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 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 must 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 must 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 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.
12.5.3 Pilots of jump aircraft are required by 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.”
12.5.4 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.
12.5.5 Appendix C depicts operations conducted by parachutists.
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.
Appendix A A-1 APPENDIX A. TRAFFIC PATTERNS Single Runway (Diagram from the AIM, Paragraph 4-3-3) EXAMP LE− 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.
Appendix A A-2 Parallel Runways (Diagram from the AIM, Paragraph 4-3-3) 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 B APPENDIX B. GLIDER OPERATIONS Ultralight Aircraft Pattern ULTRALIGHT 500 FOOT
OPERATING AREA PATTERN RUNWAY WIND
SEPARATE ULTRALIGHT
OPERATING AREA
L ULTRALIGHT OPERATING 500 FOOT AREA SYMBOL
PATTERN Glider Aircraft Pattern
GLIDER PATTERN IS INSIDE THE POWERED PATTERN ENTRY
POWERED AIRCRAFT PATTERN
GLIDER PATTERN ENTRY 600-1000' AGL EXIT TOWS TO 2000- 3000' AGL UPWIND
GLIDER OPERATING AREA
POWERED RUNWAY
GLIDER PATTERN OPPOSITE SIDE AND
SEPARATE FROM POWERED RUNWAY
GLIDER OPERATING AREA GLIDER PATTERN EXIT TOWS TO 2000- 3000' AGL UPWIND
POWERED PATTERN GLIDER PATTERN ENTRY 600-1000' AGL B-1
Appendix C APPENDIX C. PARACHUTE OPERATIONS
SIDE VIEW PARACHUTE OPERATIONS
- 2 MILES
- 1 MILE → |
PROBABLE CHUTE OPENING
EXTREME ZONE EXTREME 3000' $ 2000" PATTERN "A 1250' WINDOW 750 RUNWAY
- 3000→1
TOP VIEW -AIR TRAFFIC PATTERN 1/2 MILE 4,000' RUNWAY
• 1 MILE 2 MILES
EXTREME
OPENING ZONE "NOTE: THIS DEPICTS AN AIRPORT
WHERE NO DROP ZONE HAS BEEN ESTABLISHED.* C-1
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the General Aviation and Commercial Division (AFS-800) at 9-AFS-800-Correspondence@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
Subject: AC 99-66B CHG 1, Non-Towered Airport Flight Operations Date: _____________________ Please check all appropriate line items:
An err or ( proc edural or typographical) has been noted in paragraph ____________ on page _______.
Recommend paragraph _____________ on page __________ be changed as follows:
______________________________________________________________________ ______________________________________________________________________ In a future change to this AC, please cover the following subject:
(Briefly describe what you want added.)
______________________________________________________________________ ______________________________________________________________________ Other comments:
______________________________________________________________________ ______________________________________________________________________ I would like to discuss the above. Please contact me.
Submitted by: Date: ______________________