While I avoid straight in approaches, I do not have a problem with others doing them if they integrate with the established pattern traffic.
But I do have a huge problem with straight in traffic incorrectly and dangerously reporting that they are on “final” when 10 miles out. While not specifically specified for VFR traffic (it is for IFR), this should be reserved for aircraft inside the final approach fix.
So instead of saying “10 mile final”, say “10 mile straight in approach”.
No scorn from me.
I use to fly GA out of KDRO. Un-towered and served by Delta, United, American and Frontier. Those guys never try to fit into the pattern, nor would I expect them to, and would land with a tailwind up to a certain speed. GA folks in the pattern have to account for all of that and wake turbulence. The AC doesn’t address straight ins from opposite direction.
Specifying when to announce in time rather than distance would seem to make more sense to me; “10 miles out” at 60kts is 10 mins, at 120kts, 5mins, and in a busy pattern everyone will have forgotten the announcement by then and the arrangement of traffic in the local pattern completely changed. May be “three minutes out”, which would be about right for a typical FAF at 90kts, and is probably enough time for the information to be actionable. I wonder why the FAA picked 10 miles?
Funny how an article on pattern entry garnered so many comments bashing NORDO operations. I guess pilots aren’t happen even when they agree on something (pattern entry) so they find something else to argue about (NORDO OPS). Pilots gonna’ pilot.
I don’t fly straight in approaches at uncontrolled airports…ever. I’ll fly a bit out of my way to either cross over for a teardrop entry to downwind or a 45deg to downwind entry, even if a straight in is more “convenient”. I do it for safety and situational awareness because I know there is the potential for a Nordo or “privileged” pilot (who thinks they own the airport) to be around and I want that extra time to look out the window before I land. Trust me I get ribbed when my buddies fly with me when I enter the pattern like this. But I always get them on the ground safely. After all, isn’t that the way we all want to end a flight!!!
I’m guessing the “10 miles” comes from a compromise distance for fast and slow planes. And if they were to use time-based calls instead, a typical 4-place GA trainer approaching from the opposite direction isn’t going to be listening 15+ miles out and might not ever know there was a turboprop approaching from the other end until they’re both already in the pattern.
If you can afford an airplane you can afford a handheld comm. Communication is the key to us all getting along in whatever the circumstance.
Though I generally agree with Paul’s take on this, there is no longer any valid case to be made for NORDO, even in the case of a panel radio failure. With portable aviation radios costing less than the price of a single tank of fuel, if you can afford to fly, you can afford to have — and use — a radio to fly more safely.
I fly a HondaJet now but when I was doing my instrument training 25 years ago in a 172, my instructor switched off the radio, turned to me and asked: “Now what?” I replied that it would never happen again because I was going to call Sporty’s Pilot shop as soon as I got home and order a portable Nav/Com. Then, during my check ride, the examiner asked about Lost Com procedures. I reached into my flight bag and pulled out my radio. He then asked what I’d do if the batteries were dead and I reached into my bag for the back-up battery pack. He wasn’t amused and still wanted me to recite the appropriate FAR language but having a radio is still far safer than not.
I had 3 close calls around non-towered airports early in my flying and every one of them was both NORDO and failing to use proper pattern procedures. It’s unsafe and inexcusable.
I learned to fly at an uncontrolled airport so those procedures just come natural to me. I fly jets now and it is amazing how many FO’s I have had who look at me funny when I brief a traffic pattern after a visual approach clearance. A lot of new jet pilots seem to think that a visual approach clearance overrides VFR traffic, it does not. One item I have not seen yet in any of the comments is that turbine equipment are supposed to fly a traffic pattern at 1500agl, which is usually higher than most piston equipment pattern heights. Obviously a plane with no radio could be an issue but I know of no owner of a J3 or a champ that flies 1500agl patterns with 2-5 mile final. I have had no problem mixing into a traffic pattern, communication is a wonderful thing. I also insist on my FO keep his/her eyes outside instead of playing with the FMS heads down. I usually like to keep my pattern within 2-3 miles of airport when possible. As long as I communicate my intentions within 20 miles out so my arrival is not a total surprise, never had anyone get PO’ed at me and a lot of times allow me to mix in without any issues. Now if there is no traffic in the pattern or if at night I will do straight in approaches as long as I can verify no one else is around (runway lights not on at night is an obvious giveaway). Biggest thing is to just get along and go with the flow. Blasting into a pattern at 200kts and cutting off someone else to do a straight in visual approach is not going to make you many friends and besides that is dangerous to both the offender and the offended.
You are correct. Thanks!
Chapter 14 Airport Operations. “There are several ways to enter the pattern if you’re coming from the upwind leg side of the airport. One method of entry from the opposite side of the pattern is to announce your intentions and cross over midfield at least 500 feet above pattern altitude (normally 1,500 feet AGL.) However, if large or turbine aircraft operate at your airport, it is best to remain 2,000 feet AGL so you are not in conflict with their traffic pattern.
When well clear of the pattern—approximately 2 miles–scan carefully for traffic, descend to pattern altitude, then turn right to enter at 45° to the downwind leg at midfield. [Figure 14-2] “
Well, there’s HAVING a radio, and USING a radio.
I’m based out of a uncontrolled airport nested within easy range of three controlled fields. Instructors often bring their students here because they can pack in more landings.
And, in some cases, they turn down the radios because they find all the calls “distracting” for their students.
I was president of the airport advisory council, and we sent a polite letter to one of the FBOs requesting they stop the practice. They responded with a refusal, saying use of radios wasn’t mandatory.
Let’s just note “terrain permitting”. There are more than a few places where trying to fly at pattern altitude, 3-5 miles away from the field parallel to the runway, will put you inside the granite.
Second closest call for a mid air was an aircraft doing a straight in talking on the old frequency, the one that had changed 3 years ago. I was a new Private Pilot and was on base looking at the runway trying to time the turn to final with the strong cross wind when a Piper Arrow flew right in front of me less than 100 feet away. After that I always do a check for unannounced straight in traffic on base and beat that habit into my students
One thing that Paul alluded to but did not mention was courtesy on the ground. Sadly I see too many instances of airplanes blocking taxiways for long runups and actioning their 89 item pre takeoff checklist, oblivious to the aircraft around them or otherwise unnecessarily inconveniencing others.
Finally if I am joining the pattern on the downwind I always look at the runway holding point. If it is busy and there is a long line of airplanes waiting to go I will make the call that I am extending my downwind to allow for aircraft to depart.
A little bit of courtesy and consideration goes a long way to make uncontrolled aerodrome operations work smoothly
As to radio should be mandatory at all public use airpoirts:
yes…Yes…YES
As far as NORDO planes are concerned, some older aircraft do not have shielded ignitions. This makes handheld use problematic, as the ignition noise is like strapping two popcorn poppers to one’s ears. So it’s not just a matter of a $200 handheld; there’s $4000-$5000 worth of new magnetos and harnesses, too.
Chump change in the Bonanza world, but far more critical for airplanes worth $10,000 (like mine is). Guess mine is probably worth more now, since I was forced to install a transponder and ADS-B Out in order to keep the plane based under the Sea-Tac Class B veil. Fortunately, my mags are already shielded.
As far as that CFI, it’s always been spelled out in AC 90-66. Straight-in traffic does not have priority over traffic established in the pattern and should coordinate. In many years, I can remember only one time where someone got annoyed with my practice instrument approach and I backed off at a safe distance. In a small airplane, it isn’t a big deal. But if I’m on the downwind and hear a jet call a straight-in, I will immediately let him know I will follow. There’s no sense in making a jet abandon a safe straight-in and make it join a traffic pattern with airplane’s half it’s groundspeed.
We were just talking about this recently. My proposal was to fly an upwind parallel to, but offset to the right of the runway so that the pilot, looking down, can see the runway and any departing traffic. Jets and some high-performance pistons can climb really steeply; on a longer runway they can get to pattern altitude before reaching the end of the runway. If you’re directly over the runway, you can’t see them; and they may not be expecting (or looking for) you.
But, as others have pointed out, gliders, helicopters and ultralights often fly right-hand traffic, so now you’re flying upwind on the same side where they’re flying downwind. The helicopters and ultralights should be at 500’ AGL but the gliders start their downwind at 1,000’.
And, as yet others have pointed out, the teardrop to the 45 has put me - and I’m sure many of us - nose-to-nose with aircraft that are either departing the pattern by turning crosswind and then 45 degrees left from there, or that are flying a wider than usual pattern.
I’ve had Crop Dusters show up on a head on coarse with me on Short Final. They have Radios but only want to talk to the people that are refilling the hopper. After all they are getting paid to by the Acre not the hour, so there time is way more important than safety.
The ‘last call’ thing drives me nuts. Are you flying a plane or tending bar?
Right up there with as using the color/type of your plane in place of the damned registration number.
Either practice would be laughed out of the pattern at a towered airport, why use it for a non towered one?