I’ll just put this out there: This AC is flat out terrible.
It’s terrible because of the threatening language. (If the FAA wants to regulated this stuff, there is a process for that. This is an AC, so it’s advisory only. Threats about Careless and Reckless need to be removed.)
It’s terrible because the procedures were written by people who know nothing of GA operations. (Do you really want a 65HP Champ to wait until it’s at pattern altitude to turn downwind? It will be in the next state by then!)
It’s terrible because it’s contradictory. (Don’t make excessive radio calls, but be sure to make an announcement ten minutes prior to taxi… about twenty minutes before takeoff… so the airplanes that won’t be there when you launch know that you’re coming.)
It’s terrible because it seems designed to cause confusion. (You need to coordinate with other aircraft, but don’t you dare tell others what you think your sequence is or what color your airplane is.)
It’s terrible because the authors don’t know the legs of a pattern. (The Upwind and the Departure are NOT the same leg. If you’re one of the morons who keeps announcing that you’re on the Upwind when you’re actually on the Departure, you need to stop flying. It is confusing and hazardous… especially for those of us who actually use the Upwind.)
Finally, it’s terrible because it’s just badly written.
Hey, FAA. Rescind this “draft” and put out something that’s actually helpful.
Considering the majority of GA approaches are made to non-towered fields with multiple methods of entry, holds, altitudes, distances, modifying conditions, and procedures, the more exposure you have to the multitude of variables, the better pilot you are.
Keep your head in the game, LISTEN before pressing the mic PTT, develop situational awareness, and practice courtesy. The airspace (with exceptions) is open to everyone. And that includes students doing pattern work, transients stopping by for a fluid level adjustment, pilots working on their skills both VR and IR, and folks returning home from their burger runs.
White Cessna? Which one? 99% of them are white. How about Skyhawk 345? Well, that’s a bit more descriptive, since the registration number is a legal ID according to the FCC (which regulates the radio side of the house.) I know you’re probably a high wing and going about 90 kts. Same for “Cherokee 68W”. Low wing, can see me if you’re turning, and what your silhouette looks like. “Malibu 21TB?” Gotcha…
Last call? Another affectation. Make the call leaving the pattern if you must “skyhawk 345 departing pattern northwest, east jabip”, but I really don’t give a fig that you’re not going to be clogging up the frequency (and probably made the 'any traffic…" call earlier) anymore. You’re out of the pattern. Bye. Don’t need to hear from you anymore.
Chief of Naval Air Training: “We were unable to identify the training squadron, aviators, or event specifics involved…” FAA “14 CFR 91.126 (b)(1) is applicable to EACH Pilot of an airplane and does not differentiate between civilian or military operations, or between aircraft holding experimental certificates and aircraft holding any any other certificate…”
Despite this the following civilian airports routinely see opposite traffic military training:
South Alabama Regional – 79J
Bay Minette – 1R8
Monroe County – MVC
Sonny Callahan – CQF
to name a few,
The following usually have a Runway Duty Officer & will put military traffic in a ‘Delta Pattern’ above the 14 CFR 91.126 or 91.127 civilian pattern:
Brewton – 12J
Evergreen-Middleton – GZH
Bottom line… Commands will espouse in their instructions that FAA rules are followed, but here is a quote from one of their own training manuals:
C102. PROCEDURES AT NON-TOWERED AIRPORTS
Adhering to standard procedures alleviates surprises and increases situational awareness and safety at non-towered fields. It is important to remember that the FAA has passed no direct regulatory requirements for traffic patterns at non-towered airports. The FAA has provided guidance, but it is important to stay alert.
Which of course is not correct.
Reply loutoth@hotmail.com July 10, 2023 At 5:13 pm
Commanders will obfuscate when ever possible?
Reply loutoth@hotmail.com July 10, 2023 At 5:21 pm
Don’t do what I did by writing letters, NASA report etc. It will only stop if enough of us report directly to the FAA Safety Hotline: https://faa-aae.my.site.com/s/hotline
I am late to the party, but recently witnessed the “over the runway above pattern altitude 235 degree descending turn to the downwind” (described in the AC page A5 figure A) maneuver at a not-busy non-towered airport. I could not believe my eyes.
Why on earth would anyone suggest spending more time getting into the pattern, spending more time low and slow, and putting themselves in a position that makes it harder to see and be seen?
At a busy non-towered airport, especially one with lots of pattern work going on, this will only bring chaos. How on earth does a Baron or Pilatus or King Air fit into such a pattern without somebody getting run over?