U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Non-Towered Airport Flight Operations Date: 6/6/23 AC No: 90-66C Initiated by: AFS-800 Change:
1 PURPOSE OF THIS ADVISORY CIRCULAR (AC). This AC calls attention to regulatory requirements, recommended operations, and communications procedures for operating at an airport without a control tower or an airport with a control tower that operates only part time. It recommends traffic patterns, communications phraseology, and operational procedures for use by aircraft, lighter-than-air aircraft, gliders, parachutes, rotorcraft, and ultralight vehicles. This AC stresses safety as the primary objective in these operations. This AC is related to Title 14 of the Code of Federal Regulations (14 CFR) part 1, § 1.1 (traffic pattern), and part 91, § 91.13 (C areless or Reckless Operation), § 91.113 (R ight -of-Way Rules: Except Water Operations), and § 91.126 (Operating On or In the Vicinity of an Airport in Class G Airspace). The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies.
2 AUDI ENCE. This AC applies to aircraft operators operating at or in the vicinity of an airport without a control tower or an airport with a control tower that operates only part time.
3 WHERE YOU CAN FIND THIS AC. You can find this AC on the Federal Aviation Administration’s (FAA) website at https://www.faa.gov/regulations_policies/advisory_cir culars an d the Dynamic Regulatory System (DRS) at https://drs.faa.gov.
4 WHAT THIS AC CANCELS. AC 90-66B CHG 1, Non-Towered Airport Flight Operations, dated February 25, 2019, is canceled.
5 PRINCIPAL CHANGES. This AC has been updated to reflect current procedures and best practices at airports without an operating control tower or an airport with a control tower that operates only part time.
6 DEFINITIONS.
6.1 Back-Taxi. A term used by air traffic controllers to taxi an aircraft on the runway opposite to the traffic flow. The aircraft may be instructed to back-taxi to the beginning of the runway or at some point before reaching the runway end for the purpose of departure or to exit the runway.
6.2 Chart Supplements/Terminal Procedures. A Chart Supplement is a publication designed primarily as a pilot’s operational manual containing all airports, seaplane bases,
2 and heliports open to the public, including communications data, navigational facilities, and certain special notices and procedures. This publication is issued in seven volumes according to geographical area and the airports’ information. See Airport Chart Supplements in paragraph 7 below. Terminal procedures address available instrument approaches at an airport.
6.3 Common Traffic Advisory Frequency (CTAF). A frequency designed for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a Universal Communications (UNICOM), MULTICOM, Flight Service Station (FSS), or tower frequency, and is identified in appropriate aeronautical publications.
6.3.1 Universal Communications (UNICOM) Frequency. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency.
Availability will be published in the Chart Supplement U.S. and approach charts.
6.3.2 M ULTICOM . A mobile service, not open to public correspondence use, used for essential communications in the conduct of activities performed by or directed from private aircraft.
6.4 Hotline Complaint. If the pilot experiences a threat to their safety during any flight operation, they have the right to file an FAA Hotline compliant. The FAA Hotline accepts reports related to the safety of the National Airspace System (NAS), violation of 14 CFR, aviation safety issues, and reports related to FAA employees or FAA facilities.
The FAA Hotline provides a single venue for FAA employees, the aviation community, and the public to file their reports.
6.5 Movement Area. The runways, taxiways, and other areas of an airport/heliport that are used for taxiing/hover taxiing, air taxiing, takeoff and landing of aircraft, exclusive of loading ramps, and parking areas.
6.6 Non-Towered Airports. Airports without control towers or airports with control towers that are not operating. These airports are commonly referred to as non-towered or part-time-towered airports. Another term commonly used is “uncontrolled airport.”
6.7 Traffic Pattern. The traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from an airport.
7 RELATED READING MATERIAL.
1. Aeronautical Information Manual (AIM).
2. Airplane Flying Handbook.
3. Airport Chart Supplements.
4. Aircraft Owners and Pilots Association (AOPA) at https://www.aopa.org/.
5. FAA Aeronautical Chart Users’ Guide.
6. FAA Hotline at https://www.faa.gov/about/office_org/headquarters_offices/aae/progr ams_services/faa_hotlines.
7. Fly Neighborly Guide, Helicopter Association International.
8. Notices to Air Missions (NOTAM) at https://www.faa.gov/air_traffic/publications/not ices/.
9. Operations at Non-Towered Airports, AOPA, Air Safety Institute pamphlet.
10. Pilot/Controller Glossary.
11. Pilot’s Handbook of Aeronautical Knowledge (PHAK) (FAA-H-8083-25B).
12. State Aviation Publications.
13. Terminal Procedures at https://www.faa.gov/air_traffic/flight_info/aeronav/digital_pr oducts/dtpp/search/.
14. United States Parachute Association at https://uspa.org/.
15. United States Ultralight Association at https://www.usua.org.
16. Various Pilot Guides.
7.1 ACs. The current editions of the following ACs also contain information applicable to operations at airports without operating control towers.
1. AC 90-23, Aircraft Wake Turbulence.
2. AC 90-48, Pilots’ Role in Collision Avoidance.
3. AC 91-32, Safety In and Around Helicopters.
4. AC 103-6, Ultralight Vehicle Operations—Airports, Air Traffic Control, and Weather.
5. AC 105-2, Sport Parachuting.
6. AC 107-2, Small Unmanned Aircraft Systems (Small UAS).
8 BACKGROUND AND SCOPE.
8.1 In the interest of promoting safety, the FAA, through its AIM, Chart Supplements, ACs, and other publications, provides radio frequency information, good operating practices, and procedures for pilots to use when operating at an airport without an operating control tower. The FAA believes that observance of a standard traffic pattern and the use of CTAF procedures, as detailed in this AC, will improve the safety and efficiency of aeronautical operations at airports without operating control towers.
8.2 Regulatory provisions relating to traffic patterns are found in 14 CFR parts 91, 93, and 97. The airport traffic patterns described in part 93 relate primarily to those airports where there is a need for unique traffic pattern procedures not provided for in part 91.
Part 97 addresses instrument approach procedures (IAP). At airports without operating control towers, part 91 requires only that pilots of airplanes approaching to land make all turns to the left, unless the airport’s Chart Supplement or the airport’s segmented circle
4 indicates a different traffic pattern flow. Refer to the PHAK, Chapter 14, Airport Operations, and the AIM, Chapter 4, Section 3, Airport Operations).
8.2.1 The FAA does not regulate traffic pattern entry, only traffic pattern flow. This means that when entering the traffic pattern at an airport without an operating control tower, inbound pilots are expected to observe other aircraft already in the pattern and to conform to the traffic pattern in use. If there are no other aircraft present, the pilot should check traffic indicators on the ground and wind indicators to determine which runway and traffic pattern direction to use. For example, an aircraft on an instrument approach flying on the final approach course to land would follow the requirements dictated by the approach procedure. Further, to mitigate the risk of a midair collision at a non-towered airport in other than instrument conditions, the FAA does not recommend that the pilot execute a straight-in approach for landing, when there are other aircraft in the traffic pattern. The straight-in approach may cause a conflict with aircraft in the traffic pattern and on base to final and increase the risk of a midair collision.
8.2.1.1 Traffic pattern entry and turn direction information is provided by using the airport remarks or Chart Supplement, or by referring to the AIM and the PHAK or this AC. An aircraft in the traffic pattern of an airport is considered an aircraft approaching to land at the airport. At an airport without a control tower, the pilot must fly the traffic pattern with left turns, unless otherwise stated in the Airport Chart Supplement, or as stated on the visual flight rules (VFR) Chart symbol for the respective airport. (Refer to § 91.126(b), the note below, and example.) That is, unless otherwise stated, all traffic pattern turns are to the left unless the airport designates that traffic pattern turns be made to the right.
Note: An aircraft outside the traffic pattern would not be bound by § 91.126(b) (see paragraph 11.3 and Appendix A, Traffic Patterns, for aircraft crossing over midfield above pattern altitude to enter the pattern). Unless otherwise required by part 93, or authorized or required by ATC, the requirements for traffic pattern flow under § 91.126 continue to apply to other airspace classification types under § 91.127 (Class E airspace), § 91.129 (Class D airspace), and § 91.130 (Class C airspace). This is particularly likely when a towered airport is operating as a non-towered airport.
Note: F rom the VFR Sectional Chart, a n on-towered airport will indicate a right-traffic pattern with “RP” in the airport information on the sectional, which indicates that a right-traffic pattern is used at this airport. Runways requiring the use of the right pattern are listed after the RP. An example would be RP 32, meaning that a right pattern is in use on Runway 32 (see Figure 1, Sample VFR Sectional Chart With RP 32, below). If an RP is not noted, it is assumed that the traffic pattern is a left pattern.
5 Figure 1. Sample VFR Sectional Chart With RP 32 9 GENERAL OPERATING PRACTICES.
9.1 Preflight Actions. As part of the § 91.103 preflight requirements that a pilot become familiar with all available information concerning a flight, each pilot should review all appropriate publications (e.g., Chart Supplements, the AIM, and NOTAMs) for pertinent information on current traffic patterns at the departure and arrival airports. The Chart Supplement U.S. contains information such as special notices, FAA and National Weather Service (NWS) telephone numbers, preferred instrument flight rules (IFR) routing, VFR waypoints, a listing omni-directional range receiver checkpoints, aeronautical chart bulletins, land-and-hold-short operations (LAHSO), airport diagrams, en route flight advisory service (EFAS) outlets, parachute jumping areas, the airport’s facility telephone numbers, and at non-towered airports, how to operate the pilot-controlled runway lights. It is beneficial to review a Chart Supplement U.S. to become familiar with this information.
9.2 Fly the Standard Traffic Pattern. A rriving aircraft should enter the airport’s traffic pattern at traffic pattern altitude and avoid straight-in approaches for landing to mitigate the risk of a midair collision. See the paragraphs below and paragraph 11 for additional information.
9.3 Information Provided by UNICOM. UNICOM stations may, upon request, provide pi lots with weather information, wind direction, the recommended runway, or other necessary information. If the UNICOM frequency is designated as the CTAF, it will be identified in appropriate aeronautical publications. If wind and weather information is not available, it may be obtainable from nearby airports via the Automatic Terminal Information Service (ATIS) or Automated Weather Observing System (AWOS).
UNICOM operators are not required to communicate with pilots, and if they do, there are no standards for the information conveyed.
9.4 Airport Runway Lighting. Refer to the airport’s Chart Supplement to determine whether the runway lighting is controlled by the airport’s CTAF frequency. This can be a significant aid to identify your destination airport, as well as the runway in use.
9.5 Prior to Takeoff, VFR or IFR, Traffic Verification, and Communications.
Communication at non-towered airports or at airports where the control tower is closed is critical. Pilots are reminded that in these cases surveillance of other traffic by the air traffic controller is removed from the safety picture; hence, you are assuming this role.
All traffic, whether IFR or VFR, should, at a minimum, monitor the CTAF. For departures a minimum of 10 minutes prior to taxi and arrivals a minimum of 10 miles out from the airport, you should broadcast your intentions. The importance of air-to-air communications cannot be overemphasized. Failure to follow this communication protocol has contributed to near midair collisions (NMAC), and as such could be considered careless and reckless operation of an aircraft.
Note: If ATC issues a “departure release,” this is not an authorization to takeoff.
The pilot should communicate over the airport’s CTAF their call sign, the runway they will use to takeoff, their departure direction, and initial climb altitude;
coordinate their takeoff with other aircraft inbound and with aircraft in the traffic pattern before taking off to mitigate the risk of a surface or a midair collision. If the departing aircraft has a clearance void time, and cannot safely takeoff, then they should contact ATC and advise that they need to obtain another clearance void time.
9.5.1 V FR . The pilot should not enter the runway in use for takeoff unless they verify that there is no landing traffic either opposite to their runway for takeoff or aligned with their runway for takeoff. The pilot should also ensure that, by entering the runway, they do not cause a traffic conflict with operations on any other runway.
9.5.2 IFR. T he pilot should consider the same factors as when flying VFR described in paragraph 9.5.1. However, remember that the air traffic control (ATC) IFR release is not authorization for takeoff.
Note: C rews/pilot should monitor the CTAF for any inbound traffic and coordinate their departure.
9.5.3 P re -Takeoff Communications. On the airport’s CTAF, you should communicate and coordinate your takeoff intention with aircraft inbound and in the traffic pattern and announce the runway to be used, the direction of flight on departure, or whether you intend to remain in the traffic pattern. This action will reduce the risk of a surface or midair collision during takeoff. Also, coordinate the takeoff with other traffic in the traffic pattern, traffic inbound for landing, or traffic on a straight-in approach to any of the airport's runways.
9.6 M ULTICOM Frequencies. Where there is no tower, CTAF, or UNICOM station depicted for an airport on an aeronautical chart, use MULTICOM frequency 122.9 for
7 self-announce procedures. Such airports should be identified in appropriate aeronautical information publications.
9.7 Be Alert for Other Than a Left-Hand Traffic Pattern. If the Chart Supplement lists a right-hand traffic pattern at a non-towered airport, pilots conducting practice instrument approaches in visual meteorological conditions (VMC) should circle to the right to enter the traffic pattern.
9.8 Self-Announce Position and/or Intentions. “Self-announce” is a procedure whereby pilots broadcast their aircraft call sign, position, altitude, and intended flight activity or ground operation on the designated CTAF. This procedure is used almost exclusively at airports that do not have an operative control tower or an FSS on the airport. If an airport has a control tower that is either temporarily closed or operated on a part-time basis, and there is no operating FSS on the airport, pilots should use the published CTAF to self-announce position and/or intentions when entering within 10 miles of the airport.
9.8.1 S elf -Announcing. Self-announcing should include aircraft type to aid in identification and detection, but should not use paint schemes or color descriptions to replace the use of the aircraft call sign. For example, “MIDWEST TRAFFIC, TWIN COMMANDER FIVE ONE ROMEO FOXTROT TEN MILES NORTHEAST” or “MIDWEST TRAFFIC, FIVE ONE ROMEO FOXTROT TWIN COMMANDER TEN MILES NORTHEAST.”
When referring to a specific runway, pilots should use the runway number and not use the phrase “Active Runway.” To help identify one airport from another when sharing the same frequency, the airport name should be spoken at the beginning and end of each self-announce transmission.
Note: R efer to AIM, Chapter 4, Section 1. Pilots are re minded that the use of the phrase “ANY TRAFFIC IN THE AREA, PLEASE ADVISE” is not a recognized self-announce position and/or intention phrase and should not be used under any condition. Any traffic that is present at the time of your self-announcement that is capable of radio communications should reply without being prompted to do so.
9.9 Left Traffic. Use of standard traffic patterns (left turns) for all aircraft and CTAF procedures by radio-equipped aircraft are required at all airports without operating control towers unless indicated otherwise by visual markings, light gun signals, airport publications, or published approach procedure. A pilot should understand that other traffic patterns (right turns) may already be in common use at some airports or that special circumstances or conditions exist that may prevent use of the standard traffic pattern. Right-hand patterns are noted at airports on an aeronautical chart with an “RP” designator and the applicable runway next to the airport symbol. See paragraph 11 for detailed information.
9.10 C ollision Avoidance. The pilot in command’s (PIC) primary responsibility is to see and avoid other aircraft and to help other aircraft see and avoid his or her aircraft. You should keep lights and strobes on. The use of any traffic pattern procedure does not alter the responsibility of each pilot to see and avoid other aircraft. Pilots are encouraged to participate in “Operation Lights On,” a voluntary pilot safety program described in the
8 AIM (paragraph 4-3-23) that is designed to improve the “see-and-avoid” capabilities.
Refer to AC 90-48 for additional information.
9.10.1 U nmanned Aircraft (UA) . UA, commonly known as drones, and their associated operating systems can operate as recreational, commercial, or public aircraft.
Recreational, commercial, and public drones generally do not require authorization to operate in Class G airspace, nor are UA required to maintain radio communications with other aircraft. The remote PIC must always yield right-of-way to a manned aircraft and not interfere with manned aircraft operations. The FAA encourages remote PICs to use caution when operating in and around the vicinity of airports because their aircraft may be difficult to see or be recognized by pilots of manned aircraft. Additional information regarding unmanned aircraft operations may be found in AC 107-2 and 14 CFR part 107.
Note: According to part 107, § 107.41, operators of small UA are required to obtain ATC authorization prior to operating in Class B, C, D, and surface Class E airspaces.
9.11 T raffic Flow. The FAA recommends that pilots use visual indicators, such as the segmented circle, wind direction indicator, landing direction indicator, and traffic pattern indicators that provide traffic pattern information. If other traffic is present in the pattern, arriving or departing aircraft should use the same runway as these aircraft. Transient aircraft may not know local ground references, so pilots should use standard pattern phraseology, including distances from the airport.
9.11.1 S traight- In Landings. The FAA discourages VFR straight-in approaches to landings due to increased risk of a midair collision. However, if a pilot chooses to execute a straight-in approach for landing without entering the airport traffic pattern, the pilot should self-announce their position on the designated CTAF between 8 and approximately 10 miles from the airport, and coordinate their straight-in approach and landing with other airport traffic. Pilots choosing to execute a straight-in approach do not have a particular priority over other aircraft in the traffic pattern and must comply with the provisions of § 91.113(g).
Note: S ection 91.113(b) requires all pilots to see and avoid. Refer to AC 90-48 for further guidance on reducing the risk of a midair collision.
9.11.2 A ircraft O perating in the Traffic Pattern at a Non-Towered Airport. 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 on the designated CTAF when entering the traffic pattern. Pilots must remain vigilant to comply with the requirement to see and avoid other aircraft (refer to § 91.113), which could include aircraft conducting straight-in approaches to land, and should communicate their position in the pattern with other aircraft in the traffic pattern to avoid a possible traffic conflict. In the airport traffic pattern, good communication and a pilot’s responsibility to see and avoid are essential mitigations to avoid a possible midair collision. In addition, following established traffic pattern procedures eliminates excessive maneuvering at low altitudes, reducing the risk of loss of aircraft control. The following is an example of traffic pattern position reporting:
9 state, “Entering left/right downwind for runway [XX];” when on the downwind, state, “On the left/right downwind for runway [XX];” when on base leg, state, “On left/right base for runway [XX];” finally, when turning, state, “On final for runway [XX].”
Note: Most importantly, all pilots operating at a non-towered airport have the responsibility to see and avoid under § 91.113(b). Refer to AC 90-48 for further guidance on reducing the risk of a midair collision.
9.11.3 I FR Traffic . Pilots conducting instrument approaches in VMC should be particularly alert for other aircraft in the pattern so as to avoid interrupting the flow of traffic and should bear in mind they do not have priority over other VFR traffic. Pilots are reminded that circling approaches must comply with § 91.126(b) unless the approach procedure explicitly states otherwise. Remember, if the Chart Supplement lists right-hand traffic at a non-towered airport, pilots conducting practice instrument approaches in VMC should circle to the right to enter the traffic pattern.
9.11.4 Practice Instrument Approaches at Non- Towered Airports versus VFR Aircraft in the Traffic Pattern. Pilots conducting instrument approaches at non-towered airports should be alert for other aircraft in the pattern, and should follow these best practices:
9.11.4.1 A nnounce and Coordinate for Safety. Announce their distance from the runway aligned with the instrument approach being flown, and their intention to land, conduct a touch-and-go, fly the published missed approach, or at the missed approach point break off the instrument approach.
9.11.4.2 Communicate to Avoid the Risk of a Midair Collision. To avoid the risk of a midair collision, communicate with the pilots already in the traffic pattern and advise them of your intentions, and determine the safety of flying the published missed approach, or conducting a touch and go or a full stop landing. Per coordination with the other aircraft already in the traffic pattern, safety may be best served by breaking off the approach and entering the airport’s downwind leg to not disturb the current flow of landing and departing aircraft.
9.11.4.3 If Not Planning to Fly the Published Missed Approach, Communicate. If not planning to fly the published missed approach, communicate your over CTAF your intentions to aircraft on the airport’s CTAF. For example, “Cessna N1234 on VOR 6 not flying the published missed approach, turning [state direction] for another approach [state, leaving the area].” This will reduce the risk of a midair collision with aircraft in the traffic pattern and inbound to the airport for landing.
9.11.5 C onsider That Non-Instrument-R ated Pilots May Not Understand.
A non-instrument-rated pilot might not understand radio calls referring to approach waypoints, depicted headings, or missed approach procedures. IFR pilots often indicate that they are on a particular approach, but that may not be enough information for a non-IFR-rated pilot to know your location. It is better to provide specific direction and
10 distance from the airport, as well as the pilot’s intentions upon completion of the approach. For example, instead of saying, “PROCEDURE TURN INBOUND V-O-R APPROACH 36,” state, “6 MILES SOUTH INBOUND V-O-R APPROACH RUNWAY 36, PLANNING TURNING (right or left) TO AVOID FLYING OVER THE AIRPORT, or state, “6 MILES SOUTH INBOUND V-O-R APPROACH RUNWAY 36, LANDING FULL STOP.” You should be clear and concise. The other traffic needs to know what to expect in order to take appropriate actions that avoid a midair collision.
9.12 Other Considerations at Non-Towered Airports.
9.12.1 F light Inspection Aircraft . Pilots should be aware that flight inspection aircraft may be operating near the airport, in a nonstandard traffic pattern or opposite direction to conduct inspection of navigational aids. In addition, flight inspection aircraft frequently conduct low approaches over the runway. Flight inspection aircraft use the call sign “flight check” and will self-announce their position and intentions on the designated frequency. Pilots should be vigilant when they hear “flight check” on the frequency.
9.12.2 No-Rad io Aircraft. Pilots should be aware that procedures at airports without operating control towers generally do not require the use of two-way radios; therefore, pilots should be especially vigilant for other aircraft while operating in the traffic pattern. Pilots of inbound aircraft that are not capable of radio communications should determine the runway in use prior to entering the traffic pattern by observing the landing direction indicator, the wind indicator, landing and departing traffic, previously referring to relevant airport publications, or by other means.
9.12.3 Turbulence Generated by Aircraft.
9.12.3.1 Wake Turbulence. A phenomenon that occurs when an aircraft develops lift and forms a pair of counter-rotating vortices. All aircraft generate wake turbulence. Therefore, pilots should be prepared to encounter turbulence while operating in a traffic pattern and especially when in the trail of other aircraft.
Wake turbulence can damage aircraft components and equipment. In flight, and especially when in a traffic pattern, avoid the area below and behind the aircraft generating turbulence, especially at a low altitude where even a momentary wake encounter could be hazardous.
Note: All operators should be aware of the potential of wake turbulence when operating at any airport. Since the turbulence from a “dirty,” flaps and landing gear extended, aircraft configuration hastens wake decay, the greatest vortex strength occurs when the generating aircraft is “HEAVY,” “CLEAN,” and “SLOW.” Be alert to the wake turbulence you could be generating to smaller aircraft.
9.12.3.2 Rotor Wash. A phenomenon resulting from the vertical down wash of air generated by the main rotor(s) of a helicopter.
9.12.3.3 Propeller (Prop) Wash (Prop Blast). A disturbed mass of air generated by the motion of a propeller.
9.12.3.4 Jet Blast. Force of the “air” from the rear section of the jet engine. Almost half of the jet blast incidents reported to the Aviation Safety Reporting System (ASRS) occurred on taxiways, in run-up areas, and adjacent to or on runways, all relatively uncongested airport areas. The other half occurred on ramps, where many more such incidents might be expected because of close aircraft parking and tight maneuvering conditions. You should give yourself ample distance behind a jet. For example, in one case, a small aircraft performing a run-up 150 feet behind and to the side of an airliner holding short of the runway experienced a wing and prop strike when the larger aircraft powered up. Refer to the FAA ASRS Ground Jet Blast Hazard.
9.12.4 Right-of-Way. Throughout the traffic pattern, right-of-way rules apply as stated in § 91.113: “When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.
When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.”
9.12.5 O ther Approaches to Land and Airports with Multiple Runways. Pilots should be aware of the other types of approaches to land that may be used at an airport when a pilot indicates they are doing so, which may or may not be initiated from the traffic pattern.
The more common types of these include a short approach, low approach, or an overhead approach. Also, at airports with multiple runways, to reduce the risk of a collision on takeoff or arrival, you should be vigilant and scan for operations on other runways that may conflict with your operation. Some airports do not provide a clear line of sight to other runways, diminishing a pilot’s situational awareness during departures. You should be alert and aware of tower/aircraft communications, and identify what runway or runways are being used for takeoff and landing. If operating at a towered airport with crossing runways, and you are in doubt if the other aircraft’s takeoff runway will conflict with your takeoff, you should contact the tower to confirm if your takeoff runway will not conflict with another aircraft taking off. If at a non-towered airport, you should use the CTAF and ask the other departing aircraft which runway they are departing from or landing on to avoid the risk of a takeoff or landing collision with another aircraft.
9.12.5.1 A Short Approach. A short approach is executed when the pilot makes an abbreviated downwind, base, and final legs turning inside of the standard 90-degree base turn. This can be requested at a towered airport for aircraft spacing, but is more commonly used at a non-towered airport or a part-time-towered airport when the control tower is not operating, when landing with a simulated engine out or completing a power-off 180-degree accuracy approach commercial-rating maneuver.
9.12.5.2 A Low Approach. A low approach is executed when an aircraft intends to overfly the runway, maintaining runway heading but not landing. Aircraft flying practice instrument approaches commonly use this.
9.12.5.3 An Overhead Approach. An overhead approach is normally performed by aerobatic or high-performance aircraft and involves a quick 180-degree turn and descent at the approach end of the runway before turning to land (described in the AIM, Paragraph 5-4-27, Overhead Approach Maneuver).
9.13 Pilot Responsibility to See and Avoid and Pilot Avoiding Careless and Reckless Operations (§ 91.13). In the airport traffic pattern, effective communication and a pilot’s responsibility to see and avoid are essential mitigations to avoid a possible midair collision. In addition, following established traffic pattern procedures eliminates excessive maneuvering at low altitudes which mitigate the risk of a loss-of-aircraft control. All aircraft in the pattern or those flying a straight-in approach for landing in order to mitigate the risk of a conflict should effectively communicate their type of aircraft, distance from the runway in use, and state that they will or will not land on the runway in use. It is important to remember that non-adherence to established procedures and operations in the airport traffic pattern or on the surface of the airport that could endanger the life or property of another and could expose the pilot to an investigation based upon their careless or reckless operation.
10 COMMUNICATIONS PROCEDURES. The following information is intended to supplement the AIM, Paragraph 4-1-9, Traffic Advisory Practices at Airports Without Operating Control Towers.
10.1 Recommended Communication Practices. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories, as identified in appropriate aeronautical publications.
1. Pilots should only use the correct airport name, as identified in appropriate aeronautical publications, when self-announcing or exchanging traffic information to reduce the risk of confusion. For example, when landing at Midwest National Airport (KGPH), state, “Midwest National Traffic” as stated on the VFR aeronautical chart and as found in the Airport’s Supplemental Chart information. Do not use the town’s name “Mosby Traffic” or “Clay County Traffic.”
2. To help identify one airport from another, the correct airport name should be spoken at the beginning and end of each self-announce transmission.
3. Pilots should clarify the intentions of another pilot if they do not fully understand the other pilot’s intentions.
4. Pilots should limit communications on CTAFs to safety-essential information regarding arrivals, departures, traffic flow, takeoffs, and landings. The CTAF should not be used for personal conversations.
5. Pilots operating in the traffic pattern or on a straight-in approach must be alert at all times to other aircraft in the pattern, or conducting straight-in approaches, and should communicate their position to avoid a possible traffic conflict. In the airport traffic pattern and while on straight-in approaches to a runway, good communication and a pilot’s responsibility to see-and-avoid are essential mitigations to avoid a possible