeping your eyes out for other traffic. If you get no reply, yes, your method of overflying the airport is a good idea, but around a busy un-controlled field, expect traffic.

Point your nose to the end of your runway and not the mid-point. Turning dowwind directly violate the FARS because you are turning right, when all turns should be made to the left in the vicinity of the airport. Oh, well. Turn base, final and land. Call outs on every leg, leaving the runway and again when entering the runway or backtaxiing the runway.

Again, expect anything. People at un-controlled fields may enter the wrong runway (which may intersect yours), land on the wrong runway, land above you, not see you, land opposite you, take off opposite you, fly opposite patterns to you, enter above the field opposite to you when you are doing the same from the other direction, land their warbird on the field with no calls at all, etc. Un-controlled can be a crapshoot. My favorite un-controlled airfield is Avalon, Catalina Island in California. I've never seen it crowded and it's beautiful. The worst airport I've seen is Deland in FLorida, where parachutists scare me more than other pilots. Rod Machado has some good tips for pattern work in American un-controlled airspace. Tha AIM has a lot to say, but again, what is legal and what is commonly used for a particular airport are two different things. You may call an airport to find out more than the A/FD can tell you, especially about noise abatement procedures commonly used.

[Capt. Wes B.]

I agree to keep it simple. What really matters is keeping your eyes open for others, and letting everyone know where you are as much as possible. While it is important to follow safety protocol, and to keep everything standardized-always remember that even if you are doing everything just right, someone else could ruin your day (e.g. kill you) because they were not following the simple rules of aviate, navigate, and communicate. Stay vigilant, but don't stress over whether or not you are entering at just the right angle. Anther thing, the 45 degree entry isn't a rule, it is just a recommendation. If there was a mid-air (heaven forbid) and you did survive and made it to testify; the court wouldn't worry about whether or not you were flying a perfect pattern (it would help some as far as liability).The main thing they would want to know is who hit who regardless of whatever pattern you or someone else was flying.

Capt. Wes B.
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