13 midair collision. In addition, following established traffic pattern procedures eliminates excessive maneuvering at low altitudes, reducing the risk of loss of aircraft control.
Note: Pilots should not broadcast their assumed sequence for landing when transmitting their position in the pattern. For example, “N1234 downwind, number 3 for landing.” This is the responsibility of ATC at towered airports.
10.2 Unnecessary Communications. Avoid unnecessary CTAF communications. Keep in mind that while you are communicating, you may block transmissions from other aircraft that may be departing or landing in the opposite direction to your aircraft due to IFR operations, noise abatement, obstacle avoidance, or runway length requirements. An aircraft might be using a runway different from the runway in use.
10.3 Avoid Confusing Language. Avoid confusing language that could attribute to the risk of a midair collision. To avoid misunderstandings, pilots should avoid using the words “to” and “for” whenever possible. These words might be confused with runway numbers or altitudes. Be specific and clear so that other pilots in the pattern are not confused as to the runway or procedure you intend to use to ensure you and the other pilots are clear as to each other’s positions within the traffic pattern to mitigate the possibility of a midair collision.
10.4 Recommended Traffic Advisory Practices.
10.4.1 A rriving Aircraft. Approximately 10 miles from the destination airport, monitor the CTAF for other traffic and self-announce your position, altitude, and intention. Also, all traffic within a 10-mile radius of a non-towered airport or a part-time-towered airport when the control tower is not operating should monitor and communicate their intentions on the designated CTAF as they approach to enter the traffic pattern to avoid a traffic conflict. For IFR-arriving aircraft, in addition to communicating with ATC, the pilot/crew is advised to monitor the airport’s CTAF to obtain traffic volume.
10.4.2 Depa rting Aircraft. Unless otherwise stated in the Airport Chart Supplement for the airport reference to departure procedures, departing aircraft should monitor/communicate on the appropriate CTAF from startup, during taxi, and after departure, so to be aware of any inbound aircraft that could present a traffic conflict.
Note: A t non- towered airports, the FAA discourages back-taxi operations because they increase the risk of a surface collision with landing aircraft. Remember, at towered airports, ATC authorizes a back-taxi and provides collision avoidance for this operation.
10.4.3 I FR Departure. Unless otherwise stated in the Airport Chart Supplement for the airport reference to IFR departure procedures, departing aircraft should monitor/communicate on the appropriate CTAF from startup and during taxi so that they are aware of arrival aircraft landing at the airport. To mitigate a surface or midair collision, departing aircraft should communicate on the CTAF prior to entering the runway environment so not to create a collision hazard. This requires the departing aircraft to “see-and-avoid” any
14 aircraft that may be on short final prior to entering the runway for takeoff and communicate their intentions, their departure runway, initial departure altitude, and direction of flight, and monitor CTAF until they are in contact with ATC.
Note 1: When receiving an IFR clearance release to enter airspace from ATC, with or without a clearance void time, you should not takeoff at a non-towered airport until you are positive that there is no inbound aircraft/traffic pattern conflicts. If your takeoff is going to be delayed, contact and advise ATC.
Note 2: Caution should be taken when receiving IFR clearances on the ground from a Remote Transmitter Receiver (RTR) or a Remote Communications Outlet (RCO), as these can limit your situational awareness of other aircraft that may be entering the traffic area for landing while you are not monitoring the CTAF/UNICOM.
10.4.4 I mmediate IFR Departure. Pilots departing IFR are encouraged not to accept immediate IFR departures just to meet clearance void times as this increases the risk of a collision hazard on the runway when they conduct an immediate departure and another aircraft could be on short final, entering the runway from another location, or may be crossing the runway in use. As stated above, an ATC IFR clearance and ATC stating released are not authorizations to takeoff. Per paragraph 10.4.3, communicate on CTAF, announce your intention to takeoff; state the runway in use, initial departure altitude, and direction of flight; and call for any aircraft in the pattern or inbound to the airport for landing to obtain a complete understanding of all air traffic to be avoided.
11 RE COMMENDED STANDARD TRAFFIC PATTERN. The following information is intended to supplement the AIM, Paragraph 4-3-3, Traffic Patterns, and the PHAK, Chapter 14. Further, during preflight planning, you should check the Chart Supplement information for the airport of destination and in addition to obtaining airport information, check for any airport remarks and/or special procedures. This information can alert you to takeoff, landing, or other procedures, and ensure you are familiar with all available information regarding that airport.
11.1 Traffic Pattern Design. Airport owners and operators, in coordination with the FAA, are responsible for establishing traffic patterns. The FAA encourages airport owners and operators to establish traffic patterns as recommended in this AC. Further, left traffic patterns should be established, except where obstacles, terrain, and noise-sensitive areas dictate otherwise (see Appendix A).
11.2 Determination of Traffic Pattern. Prior to entering the traffic pattern at an airport without an operating control tower, aircraft should avoid the flow of traffic until established on the entry leg. For example, the pilot can check wind and landing direction indicators while at an altitude above the traffic pattern, or by monitoring the communications of other traffic that communicate the runway in use, especially at airports with more than one runway. When the runway in use and proper traffic pattern direction have been determined, the pilot should then proceed to a point well clear of the pattern before descending to and entering at pattern altitude.
11.3 Traffic Pattern Entry. Arriving aircraft should be at traffic pattern altitude and allow for sufficient time to view the entire traffic pattern before entering. Entries into traffic patterns while descending may create collision hazards and should be avoided. Entry to the downwind leg should be at a 45-degree angle abeam the midpoint of the runway to be used for landing. Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the downwind directly. See Appendices A, B, Glider Operations, and C, Parachute Operations, for additional traffic pattern entry details.
11.4 D escent and Base Turn. The traffic pattern altitude should be maintained until the aircraft is at least abeam the approach end of the landing runway on the downwind leg.
The base leg turn should commence when the aircraft is at a point approximately 45 degrees relative bearing from the approach end of the runway.
11.5 Runway Preference. Landing and takeoff should be accomplished on the operating runway most nearly aligned into the wind. However, if a secondary runway is used
(e.g., for length limitations), pilots using the secondary runway should avoid the flow of traffic to the runway most nearly aligned into the wind.
11.6 Takeoff and Go-Around. Airplanes on takeoff, or executing a go-around, should continue straight ahead until beyond the departure end of the runway, and the pilot maintaining awareness of other traffic so as not to conflict with those established in the pattern.
11.7 Turning Crosswind. Airplanes remaining in the traffic pattern should not commence a turn to the crosswind leg until beyond the departure end of the runway and within 300 feet below traffic pattern altitude. Pilots should make the turn to downwind leg at the traffic pattern altitude.
Note: Pilots should be aware that the crosswind leg may be longer or shorter due to weather conditions that are unusually hot or cold.
11.8 Takeoff and Departing the Airport Pattern (the Departure Leg). When departing the traffic pattern, airplanes should continue straight out or exit with a 45-degree left turn (right turn for right traffic pattern) beyond the departure end of the runway after reaching pattern altitude. Pilots need to be aware of any traffic entering the traffic pattern prior to commencing a turn.
11.9 Airspeed Limitations. Airplanes should be operated in accordance with their pilot’s operating handbook (POH)/Aircraft Flight Manual (AFM) landing procedures.
11.10 Landing Right-of-Way. Section 91.113 provides the right-of-way when landing. The section states in relevant part, “Vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft…When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.”
16 12 OTHER NON-TOWERED AIRPORT AIRCRAFT TRAFFIC PATTERNS.
Non-towered airport operators routinely establish local procedures for the operation of rotorcraft, gliders, ultralight vehicles, lighter-than-air aircraft, and parachute operations.
See Appendices A for traffic patterns; B for glider operations, rotorcraft, ultralight vehicles, and lighter-than-air aircraft; and C for parachute operations, which provides details and recommended standard traffic patterns for these operations.
12.1 Rotorcraft.
12.1.1 In the case of a helicopter approaching to land other than on the runway in use, the pilot should avoid the flow of fixed-wing aircraft and land on a marked helipad or suitable clear area. Pilots should be aware that at some airports, the only suitable landing area is the runway, and a standard traffic pattern can be utilized if it does not conflict with any other fixed-wing traffic present at the time of landing.
12.1.2 All pilots should be aware that rotorcraft may fly slower and approach at steeper angles than airplanes. Air taxi is the preferred method for helicopter ground movements, which enables the pilot to proceed at an optimum airspeed, minimize downwash effect, and conserve fuel. Flight over aircraft, vehicles, and personnel should be avoided.
12.1.3 In the case of a gyroplane approaching to land, the gyroplane pilot operating in the traffic pattern when landing on the runway may fly a pattern similar to the fixed-wing aircraft traffic pattern but at a lower altitude (500 feet above ground level (AGL)) and closer to the runway. This runway pattern may be on the opposite side of the runway from fixed-wing traffic only when airspeed requires it or for practice power-off landings and if local policy permits. Landings not on the runway should avoid the flow of fixed-wing traffic.
12.1.4 Helicopters operating in the traffic pattern when landing on the runway may fly a pattern similar to the fixed-wing aircraft traffic pattern but at a lower altitude (500 feet AGL) and closer to the runway. This runway pattern may be on the opposite side of the runway from fixed-wing traffic only when airspeed requires it or for practice power-off landings (autorotation) and if local policy permits. Landings not on the runway should avoid the flow of fixed-wing traffic.
12.1.5 Both classes of rotorcraft can be expected to practice power-off landings (autorotation), which will involve a very steep angle of approach and high rate of descent (1,500 to 2,000 feet/minute).
12.2 Gliders.
12.2.1 A glider, including the tow aircraft during towing operations, has the right-of-way over powered aircraft.
12.2.2 If both airplanes and gliders use the same runway, the glider traffic pattern will be inside the pattern of engine-driven aircraft. If a glider operating area is established to one side of a powered-aircraft runway, the glider pattern will normally be on the side of the airport closest to the glider operating area. This will allow gliders to fly the same direction
17 traffic pattern as powered aircraft in certain wind conditions and necessitate a separate, opposing direction traffic pattern in other wind conditions. (See examples in Appendix B.)
12.2.3 Typically, glider traffic patterns have entry points (initial points) from 600 to 1,000 feet AGL.
12.3 Ultralight Vehicles.
12.3.1 In accordance with 14 CFR part 103, ultralight vehicles are required to yield the right-of-way to all aircraft.
12.3.2 Ultralight vehicles should fly the rectangular pattern as described in Appendix B. Pattern altitude should be 500 feet below and inside the standard pattern established for the airport. An ultralight pattern with its own dedicated landing area will typically have a lower traffic pattern parallel to the standard pattern, with turns in the opposite direction.
12.3.3 All pilots should be aware that ultralights will fly significantly slower than airplanes.
Ultralights may also exhibit very steep takeoff and approach angles. Turns may be executed near the end of the runway in order to clear the area expediently.
12.4 Lighter-Than-Air Aircraft.
12.4.1 A balloon has the right-of-way over any other category of aircraft and does not follow a standard traffic pattern.
12.4.2 Due to limited maneuverability, airships do not normally fly a standard traffic pattern.
However, if a standard traffic pattern is flown, it will be at an airspeed below most other aircraft.
12.5 Parachute Operations.
12.5.1 All activities are normally conducted under a NOTAM noting the location, altitudes, and time or duration of jump operations. The Chart Supplement lists airports where permanent Drop Zones (DZ) are located.
12.5.2 Jumpers normally exit the aircraft either above, or well upwind of, the airport and at altitudes well above traffic pattern altitude. Parachutes are normally deployed between 2,000 feet and 5,000 feet AGL and can be expected to be below 3,000 feet AGL within 1 mile of the airport within the probable chute operating zone, or within 2 miles in extreme zone (see Appendix C). Pilots of jump aircraft are required by 14 CFR part 105 to establish two-way radio communications with the ATC facility that has jurisdiction over the affected airspace prior to jump operations for the purpose of receiving information in the aircraft about known air traffic in the vicinity. In addition, when jump aircraft are operating at or in the vicinity of an airport, pilots are also encouraged to provide advisory information on the CTAF. For example, “Chambersburg traffic, jumpers away over Chambersburg.”
12.5.3 When a DZ has been established at an airport, parachutists are expected to land within the DZ. At airports that have not established DZs, parachutists should avoid landing on runways, taxiways, aprons, and their associated safety areas. Pilots and parachutists should both be aware of the limited flight performance of parachutes and take steps to avoid any potential conflicts between aircraft and parachute operations. Appendix C provides dimensions of a parachute operation’s DZ, and an example of an airport’s Chart Supplement information for parachute operations.
13 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
W esley L. Mooty Acting Deputy Executive Director, Flight Standards Service
Appendix A A-1 APPENDIX A. TRAFFIC PATTERNS Components of a Traffic Pattern (Refer to AIM Chapter 4) Note : This diagram is intended only to illustrate terminology used in identifying various components of a traffic pattern. It should not be used as a reference or guide on how to enter a traffic pattern.
1. Upwind leg. A flight path parallel to the landing runway in the direction of landing. Note: The upwind leg is separate and distinct from the departure leg and often used to reference the flight path flown after takeoff (or a touch and go).
2. Crosswind leg. A flight path at right angles to the landing runway off its end.
3. Downwind leg. A flight path parallel to the landing runway in the opposite direction of landing.
4. Base leg. A flight path at right angles to the landing runway off its approach end. The base leg extends from the downwind leg to the intersection of the extended runway centerline.
5. Final approach. A flight path in the direction of landing along the extended runway centerline from the base leg to the runway.
6. Departure—Departing the airport’s traffic area. The flight path which begins after takeoff and continues straight ahead along the extended runway centerline. Note: The departure climb continues until reaching a point at least 1/2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude, and the aircraft continues on its direction of flight away from the airport.
Note: Aircraft should always enter the pattern at pattern altitude published for the respective airport. A midfield crossing alternate pattern entry should not be used when the pattern is congested.
Note: Descending into the traffic pattern can be dangerous, as one aircraft could descend on top of another aircraft that is already in the pattern. All similar types of aircraft, including those entering on the 45-degree angle to downwind, should be at the same pattern altitude so that it is easier to visually acquire any traffic in the pattern.
Appendix A Single Runway (Diagram from the AIM, Paragraph 4-3-3) Legend:
Recommended Standard Left-Hand Traffic Pattern (depicted) Application of Traffic (Standard Right-Hand Traffic Pattern Indicators Pattern would be the opposite) ENTRY
BASE DOWNWIND CROSS- WIND ‚ LEG
SEGMENTED
• CIRCLE
DEPARTURE
OH RUNWAY LANDING
DIRECTION HAZARD OR • INDICATOR
POPULATED AREA
TRAFFIC PATTERN
INDICATORS
LANDING RUNWAY (OR LANDING STRIP)
INDICATORS
WIND CONE Tratfic pattern operations-single runway (PHAK Application of traffic pattern indicators LEGEND Recommended standard left-hand traffic pattern (depicted) | (standard right-hand traffic pattern would be mirror image) Downwind Segmented circle Departure Base Crosswind Departure Departure A-2
Appendix A A-3 EXAMPLE− Key to traffic pattern operations:
1. Enter pattern in level flight, abeam the midpoint of the runway, at pattern altitude.
2. Maintain pattern altitude until abeam approach end of the landing runway on downwind leg, begin descent and turn base at approximately 45 degrees from the intended landing point.
3. Complete turn to final at least ¼ mile from the runway.
4. Continue straight ahead until beyond departure end of runway.
5. If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude.
6. If departing the traffic pattern, continue straight out, or exit with a 45-degree turn (to the left when in a left-hand traffic pattern; to the right when in a right-hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.
Parallel Runways (Diagram from the AIM, Paragraph 4-3-3)
Appendix A A-4 Traffic Pattern Operation—Parallel Runways (PHAK) E XAMPLE− Key to traffic pattern operations:
1. Enter pattern in level flight, abeam the midpoint of the runway, at pattern altitude.
2. Maintain pattern altitude until abeam approach end of the landing runway on downwind leg, begin descent and turn base at approximately 45 degrees from the intended landing point.
3. Complete turn to final at least ¼ mile from the runway.
4. Continue straight ahead until beyond departure end of runway.
5. If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude.
6. If departing the traffic pattern, continue straight out, or exit with a 45-degree turn (to the left when in a left-hand traffic pattern; to the right when in a right-hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.
7. Do not overshoot final or continue on a track which will penetrate the final approach of the parallel runway.
8. Do not continue on a track which will penetrate the departure path of the parallel runway.
Appendix A A-5 Alternate method to the 45 degree to the downwind leg. Preferred entry from upwind leg side of airport (A). Alternate midfield entry from upwind leg side of airport (B). Refer to the Airplane Flying Handbook, Chapter 7.
Note: Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the downwind directly.
Traf fic Pattern Altitudes. Refer to the Airplane Flying Handbook, Chapter 7, and the AIM, paragraph 4-3-3. Enter pattern in level flight, abeam the midpoint of the runway, at pattern altitude. The traffic pattern altitude is usually, unless otherwise established for a respective airport, 1,000 feet above the elevation of the airport surface. The use of a common altitude at a given airport is the key factor in minimizing the risk of collisions at airports without operating control towers. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics.
Unless a specific traffic pattern altitude is published in the Chart Supplement entry for the airport, it is recommended that:
1. Propeller-Dri ven Aircraft. Propeller-driven aircraft enter the traffic pattern at 1,000 feet above the airport surface (above ground level (AGL)).
2. Turbine-Powered Airplanes. Larg e and turbine-powered airplanes enter the traffic pattern at an altitude of not less than 1,500 feet above the airport elevation, or 500 feet above the established pattern altitude.
Appendix A A-6
3. U ltralight Aircraft. An ultralight aircraft should operate no higher than 500 feet below the powered aircraft pattern altitude. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics.
4. Helicopter Op erations. The AIM, Chapter 4, Section 3, Airport Operations, states in part, “Pilots approaching to land in a helicopter must avoid the flow of fixed-wing traffic.” Though neither the AIM nor 14 CFR do provide traffic pattern operations for helicopters, the FAA highly recommends that helicopter pilots operating in the traffic pattern may fly a pattern similar to the airplane pattern at a lower altitude (500 AGL) and closer to the airport. This pattern may be on the opposite side of the runway with turns in the opposite direction if local policy permits.