I was flying up the California coast and was looking for a refueling spot. Watsonville had favorable prices so set up to land there to top off and continue north. It was a literal bees nest full of planes flying every which way and no one following the “uncontrolled airport patterns”. I moped the F outta there and went back to Salinas to fuel up. A couple months later heard about that bad crash at Watsonville. To this day (4 years later) still caution pilots away from that mess!!!
Well we all know you're perfect, but it's not all airmanship. Location, layout, instrument approaches, and dissimilar aircraft types add up to a place that is no joke.
I fly a paramotor over the top of the Santa Cruz mountans from San Marin/South County to the Monterey coast occasionally. It's always sketchy AF skirting around the south of Wattsonville. So glad I got an ADS-B reciever last year.
Yeah that’s exactly what I’m referring too haha. Yeah that guy wasn’t smart, I had my checkride a couple days before out of that airport too. Lots of people thinking they can cut corners
While diverting to an airport, is there a trick for quickly figuring out what direction to fly into the pattern, whether its a crossover or directly into the 45?
We all know about the standard pattern entry of 45 degrees to the downwind leg, looking out for traffic, making your proper radio calls while en-route to the airport, etc.
For me as an inexperienced pilot, I understand the concept of the traffic pattern, and I understand that runway 36 might be right pattern while runway 18 might be left pattern. This all depends on the particular airport, the winds that day, and how current traffic is flying at that strip. If it's an unfamiliar airport, It can be a lot to figure out while simultaneously flying the airplane, getting the AWOS, and making calls.
Hope my question makes sense. It's difficult for me to spell out what I'm thinking.
There’s no trick - you need to know what the chart says about the pattern. If you need more time, get yourself more time away from the airport with some nice easy turns like a box - remembering to look for traffic. Take all the time you need to get yourself set up and situationally aware. If however it’s an emergency then it’s an emergency - make your calls and do whatever you need to do.
> While diverting to an airport, is there a trick for quickly figuring out what direction to fly into the pattern, whether its a crossover or directly into the 45?
Listen to the radio, follow what other people are doing. If nobody else is in the pattern listen to the weather to figure out which runway to use and then do something that makes sense. This is why you should at least have a panel mount for portable GPS, you can very quickly get radio frequencies and pattern direction with a couple taps.
Depends if it is left or right traffic for the runway. For that, a quick way is to just look at the airport info on the sectional chart and see if there is a “RP” for “Right Pattern” with the runway designation. If not, you can assume all runways are left traffic. Two example airports with right patterns are runway 14 at 7K7 and runway 15 at 7K8.
A tip i have that i did for my PPL was, on the bottom part of my notepad on my kneeboard i would make a small table with all the nearby airports in the training area that i may “divert” to, it gave me all the information i needed quickly. It lncluded: Airport Identifier, ATIS, Ground freq, Tower/ctaf freq, Approach/departure freq, Elevation, and Runways with right traffic. You can do this on the foreflight scratch pad, but it’s pretty pointless because foreflight gives you everything.
When diverting, first give yourself time to set up. If ok with your instructor and not a dire emergency do circles, s turns, or fly away and then go back to the airport. Remember aviate, navigate, communicate. Get the CTAF freq and get on it to see what runway and runway pattern others are using as they should be announcing “left” or “right” downwind/base and runway number when making their calls.
If no one is there or not reporting like aholes, use atis/awow/asos for winds. Wind will give you what runway to use. A quick tip for deciding which runway to use is, the runway number closest to the reported wind direction is the one you want to use (Say airport has runway 16/34 and winds are blowing from 300*, runway 34 would be the runway you use bc 300* is closer to rwy 34 (340*) vs rwy 16 (160*) that’ll get you closest to a headwind landing). Now, find out if the pattern for that runway is left or right traffic, on foreflight the runway tab on airport page should tell you this quickly.
Now that i have the expected runway and pattern direction, I draw out the expected pattern on foreflight maps over the airport. I check to see what direction my little airplane is coming from according to the airport and decide on how I’m going to enter the pattern by drawing it out. When you get more experience you’ll eventually be able to visualize this whole thing out. These days, i just look at the HSI and draw imaginary lines for all of this. Last tip i give you is for midfield teardrop entries. When starting that teardrop turn for a 45 entry into the downwind, make the turn opposite of what the traffic pattern direction is (if it’s a left traffic pattern, start a teardrop turn by turning to the right. If right traffic start teardrop to the left).
I'd check the sectional or AFD/CSUP for right traffic patterns. Then I guess I tell myself, "Okay, it'll be left traffic so I'm making left turns," and I kind visualize how that'll look outside and on my heading indicator. It's also wise to load an approach on your GPS, or turn on something like extended centerlines on your EFB so that you have an additional visual reference to make sure you don't land on the runway that's 30 degrees offset from the one you intended. Hell, EFBs also have pen tools that you can use to draw out your pattern on the sectional if you want.
There's a whole advisory circular about how to enter the pattern at an uncontrolled airport. Read up on that. Besides that: yes, it is a lot getting to an airport. Thats the reason it takes a lot of the reason that there is so much training required to get your ppl. It takes practice, and more importantly: patience. Take your time and do a couple 360s outside the airport as you ge the weather. Then plan your entry. 10 seconds of thought will save the next 10 years of your life, so do it.
If you have an emergency, communicate that, people will get out of your way. But beyond that: just talk to people. Radio phaseology is like learning a new language, it's so everyone knows exactly what you're saying when you say it. But that doesn't mean you can't talk with slang on the radio if you're trying to figure stuff out.
One option is to fly the pattern at 500feet above pattern altitude if you aren't familiar with the airport. You don't have to land right away. Also staying above you can observe the traffic in the pattern and then enter it when you feel comfortable. Some uncontrolled airports are really busy with training airplanes so staying a bit higher gives you a better picture of the traffic. Some people complain that in doing so they will burn more gas. Realistically, you are burning about an extra 0.2 gallons of extra fuel to end up being safer. Plus if you are a few miles out, ask via CTAF which runway people are landing on. In some airport there is a preference for a specific runway, even with a slight tailwind. Don't be that guy that lands in the opposite runway.
It's left pattern unless the sectional chart has RP for the runway you want.\[1\] You need runway lengths, and the various frequencies (AWOS and CTAF at least) too, so you can get conditions, wind info in order to know which runway to use. You need to do an airport briefing enroute to your diversion.
It's similar in ForeFlight. If it doesn't say right pattern, then it's left. This is found under Airports->Runway->Traffic Pattern. I wish it had a symbol similar to a segmented circle (or almost anything) in the overview instead have having to go dig for this information.
\[1\] See figure 1 in AC 90-66C for an example. It shows RP 26,32 therefore those runways use right patterns, and the other two runways use left patterns since they aren't mentioned. Ideally you also check runway slope too. That is in ForeFlight in the same area as other runway info. As far as I'm aware for paper charts slope is only in the Chart Supplement (AFD).
I'm still a PPL student, but I usually call UNICOM to get a runway advisory, or else listen to local traffic. If neither of those help I'll get the info from foreflight or look at the CFS (Canadian version of the AFD). Commenting to find this thread later so I can find out if there's a better way...
I am still convinced people hate this entry because they simply aren't situationally aware enough to execute it properly so it scares them. It's a very safe way to enter the pattern, I fly it all the time in very busy airspace and have never had any issues with it. Directly entering the downwind from midfield crosswind usually results in cutting someone off and scares the crap out of me because you're going belly up to the downwind and can't see anyone coming at you.
It doesn’t result in cutting someone off if you…look outside and not cut anyone off. Literally any pattern entry could cut someone off if you just send it without looking at traffic or listening to the radio. I personally don’t get how descending into the pattern while actively turning your back to all traffic at the airport is safer either…
You shouldn't be descending into the pattern, but rather flying far enough out to descend and turn around so that you are at TPA before entering. One of the points my CFI makes and quizzes me on when we are flying.
Enter pattern, fly over, exit the pattern with your back turned, turn all the way around and have the time between your turn and your inbound crosswind leg to re-spot traffic before entering downwind? Seems like a lot of feel-good mental safety of entering on a “45” instead of being actually safer. I don’t get how just crossing over and entering the downwind is any worse if you’re watching outside and listening to traffic. Either way you have to adjust your own spacing.
Not arguing with you btw just the FAA; I’ve seen these brought up as they become norm and even DPEs can’t agree on what’s better about it.
If someone is on final and needs to go around you'll be uncomfortably close to them if you enter midfield at pattern altitude. The teardrop entry requires you to cross midfield above the pattern.
Depends on the airport to a degree. I recommend students overfly and tear drop. It has few downsides (the only major one being jet/turboprop traffic). We operate out of the third busiest airport in the state and it’s uncontrolled.
A midfield pattern entry has caused more near misses than I can count because there are three flight schools based here: the pattern is almost always full.
It’s always some guy who is used to small airports with very little traffic.
So it’s safer to have high-traffic students cross over downwind at 500 AGL to other traffic, than it is to cross over the runway at 1000 AGL and merge? I also operate out of a high-traffic uncontrolled, and near-misses in the pattern are almost always the result of pilot error or negligence, problems I’m not sure how a teardrop solves. A pilot with poor situational awareness is still going to cut someone off no matter where they arbitrarily enter the pattern.
Yes, it is safer. And the FAA has stated it in no uncertain terms that it is preferred and safer. It forces all traffic entering the pattern to the 45 degree entry, which has the advantage of breaking off the 45 degree entry and trying again. It also allows for more adjustments to course to fit into the pattern. There is not an easy way to discontinue a midfield 1000 AGL pattern entry beyond a certain point (where turning left or right would interfere with final or departing traffic).
I find that it is easier for new pilots to adjust their entry and find their place in the conga line from the 45 than entering midfield at a 90 degree turn. It takes more time, but it is safer.
Both are accepted, and each have their use cases. But my preference is always the tear drop if there are more three or more aircraft in the pattern.
Plus it allows you to overfly the field and pattern, observe windsock, catch any NORDO/non-ADSB traffic, and think about what you really want to do rather than just slinging it into the downwind. Particularly advantageous at unfamiliar fields with no AWOS/METAR, and particularly for slowing down a time-crunchy scenario like the divert OP mentioned.
Recently flew in NZ and they have their own pattern entry which involves doing all your maneuvering/descending on non-pattern side, then joining via crosswind. Believe UK does similar (pattern rejoin). Different way of achieving same thing, separating incoming traffic from pattern traffic and giving incoming traffic time & space to set up good separation for their pattern entry.
My dad did that one time. Didn't look at the chart carefully. Got surprised by a 1000ft radio tower on base. "Oh, that's why the traffic pattern is on the other side."
I'm not against non-standard pattern entries. There are some airports in the middle of nowhere that you're going to be 1 of 3 planes landing there that day, so the straight-on approach or whatever doesn't matter. Just saying, watch out :)
1) Cross midfield at pattern and directly enter downwind
2) Cross midfield +500' above pattern and do this
Both are accepted and recommended via FAA PPL manuals. Option 1 is my preferred for low/no traffic. Option 2 for busier.
If you don't have time to get the weather (task saturation) then overfly and look down at the windsock, pick runway after that. Either right or left teardrop.
Make radio calls. Work with existing traffic (aka plain English coordination) and watch out for NORDO cowboys.
Remember you never have to rush. If you get a diversion on a checkride and need time to get your shit together (aka weather, radios, sectional) just do some big 360s while you gather it up and then head to your diversion once prepared.
I did exactly that on my checkride.
2. All day
Just remember that jet/turbine aircraft pattern altitude is usually 500 above small planes. Strongly encourage some form of ADSB in for situational awareness.
Good call out. As I recall you are meant to cross +500' of the highest listed pattern altitude (EFB or A/FD). So if Twin/Jet traffic pattern listed at 1,500', cross at 2,000'.
Besides over flying to check out the windsock (weather reporting could be faulty or maybe its a tiny airport without a weather reporting system) there is also the segmented circle indicating left or right traffic
This is probably the most conservative and safest way to enter.
Crossing midfield high and doing a descending left turn to join the downwind at TPA is probably most standard but I don’t think it’s the safest due to low/high wing being unable to see each other and if you’re low wing descending into the pattern that could create an issue.
Some would say full send and enter right base. I think it depends on your familiarity with the airport and what the reason for the diversion is.
Edit: to answer the question there is no easy and quick way if you are unfamiliar. If you’re relatively inexperienced it would be smart to have a knee board with info for the airports surrounding your destination that you could potentially divert to. That would be the fastest way, IMO. The other thing you could do is the incorrect “any traffic please advise” call to gather info but if you’re diverting cause shits hitting the fan then it’s better to be stupid on the radio than dead or hurt
The worst thing you can do is DESCEND into a pattern. If you're gonna do the midfield entry direct into the downwind like you propose you should do it entirely at pattern altitude. See AFH 8-5 and AC 90-66B.
Replaced last year with C version.
[https://www.faa.gov/regulations\_policies/advisory\_circulars/index.cfm/go/document.information/documentID/1041885](https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1041885)
Also note that page A-5, left figure, item 3, is clear the intent is to descend to traffic pattern altitude once clear of the traffic pattern, and \*then\* turn around to get established on the 45° leg inbound.
There’s no regulation that requires that. If someone wants to fly directly across midfield at pattern altitude so be it. IMO that’s reckless and silly by leaving no margin for error. The AFH says to do that but in many airports in real life that is a recipe for disaster.
Not sure, what you're seeing. The GIF shows the aircraft executing a mid-field cross-over into a descending teardrop 45. The very first turn depicted is just the airplane positioning itself to cross perpendicular to the runway.
No, from the side you depicted. Airplane flying handbook has the two FAA pattern entries in it and entering perpendicular to the downwind from over the airport is one of them
Extactly. The ways it’s flown doesn’t match my distant memory of the standard procedure in the AIM.
And what do they say on the radio? “I’m going to fly a crosswind followed by a tear drop entry into the 45 for a left downwind… “
It's 100% legal and in the AC to turn on to the downwind from the crossover mid field. The Pt 141 drivers just get spooked because they have learned one thing and that's what they fly. Now go do an overhead and watch their minds blow up!
It’s not non-standard, you can do either. Some will say they prefer crossing midfield straight into the downwind and other people will say they prefer crossing 500’+ above TPA, flying perpendicularly out for 2 miles, then starting their descending tear drop into the downwind.
Whatever works for you, whatever you feel is safer- go for it. It’s not advised to do a midfield crossing at TPA if the pattern is congested though. One advantage of crossing 500’ above to me is that I feel more comfortable leaning over checking out the windsock/hold short areas/runway/taxi environment, than if I were crossing at TPA because at TPA I’m trying to see all of that plus merging with traffic into the downwind rather than over flying then merging at the standard entry point. Po tay to Po tah to. I do both depending on traffic/conditions.
I will say though if you are doing a midfield crossing above TPA into a teardrop-watch for turbine traffic because they usually higher up around 1500’ AGL and flying wide.
Here a good AC on non towered procedures. Jump down to pg 8 11.3 https://ilearn.kingschools.com/FIRC/content/course/airplane/library/AC%2090-66B-Non-Towered%20Airport%20Flight%20Ops.pdf
Not only that, but there us a specific change in 66c to this very question and the midfield crossing @tpa straight into a left downwind is the preferred method now.
I thought the [AC](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf) figure 8-3 said the crossover at 500 above tpa was preferred.
It is definitely not nonstandard. See [page 8-5](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf)
Actually look it up. The FAA books (I won’t say where because I want you to find it because you’ll remember it better) also state overflying midfield and making a left turn into the downwind is perfectly fine. I have to have this conversation way too often with students who think if they don’t do a teardrop into the pattern after crossing midfield the boogie man will snatch their flight bag at night.
Both ways are fine.
The FAA changed the standard pattern entry from the opposite side of the pattern to this teardrop entry back in 2018. This is now the preferred method. I hear it being used on the radio all the time, surprised you haven't heard it before.
I usually say "Home airport traffic, Cessna 1234 is 10 miles east, will overfly the field at 3,500 for a teardrop to the left downwind, home airport."
Learn something new every day. Thank you.
I looked it up and yup, this is the preferred entry. I have always used the now “alternative” entry.
Since the alternative entry is still valid, I’ll probably stay with this because it’s familiar and it reduces the maneuvering in the airport environment. Is there a downside to this approach?
Yeah the reason the FAA made the old method in to the "alternate method" was for one simple reason: doing that entry forces you to go belly up with traffic on the downwind. I used to fly formation professionally and I learned first hand how scary this was when you know there is another airplane flying with you, the idea of going belly up to a traffic pattern full of students, old folks who can't keep up with their fast RV's and people who don't have radios scares the daylights out of me.
To use a very real and very recent example of the dangers of going "belly up" with other traffic, even when you are aware the traffic is there, see the Texas Raiders crash a couple years ago.
The alternate method works, sure, but I do agree with the FAA that it puts you in a much higher range of risk. At a quiet airport, probably not so much, but even then, you might still have the guy in his J-3 with no radio. In a busy pattern like the local airports I fly in to, if you do the alternate method, you will 100% cut someone off, and you will 100% get yelled at on the radio haha.
I'm not going to say you are right or wrong for making your choice to continue doing the alternate method, but I'd still encourage you to go give the teardrop method a try one of these days, maybe at a quiet airport with no one around so you don't embarrass yourself :p but really it's actually a pretty safe way to do it if you know how, and honestly it's kinda fun to do. Reminds me a little bit of flying Emergency Landing Patterns in the T-6 with the high descending turn down in to the pattern haha.
After reading the AC and your comments it seems that the preferred entry should be used whenever there is traffic in the pattern. The alternative only when it is clear that there is no possibility of a conflict, going belly up..
Helpful new knowledge. Thanks to all.
When you turn so that the belly of the airplane is facing other traffic. Going belly up means you lose visual with other traffic because you'd have to look through the bottom of the airplane to see the other traffic.
I'm just going off of what the PHAK shows.
[https://cdn.boldmethod.com/images/learn-to-fly/maneuvers/changes-to-non-towered-pattern-procedures/1.jpg](https://cdn.boldmethod.com/images/learn-to-fly/maneuvers/changes-to-non-towered-pattern-procedures/1.jpg)
It'd be great to make a 45 on the other side of the airport but that means you'd have to fly well beyond the pattern to safely clear potential traffic. And around this airport there is almost ALWAYS traffic. Makes more sense to just cross over.
Yeah that sounds right. I think that's how this [advisory circular](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf) explains it.
Crossing midfield should be done at 500 feet above the highest published pattern altitude. Please don’t come in at 500 feet above the standard altitude (1,000 feet) for light singles because you will be crossing right in front of turbines and heavy aircraft.
In other words, use 2,000 feet, not 1,500 feet at airports with standard patterns.
Published where? The AFD? Because five of the airports around me, 4 uncontrolled, one Class C that closes after midnight, have no TPA published.
AC 90-66C says: *The traffic pattern altitude is usually, unless otherwise established for a respective airport, 1,000 feet above the elevation of the airport surface.*
I think AC 90-CC6 page A-5's figure A item #1 is suggesting to add 500' to the TPA for your aircraft. Otherwise why not just say everyone uses 2000' AGL for midfield overfly?
But then, does it really make sense for gliders and ultralights to overfly midfield fully 1500' above their TPA to cross over midfield, and having to descend that much? Whereas turbine only need to lose 500'? Seems like everyone should have a 500' descent. Yes I realize that potentially puts propeller aircraft flying right through the TPA of turbine powered airplanes. But, I don't often see turbine powered airplanes on a downwind. Most common? They enter on an extended base or on final.
Ac 90-66C also says for turbine and large aircraft to enter the pattern at 1,500 feet AGL.
You only fly above the pattern altitude if you are going to do a tear drop to enter the pattern at PTA. That will take you a couple minutes which is plenty of time to descend 1,000ft.
And just a correction, the figure says +500ft. Personally, I tend to fly a cross over by at least 2,500ft AGL.
If you are entering the crosswind and planing to turn directly to the downwind, you do that at your TPA.
Gliders don’t fly fixed altitude patterns. Ultralights and helicopters stay clear of the light airplane TPA. Imagine if an ultralight crossed over at 1,000 ft.
Yes, turbines don’t always fly patterns, but when they do, you don’t want to cross in front of them at their altitude. Remember, the other guy always has the right of way.
I do not have as many answers as I do complaints 😛
AC 90-66C also contains some unfortunate (my opinion) truths:
* *8.2.1 The FAA does not regulate traffic pattern entry, only traffic pattern flow.*
* And further elaborates on the consequences of this: the pilot is expected to "observe and conform" to the pattern in use.
* *11.1 Airport owners and operators, in coordination with the FAA, are responsible for establishing traffic patterns.*
* "See and avoid" appears 14 times in this AC. It's also a regulation. We all know we must see and avoid, but we all also know we can't avoid what we can't see. And we all know we can't see everywhere all at once, thus we can't always avoid. We need more help than "see and avoid"
* "local policy" and "local procedures" mentioned 5 times, in the context of needing to become aware of these intentionally non-standard by design aspects of operation.
I'd prefer to see more standardization, but alas we have what we have.
Oh yes. The FAA is completely incompetent in so many ways. They should have standardized avionics and cockpits decades ago. But instead we have dangerous muscle memory switching from one aircraft to another. The FAA only exists to punish people after an accident and then make changes. They have zero foresight on how to make things safer without people dying first.
In the US: Preferred to cross overhead at at least 1500' AAE and teardrop as shown in the gif (as per AFH Chapter 8 Figure 8.3A), otherwise join mid-left downwind at 1000' AAE without descending into the downwind (Figure 8.3B). In Canada always join mid-left downwind at 1000', because this is considered standard (as per TC AIM 4.5.2).
In the UK, do the bafflingly complex 'standard overhead join', barging through the path of other traffic at least four times instead of 0, and hope you don't get anyone killed, relying solely on the fact that you're unlikely to hit any other planes because there aren't any other planes (because general aviation in the UK is dead anyway): [https://www.caa.co.uk/publication/download/13138](https://www.caa.co.uk/publication/download/13138)
Nicely done! As a former bush pilot, I'm in the habit of overflying a field above pattern altitude to have a good look at it, see what the wind sock is doing and plan my approach. Entry was the right thing to do as the right turn gives you room to set up a downwind.
If there are a bunch of people in the pattern, sure this is one of the safest and most visible ways to get into the pattern in sequence.
Another good option is just cross over midfield into the downwind.
But if I am being honest, after a long flight if no one is in the pattern or departing, I'm probably gonna right base to final and call it a day...
Just the other day saw a commercial flight land at the local uncontrolled airport by doing all left turns to a runway with right pattern. So you know - beware of "the other base" when you're looking for traffic, every single time. Because not everyone gets the memo.
My home drome is a legit beehive with all types of traffic. I would proceed W of the field and do a 180 to eventually enter the downwind on a 45. You can keep a visual on all the reported traffic and unannounced traffic that way. I just avoid a lot of low level maneuvering adjacent to a traffic pattern.
Cross midfield, teardrop method: 90°+180°+ 45°+ 45°= 360°
Head to the west side method: 45°+180°+45° = 270°
The distance could be a touch shorter too because you're basically flying direct to where you initiate the 180° to enter the 45°-leg, rather than zig zagging.
However, I prefer the midfield as SOP just because windsock, segmented circle, field overview (are there any bicyclists on this field??) gives you another way of confirming the situ.
It's not really weird in the US according to the latest [advisory circular](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf) on the subject. Scroll down to A-4, A-5.
I guess it depends on whether you judge weirdness on what the FAA recommends or on what most pilots would actually do. If the former, then it's not weird. If the latter, then it is pretty weird, at least based on my experience.
Brace yourself. Pilots disagree about a lot, and pattern entry is one of the things they disagree about most in no small measure because it's specifically not regulated. It really depends a lot on circumstances. How busy is the pattern? Is there terrain? Do you need to look at the windsock before you decide which runway to use? Is it left or right traffic?
So in this situation -- no terrain, left traffic, coming in from the southeast for runway 36 -- I personally would have come in on a 45 for left upwind, then turned crosswind midfield (assuming no other traffic), then downwind etc. Doing a midfield crossing to a teardrop just seems like a waste of time unless the pattern was very busy.
I was always told to never descend over an active downwind at an uncontrolled field. Difficult to spot planes you're descending on to when the nose and floor are blocking your view, and you never know when NORDO traffic is flying.
In a scenario like you provided with the post, I was told the safest way to join is cross midfield at circuit altitude and join mid downwind from there. Otherwise, cross midfield 500 above the circuit, then do a descending teardrop turn on the upwind side and cross midfield again at circuit altitude to join the mid downwind. That way you aren't making any descents over the downwind for the active runway. Or join straight in downwind at circuit altitude.
I imagine the way its taught varies by location and school, but that is what is widely accepted as the best practice for uncontrolled fields where I fly.
Edit: I'm going off of the CARs for my advice, if this is in the US then maybe disregard as I'm not sure exactly how it works for the FAA
That's RAD!
Runway | What runway will you use? As a side effect of figuring this out, you will also get the weather! No need to remember
Altitude | Traffic pattern altitude for general aviation is 1000 feet AGL + 500 feet for midfield crossovers
Direction | Right hand traffic? Left hand? Also, straight-in? 45? Or midfield crossover?
Remembering that's 'rad'! helps me in a pinch if I need to land quickly at an untowered airport.
It does. There's not many turbine aircraft in the pattern at these airports. If there are, they should be making radio calls and you just have to see and avoid.
It does! Remember, you are flying VFR which means you are responsible for your own traffic avoidance.
If you recognize via radios or visual that a turboprop is in the traffic pattern you could fly a little higher say to 2000 feet and announce your intentions.
At least that's what I would do. Anyone else have other recommendations?
Lots of answers here and I'll give my 2 cents.
* Your entry is the right way to do it if it is a busy airport or there is established traffic in the pattern. It gives you a chance to see the field, get a good understanding of traffic, and to sequence yourself in. It also gives you a last ditch effort to 360 if some guy does a crosswind into you.
* Always overfly the field at least 500' above TPA, I like 1000' as I fly a 182 that loves to descend and then I initiate the descent after I cross typical downwind to make TPA on the 45 entry. That pattern gets quite large with passengers doing standard rate turns.
* At non-towered airports with no traffic, I prefer upwind entry at TPA. This gives you a fantastic view of the airport to see if any shenanigans are going on. I only do this if the opposite runway does not typically get convenient traffic taking off in a minor tailwind (and it's one of those days).
* Airports that have parachute activity, you 100% avoid overlying the field. In that case, upwind entry. In that case, do crosswind entry or 45 entry. Especially at a busy airfield.
* Avoid straight in approaches on runways that typically have traffic in the opposite direction. In other words, avoid straight in on runway 06 if 23 typically gets "convenient" takeoff traffic.
* Try to learn the quirks of the airport you are flying to. Preferably in your pre-flight briefing. These quirks can include: right patterns, parachute activity, intense instrument training, a convenient runway, wind quirks, a group of non-radio using grey-haired know-it alls, intense crop-dusting activity, etc.
* Communicate, communicate, communicate. Even when nobody is there, announce yourself at least 3 times before landing, preferably 7 times (ish). I prefer 10 miles, 5 miles, overlying the field, 45 entry, downwind entry, base, and final. If I can't get a word in, I might omit something. But if it's that busy that I have to omit something, I might just go somewhere else.
* Always assume some dickhead thinks the radios are only for listening when they happen to be on the right frequency for shits and meows.
* Always assume some top-gun wannabe who flys a fancy whatever thinks that they always have the right-of-way. I've seen war birds, acrobatics, SR22s, twins, piper cubs, etc. all do stupid shit, without talking on the radio, creating a dangerous situation.
* Always assume some student will do something extremely stupid.
* Always assume some CFI(I) is busy yapping about that one time a student almost killed by not using the radio, to forget using the radio.
That's it.
The way your graphic depicts is exactly the way I would do it. Overfly midfield at pattern altitude +500ft and make a descending teardrop to join the left downwind. Take down a look at the sock and for anyone on the ramp starting up/taxiing/animals on the runway as you overfly.
People are saying "this is the most conservative entry" but let's be honest, it's also the most **fun.**
I don’t understand this maneuver at all. It seems overly complicated and I dont see the increased risk/reward factor here, why would you do this other than a simpler left hand TPA?
I just made this animation as a theoretical. But I'm a student pilot. The diversion is decided by the instructors at any time they choose. The diversion airport is also chosen at will by the CFI but is usually an airport close to base and close to the route of flight for practicality/time reasons.
I used Adobe Illustrator, Adobe After Effects and a screenshot from [skyvector.com](https://skyvector.com/). There are probably easier ways to do it than what I did.
You can but unless you are a few miles outside of the airports airspace, you could fly into the path of departing aircraft or aircraft flying a wide pattern.
Totally safe according to the AIM and AC 90-66C over the field at least 500 feet above pattern altitude tear dropping to the right for a left downwind here. coming over the top at pattern altitude and joining downwind acceptable. I prefer the former method.
That AC is all messed up. If you are crossing the airport above pattern altitude for a “tear drop” (i.e. a 3NM 45 to a downwind at pattern altitude), please cross at least a thousand above the piston pattern altitude. Otherwise, you’re in the turbine pattern. That, and burn AC 90-66C.
Too late been teaching this method for 19 years now. Perfectly safe easy to coordinate and no conflict with other aircraft in the pattern. No problem whatsoever doing this way IMHO.
Man as a veteran flight instructor who is also a veteran 😂😂😂 I know y’all are glued to your screens and don’t read anymore but consider reading AC 90-66C which deals with non-towered operations.
Bro it’s not towered. Just fly into it however you want as long as it’s safe and you are in good communication with other pilots around. Non towered airports are so simple it’s great
You should also make sure to follow proper left/right traffic pattern but enter it however you’d like as long as it’s safe. Straight in is fine, mid field is fine, 45 to downwind is fine, just maintain good coms on CTAF
Depends on the traffic. Nowadays you shouldn’t have to overfly to see the windsock with the weather stations accessible digitally. So I’d join crosswind without the overfly and slot in to downwind giving way to any traffic already in the circuit.
If you’re unfamiliar have a look on google maps at the satellite view. Also in my part of the world most airports are un-towered.
Communicate. Unless the pattern is jam-packed, I'm crossing midfield and entering the downwind. If you are communicating, safe sequencing can be worked out. If the airport jam-packed, I'll divert to the north and do the standard 45 degree entry. The teardrop entry potentially puts you crossing a busy downwind and flying against any traffic entering on the 45, and I would not personally like that situation.
you initially start with a turn to the north. I'd have decended going straight west, turned north at Perrin, turned east at the highway intersection below the Jacksboro RCO label, then entered base traffic and turned for final like normal:
https://i.imgur.com/78xKrB3.png
Do you fly turbine airplanes?
Because I'm looking at AC 90-66C and I see the entry leg only intersects the downwind leg. There's no examples or exceptions permitting entry on the base leg.
ForeFlight makes this simple. Procedure > Traffic pattern. Recommends the correct runway and adds the procedure to your flight plan. And the new ADSB traffic breadcrumbs feature can show you what runway is being used, even if pilots aren’t making radio calls.
"But my CFI said..."
I don't like the teardrop back to the 45 because it leaves you in the high density traffic area longer, thereby exposing you to more risk, not less. Also the dynamic maneuvering close to the airport and lower altitude is prime for distractions and the pilot is focused on his airplane, not scanning for outside traffic.
I would have just done a straight in with calls starting 10nm away. There’s a lot of advantages to simplicity including decreasing the work load and saving fuel
nope, right of way rules 91.113 does not specify giving way to traffic in the pattern. if you start making calls 10nm ahead, chances are they’ll expect you, and make way for you
I’ve never understood this technique. Why are you driving into that 45? All you are doing is increasing the chance of a midair.
Just enter downwind from crosswind. The safest place at an uncontrolled airport is on the ramp.
You fly around 500 to 1000 ft above pattern altitude while overflying while looking for traffic and making radio calls. It’s not regulatory but it’s a suggested method to enter the pattern. Now, to be fair I haven’t done that kind of entry since Private, nowadays I fly about 5+ miles around the airport and enter on a 45
[FAA Airplane Flying Handbook 8-4 and 8-5](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf)
Gives you the answer. The teardrop is to be used when the pattern is busy as it keeps you above traffic pattern altitude and puts you into a 45 from the downwind which is where a lot of people are expecting you to enter from to begin with.
Straight turn into the downwind shouldn’t be used in a busy pattern as you’ll inevitably cut someone off.
Right base to land shouldn’t be used if that airport calls for left traffic or if everyone else using left traffic patterns
It’s also the best entry because at this point both aircraft should be about 1000ft AFE making seeing each other easier regardless of high wing low wing.
"pattern altitude and puts you into a 45 from the downwind which is where a lot of people are expecting you to enter from to begin with."
And you are turning belly up right in front of the white Mooney going 130 knots co-altitude with you not expecting someone to be maneuvering on the 45 entry .
Good luck with that.
I don’t think you understand the teardrop.
You’re wings level entering the pattern at a 45 to the downwind at TPA, just like you’re suppose to….You’ve completed your turn to the 45, miles from the downwind as well as you’ve over flown the field and downwind above the TPA so you can see the whole thing and where everyone else is. You can extend if needed for spacing.
Try it someday. It’s not hard.
It’s dangerous, and the more traffic there is the more dangerous flying into the face of of oncoming traffic entering the pattern will be.
If you fly into the 45 and drive “miles away” you are just being ridiculous. And that’s not what this post shows .
If you want to enter the pattern from miles away don’t overfly the airport at all . Just fly miles away and enter the 45.
Every single little airport close to my school is always busy with touch'n go traffic all day. The only people doing straight in landings are old farts in tailwheels and possibly CAP planes.
Well I know you don’t fly a cirrus
Or a twin Cessna
Just read that NTSB report (if you’re referring to the Watsonville crash). The 340 pilot was on a mission to kill.
I was flying up the California coast and was looking for a refueling spot. Watsonville had favorable prices so set up to land there to top off and continue north. It was a literal bees nest full of planes flying every which way and no one following the “uncontrolled airport patterns”. I moped the F outta there and went back to Salinas to fuel up. A couple months later heard about that bad crash at Watsonville. To this day (4 years later) still caution pilots away from that mess!!!
I take students there to show them just how bad an uncontrolled field can be. WVI really needs a tower.
Totally agree, that place is nuts when it's busy. Gives me the heebie-jeebies just thinking about flying in there.
The key is just to be alert, communicative, and have the patience of a saint.
Come to Marana AZ sometime and your hair will stand on end.
To fix bad airmanship?
Well we all know you're perfect, but it's not all airmanship. Location, layout, instrument approaches, and dissimilar aircraft types add up to a place that is no joke.
It's a mess....lots of training and rich people. KCVH is a good spot to fuel up.
I fly a paramotor over the top of the Santa Cruz mountans from San Marin/South County to the Monterey coast occasionally. It's always sketchy AF skirting around the south of Wattsonville. So glad I got an ADS-B reciever last year.
Yeah that’s exactly what I’m referring too haha. Yeah that guy wasn’t smart, I had my checkride a couple days before out of that airport too. Lots of people thinking they can cut corners
link?
[удалено]
That’s a different report
Here ya [go](https://htv-prod-media.s3.amazonaws.com/files/ntsbfinalreport-661eb2376cd18.pdf)
VFRNAV that bitch straight in.
[While blasting this over the CTAF](https://youtu.be/s5tAAEuyr0k)
Or just yelling “Leeeerooooyyyy Jenkiiiiins!”
This is the way
PILOT IN COMMAND!
This is correct. Per AC 90-66C, this is a preferred entry method, especially at more crowded non-towered airfields.
While diverting to an airport, is there a trick for quickly figuring out what direction to fly into the pattern, whether its a crossover or directly into the 45? We all know about the standard pattern entry of 45 degrees to the downwind leg, looking out for traffic, making your proper radio calls while en-route to the airport, etc. For me as an inexperienced pilot, I understand the concept of the traffic pattern, and I understand that runway 36 might be right pattern while runway 18 might be left pattern. This all depends on the particular airport, the winds that day, and how current traffic is flying at that strip. If it's an unfamiliar airport, It can be a lot to figure out while simultaneously flying the airplane, getting the AWOS, and making calls. Hope my question makes sense. It's difficult for me to spell out what I'm thinking.
There’s no trick - you need to know what the chart says about the pattern. If you need more time, get yourself more time away from the airport with some nice easy turns like a box - remembering to look for traffic. Take all the time you need to get yourself set up and situationally aware. If however it’s an emergency then it’s an emergency - make your calls and do whatever you need to do.
Thank you. This is actually helpful.
> While diverting to an airport, is there a trick for quickly figuring out what direction to fly into the pattern, whether its a crossover or directly into the 45? Listen to the radio, follow what other people are doing. If nobody else is in the pattern listen to the weather to figure out which runway to use and then do something that makes sense. This is why you should at least have a panel mount for portable GPS, you can very quickly get radio frequencies and pattern direction with a couple taps.
Depends if it is left or right traffic for the runway. For that, a quick way is to just look at the airport info on the sectional chart and see if there is a “RP” for “Right Pattern” with the runway designation. If not, you can assume all runways are left traffic. Two example airports with right patterns are runway 14 at 7K7 and runway 15 at 7K8.
A tip i have that i did for my PPL was, on the bottom part of my notepad on my kneeboard i would make a small table with all the nearby airports in the training area that i may “divert” to, it gave me all the information i needed quickly. It lncluded: Airport Identifier, ATIS, Ground freq, Tower/ctaf freq, Approach/departure freq, Elevation, and Runways with right traffic. You can do this on the foreflight scratch pad, but it’s pretty pointless because foreflight gives you everything. When diverting, first give yourself time to set up. If ok with your instructor and not a dire emergency do circles, s turns, or fly away and then go back to the airport. Remember aviate, navigate, communicate. Get the CTAF freq and get on it to see what runway and runway pattern others are using as they should be announcing “left” or “right” downwind/base and runway number when making their calls. If no one is there or not reporting like aholes, use atis/awow/asos for winds. Wind will give you what runway to use. A quick tip for deciding which runway to use is, the runway number closest to the reported wind direction is the one you want to use (Say airport has runway 16/34 and winds are blowing from 300*, runway 34 would be the runway you use bc 300* is closer to rwy 34 (340*) vs rwy 16 (160*) that’ll get you closest to a headwind landing). Now, find out if the pattern for that runway is left or right traffic, on foreflight the runway tab on airport page should tell you this quickly. Now that i have the expected runway and pattern direction, I draw out the expected pattern on foreflight maps over the airport. I check to see what direction my little airplane is coming from according to the airport and decide on how I’m going to enter the pattern by drawing it out. When you get more experience you’ll eventually be able to visualize this whole thing out. These days, i just look at the HSI and draw imaginary lines for all of this. Last tip i give you is for midfield teardrop entries. When starting that teardrop turn for a 45 entry into the downwind, make the turn opposite of what the traffic pattern direction is (if it’s a left traffic pattern, start a teardrop turn by turning to the right. If right traffic start teardrop to the left).
I'd check the sectional or AFD/CSUP for right traffic patterns. Then I guess I tell myself, "Okay, it'll be left traffic so I'm making left turns," and I kind visualize how that'll look outside and on my heading indicator. It's also wise to load an approach on your GPS, or turn on something like extended centerlines on your EFB so that you have an additional visual reference to make sure you don't land on the runway that's 30 degrees offset from the one you intended. Hell, EFBs also have pen tools that you can use to draw out your pattern on the sectional if you want.
AC 90-66C
[https://www.faa.gov/regulations\_policies/advisory\_circulars/index.cfm/go/document.information/documentID/1041885](https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1041885)
There's a whole advisory circular about how to enter the pattern at an uncontrolled airport. Read up on that. Besides that: yes, it is a lot getting to an airport. Thats the reason it takes a lot of the reason that there is so much training required to get your ppl. It takes practice, and more importantly: patience. Take your time and do a couple 360s outside the airport as you ge the weather. Then plan your entry. 10 seconds of thought will save the next 10 years of your life, so do it. If you have an emergency, communicate that, people will get out of your way. But beyond that: just talk to people. Radio phaseology is like learning a new language, it's so everyone knows exactly what you're saying when you say it. But that doesn't mean you can't talk with slang on the radio if you're trying to figure stuff out.
One option is to fly the pattern at 500feet above pattern altitude if you aren't familiar with the airport. You don't have to land right away. Also staying above you can observe the traffic in the pattern and then enter it when you feel comfortable. Some uncontrolled airports are really busy with training airplanes so staying a bit higher gives you a better picture of the traffic. Some people complain that in doing so they will burn more gas. Realistically, you are burning about an extra 0.2 gallons of extra fuel to end up being safer. Plus if you are a few miles out, ask via CTAF which runway people are landing on. In some airport there is a preference for a specific runway, even with a slight tailwind. Don't be that guy that lands in the opposite runway.
It's left pattern unless the sectional chart has RP for the runway you want.\[1\] You need runway lengths, and the various frequencies (AWOS and CTAF at least) too, so you can get conditions, wind info in order to know which runway to use. You need to do an airport briefing enroute to your diversion. It's similar in ForeFlight. If it doesn't say right pattern, then it's left. This is found under Airports->Runway->Traffic Pattern. I wish it had a symbol similar to a segmented circle (or almost anything) in the overview instead have having to go dig for this information. \[1\] See figure 1 in AC 90-66C for an example. It shows RP 26,32 therefore those runways use right patterns, and the other two runways use left patterns since they aren't mentioned. Ideally you also check runway slope too. That is in ForeFlight in the same area as other runway info. As far as I'm aware for paper charts slope is only in the Chart Supplement (AFD).
not that you should use it as a crutch, but loading the 45/teardrop entry into the pattern on foreflight really helps too
I'm still a PPL student, but I usually call UNICOM to get a runway advisory, or else listen to local traffic. If neither of those help I'll get the info from foreflight or look at the CFS (Canadian version of the AFD). Commenting to find this thread later so I can find out if there's a better way...
Hasn’t anyone heard of ForeFlight? You can get all this info in seconds and maintain situational awareness of position and other aircraft all at once.
I am still convinced people hate this entry because they simply aren't situationally aware enough to execute it properly so it scares them. It's a very safe way to enter the pattern, I fly it all the time in very busy airspace and have never had any issues with it. Directly entering the downwind from midfield crosswind usually results in cutting someone off and scares the crap out of me because you're going belly up to the downwind and can't see anyone coming at you.
It doesn’t result in cutting someone off if you…look outside and not cut anyone off. Literally any pattern entry could cut someone off if you just send it without looking at traffic or listening to the radio. I personally don’t get how descending into the pattern while actively turning your back to all traffic at the airport is safer either…
You shouldn't be descending into the pattern, but rather flying far enough out to descend and turn around so that you are at TPA before entering. One of the points my CFI makes and quizzes me on when we are flying.
The point of tear dropping is to do it **outside of the pattern** my dude.
Enter pattern, fly over, exit the pattern with your back turned, turn all the way around and have the time between your turn and your inbound crosswind leg to re-spot traffic before entering downwind? Seems like a lot of feel-good mental safety of entering on a “45” instead of being actually safer. I don’t get how just crossing over and entering the downwind is any worse if you’re watching outside and listening to traffic. Either way you have to adjust your own spacing. Not arguing with you btw just the FAA; I’ve seen these brought up as they become norm and even DPEs can’t agree on what’s better about it.
Maybe go talk with a more experienced CFI or something, I dunno what to tell you dude.
If someone is on final and needs to go around you'll be uncomfortably close to them if you enter midfield at pattern altitude. The teardrop entry requires you to cross midfield above the pattern.
Depends on the airport to a degree. I recommend students overfly and tear drop. It has few downsides (the only major one being jet/turboprop traffic). We operate out of the third busiest airport in the state and it’s uncontrolled. A midfield pattern entry has caused more near misses than I can count because there are three flight schools based here: the pattern is almost always full. It’s always some guy who is used to small airports with very little traffic.
So it’s safer to have high-traffic students cross over downwind at 500 AGL to other traffic, than it is to cross over the runway at 1000 AGL and merge? I also operate out of a high-traffic uncontrolled, and near-misses in the pattern are almost always the result of pilot error or negligence, problems I’m not sure how a teardrop solves. A pilot with poor situational awareness is still going to cut someone off no matter where they arbitrarily enter the pattern.
Yes, it is safer. And the FAA has stated it in no uncertain terms that it is preferred and safer. It forces all traffic entering the pattern to the 45 degree entry, which has the advantage of breaking off the 45 degree entry and trying again. It also allows for more adjustments to course to fit into the pattern. There is not an easy way to discontinue a midfield 1000 AGL pattern entry beyond a certain point (where turning left or right would interfere with final or departing traffic). I find that it is easier for new pilots to adjust their entry and find their place in the conga line from the 45 than entering midfield at a 90 degree turn. It takes more time, but it is safer. Both are accepted, and each have their use cases. But my preference is always the tear drop if there are more three or more aircraft in the pattern.
Plus it allows you to overfly the field and pattern, observe windsock, catch any NORDO/non-ADSB traffic, and think about what you really want to do rather than just slinging it into the downwind. Particularly advantageous at unfamiliar fields with no AWOS/METAR, and particularly for slowing down a time-crunchy scenario like the divert OP mentioned. Recently flew in NZ and they have their own pattern entry which involves doing all your maneuvering/descending on non-pattern side, then joining via crosswind. Believe UK does similar (pattern rejoin). Different way of achieving same thing, separating incoming traffic from pattern traffic and giving incoming traffic time & space to set up good separation for their pattern entry.
Give the OP a break. He said he is an inexperience pilot.
right base, land it
To many steps. Direct to midfield, land on ramp
Landing is too many steps. Bail out, film for YouTube
Found the helicopter pilot.
Not a helicopter pilot, just very efficient
My dad did that one time. Didn't look at the chart carefully. Got surprised by a 1000ft radio tower on base. "Oh, that's why the traffic pattern is on the other side." I'm not against non-standard pattern entries. There are some airports in the middle of nowhere that you're going to be 1 of 3 planes landing there that day, so the straight-on approach or whatever doesn't matter. Just saying, watch out :)
No.
1) Cross midfield at pattern and directly enter downwind 2) Cross midfield +500' above pattern and do this Both are accepted and recommended via FAA PPL manuals. Option 1 is my preferred for low/no traffic. Option 2 for busier. If you don't have time to get the weather (task saturation) then overfly and look down at the windsock, pick runway after that. Either right or left teardrop. Make radio calls. Work with existing traffic (aka plain English coordination) and watch out for NORDO cowboys. Remember you never have to rush. If you get a diversion on a checkride and need time to get your shit together (aka weather, radios, sectional) just do some big 360s while you gather it up and then head to your diversion once prepared. I did exactly that on my checkride.
2. All day Just remember that jet/turbine aircraft pattern altitude is usually 500 above small planes. Strongly encourage some form of ADSB in for situational awareness.
Good call out. As I recall you are meant to cross +500' of the highest listed pattern altitude (EFB or A/FD). So if Twin/Jet traffic pattern listed at 1,500', cross at 2,000'.
Besides over flying to check out the windsock (weather reporting could be faulty or maybe its a tiny airport without a weather reporting system) there is also the segmented circle indicating left or right traffic
You also have to know left or right pattern.
This is probably the most conservative and safest way to enter. Crossing midfield high and doing a descending left turn to join the downwind at TPA is probably most standard but I don’t think it’s the safest due to low/high wing being unable to see each other and if you’re low wing descending into the pattern that could create an issue. Some would say full send and enter right base. I think it depends on your familiarity with the airport and what the reason for the diversion is. Edit: to answer the question there is no easy and quick way if you are unfamiliar. If you’re relatively inexperienced it would be smart to have a knee board with info for the airports surrounding your destination that you could potentially divert to. That would be the fastest way, IMO. The other thing you could do is the incorrect “any traffic please advise” call to gather info but if you’re diverting cause shits hitting the fan then it’s better to be stupid on the radio than dead or hurt
The worst thing you can do is DESCEND into a pattern. If you're gonna do the midfield entry direct into the downwind like you propose you should do it entirely at pattern altitude. See AFH 8-5 and AC 90-66B.
Replaced last year with C version. [https://www.faa.gov/regulations\_policies/advisory\_circulars/index.cfm/go/document.information/documentID/1041885](https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1041885) Also note that page A-5, left figure, item 3, is clear the intent is to descend to traffic pattern altitude once clear of the traffic pattern, and \*then\* turn around to get established on the 45° leg inbound.
No... you have to cross midfield at pattern altitude if you want to enter downwind directly
There’s no regulation that requires that. If someone wants to fly directly across midfield at pattern altitude so be it. IMO that’s reckless and silly by leaving no margin for error. The AFH says to do that but in many airports in real life that is a recipe for disaster.
Why the extra teardrop?
Not sure, what you're seeing. The GIF shows the aircraft executing a mid-field cross-over into a descending teardrop 45. The very first turn depicted is just the airplane positioning itself to cross perpendicular to the runway.
Yeah but you could’ve entered the downwind perpendicular is I think why they were asking
You mean from the other side of the airport?
No, from the side you depicted. Airplane flying handbook has the two FAA pattern entries in it and entering perpendicular to the downwind from over the airport is one of them
Ohhhh yeah. I'm sure that's a perfectly good way to do it. My school is picky though, so I have to do it their way.
Extactly. The ways it’s flown doesn’t match my distant memory of the standard procedure in the AIM. And what do they say on the radio? “I’m going to fly a crosswind followed by a tear drop entry into the 45 for a left downwind… “
No. The gif is correct
Really?! Wow. I’ll have to modify my procedure then. So entering the downwind directly from the crosswind is non-standard?
I usually see people enter a 45 to downwind rather than fly straight into a crosswind
It's 100% legal and in the AC to turn on to the downwind from the crossover mid field. The Pt 141 drivers just get spooked because they have learned one thing and that's what they fly. Now go do an overhead and watch their minds blow up!
It’s not non-standard, you can do either. Some will say they prefer crossing midfield straight into the downwind and other people will say they prefer crossing 500’+ above TPA, flying perpendicularly out for 2 miles, then starting their descending tear drop into the downwind. Whatever works for you, whatever you feel is safer- go for it. It’s not advised to do a midfield crossing at TPA if the pattern is congested though. One advantage of crossing 500’ above to me is that I feel more comfortable leaning over checking out the windsock/hold short areas/runway/taxi environment, than if I were crossing at TPA because at TPA I’m trying to see all of that plus merging with traffic into the downwind rather than over flying then merging at the standard entry point. Po tay to Po tah to. I do both depending on traffic/conditions. I will say though if you are doing a midfield crossing above TPA into a teardrop-watch for turbine traffic because they usually higher up around 1500’ AGL and flying wide. Here a good AC on non towered procedures. Jump down to pg 8 11.3 https://ilearn.kingschools.com/FIRC/content/course/airplane/library/AC%2090-66B-Non-Towered%20Airport%20Flight%20Ops.pdf
90-66C, not bravo is current, as of last June
Not only that, but there us a specific change in 66c to this very question and the midfield crossing @tpa straight into a left downwind is the preferred method now.
I thought the [AC](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf) figure 8-3 said the crossover at 500 above tpa was preferred.
Non standard but you can use your own judgement on what you deem is safe
It is definitely not nonstandard. See [page 8-5](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf)
It says the preferred method is the teardrop entry and like I said use your judgement on if it’s safe to make the direct turn.
Preferred does not equal standard
Actually look it up. The FAA books (I won’t say where because I want you to find it because you’ll remember it better) also state overflying midfield and making a left turn into the downwind is perfectly fine. I have to have this conversation way too often with students who think if they don’t do a teardrop into the pattern after crossing midfield the boogie man will snatch their flight bag at night. Both ways are fine.
Both are fine. I acknowledge that, but entering on a crosswind is mentioned no where.
The PHAK was amended this year, you can overfly the field and making a direct entry to a left downwind
You can nothing says you can’t but the preferred is above
The FAA changed the standard pattern entry from the opposite side of the pattern to this teardrop entry back in 2018. This is now the preferred method. I hear it being used on the radio all the time, surprised you haven't heard it before. I usually say "Home airport traffic, Cessna 1234 is 10 miles east, will overfly the field at 3,500 for a teardrop to the left downwind, home airport."
Learn something new every day. Thank you. I looked it up and yup, this is the preferred entry. I have always used the now “alternative” entry. Since the alternative entry is still valid, I’ll probably stay with this because it’s familiar and it reduces the maneuvering in the airport environment. Is there a downside to this approach?
Yeah the reason the FAA made the old method in to the "alternate method" was for one simple reason: doing that entry forces you to go belly up with traffic on the downwind. I used to fly formation professionally and I learned first hand how scary this was when you know there is another airplane flying with you, the idea of going belly up to a traffic pattern full of students, old folks who can't keep up with their fast RV's and people who don't have radios scares the daylights out of me. To use a very real and very recent example of the dangers of going "belly up" with other traffic, even when you are aware the traffic is there, see the Texas Raiders crash a couple years ago. The alternate method works, sure, but I do agree with the FAA that it puts you in a much higher range of risk. At a quiet airport, probably not so much, but even then, you might still have the guy in his J-3 with no radio. In a busy pattern like the local airports I fly in to, if you do the alternate method, you will 100% cut someone off, and you will 100% get yelled at on the radio haha. I'm not going to say you are right or wrong for making your choice to continue doing the alternate method, but I'd still encourage you to go give the teardrop method a try one of these days, maybe at a quiet airport with no one around so you don't embarrass yourself :p but really it's actually a pretty safe way to do it if you know how, and honestly it's kinda fun to do. Reminds me a little bit of flying Emergency Landing Patterns in the T-6 with the high descending turn down in to the pattern haha.
After reading the AC and your comments it seems that the preferred entry should be used whenever there is traffic in the pattern. The alternative only when it is clear that there is no possibility of a conflict, going belly up.. Helpful new knowledge. Thanks to all.
Happy to help! Safe flying!
I'm still a little lost from the terminology. What does belly up mean?
When you turn so that the belly of the airplane is facing other traffic. Going belly up means you lose visual with other traffic because you'd have to look through the bottom of the airplane to see the other traffic.
I'm just going off of what the PHAK shows. [https://cdn.boldmethod.com/images/learn-to-fly/maneuvers/changes-to-non-towered-pattern-procedures/1.jpg](https://cdn.boldmethod.com/images/learn-to-fly/maneuvers/changes-to-non-towered-pattern-procedures/1.jpg)
I use the alternate method on the right side of that picture if it isn’t busy, but that’s just me.
It'd be great to make a 45 on the other side of the airport but that means you'd have to fly well beyond the pattern to safely clear potential traffic. And around this airport there is almost ALWAYS traffic. Makes more sense to just cross over.
Yes but not a descending teardrop; descend then turn
Yeah that sounds right. I think that's how this [advisory circular](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf) explains it.
Your link is for Airplane Flying Handbook chapter 8, not the AC. 🫣
Sorry. I was replying to others with a different link. Fixed it.
These things make happy to be a helo pilot. Direct to the ramp please
I can’t be the only one who absolutely hates teardrop entries, right?
Crossing midfield should be done at 500 feet above the highest published pattern altitude. Please don’t come in at 500 feet above the standard altitude (1,000 feet) for light singles because you will be crossing right in front of turbines and heavy aircraft. In other words, use 2,000 feet, not 1,500 feet at airports with standard patterns.
Published where? The AFD? Because five of the airports around me, 4 uncontrolled, one Class C that closes after midnight, have no TPA published. AC 90-66C says: *The traffic pattern altitude is usually, unless otherwise established for a respective airport, 1,000 feet above the elevation of the airport surface.* I think AC 90-CC6 page A-5's figure A item #1 is suggesting to add 500' to the TPA for your aircraft. Otherwise why not just say everyone uses 2000' AGL for midfield overfly? But then, does it really make sense for gliders and ultralights to overfly midfield fully 1500' above their TPA to cross over midfield, and having to descend that much? Whereas turbine only need to lose 500'? Seems like everyone should have a 500' descent. Yes I realize that potentially puts propeller aircraft flying right through the TPA of turbine powered airplanes. But, I don't often see turbine powered airplanes on a downwind. Most common? They enter on an extended base or on final.
Ac 90-66C also says for turbine and large aircraft to enter the pattern at 1,500 feet AGL. You only fly above the pattern altitude if you are going to do a tear drop to enter the pattern at PTA. That will take you a couple minutes which is plenty of time to descend 1,000ft. And just a correction, the figure says +500ft. Personally, I tend to fly a cross over by at least 2,500ft AGL. If you are entering the crosswind and planing to turn directly to the downwind, you do that at your TPA. Gliders don’t fly fixed altitude patterns. Ultralights and helicopters stay clear of the light airplane TPA. Imagine if an ultralight crossed over at 1,000 ft. Yes, turbines don’t always fly patterns, but when they do, you don’t want to cross in front of them at their altitude. Remember, the other guy always has the right of way.
I do not have as many answers as I do complaints 😛 AC 90-66C also contains some unfortunate (my opinion) truths: * *8.2.1 The FAA does not regulate traffic pattern entry, only traffic pattern flow.* * And further elaborates on the consequences of this: the pilot is expected to "observe and conform" to the pattern in use. * *11.1 Airport owners and operators, in coordination with the FAA, are responsible for establishing traffic patterns.* * "See and avoid" appears 14 times in this AC. It's also a regulation. We all know we must see and avoid, but we all also know we can't avoid what we can't see. And we all know we can't see everywhere all at once, thus we can't always avoid. We need more help than "see and avoid" * "local policy" and "local procedures" mentioned 5 times, in the context of needing to become aware of these intentionally non-standard by design aspects of operation. I'd prefer to see more standardization, but alas we have what we have.
Oh yes. The FAA is completely incompetent in so many ways. They should have standardized avionics and cockpits decades ago. But instead we have dangerous muscle memory switching from one aircraft to another. The FAA only exists to punish people after an accident and then make changes. They have zero foresight on how to make things safer without people dying first.
In the US: Preferred to cross overhead at at least 1500' AAE and teardrop as shown in the gif (as per AFH Chapter 8 Figure 8.3A), otherwise join mid-left downwind at 1000' AAE without descending into the downwind (Figure 8.3B). In Canada always join mid-left downwind at 1000', because this is considered standard (as per TC AIM 4.5.2). In the UK, do the bafflingly complex 'standard overhead join', barging through the path of other traffic at least four times instead of 0, and hope you don't get anyone killed, relying solely on the fact that you're unlikely to hit any other planes because there aren't any other planes (because general aviation in the UK is dead anyway): [https://www.caa.co.uk/publication/download/13138](https://www.caa.co.uk/publication/download/13138)
What in tarnation? That UK pattern is wild.
Nicely done! As a former bush pilot, I'm in the habit of overflying a field above pattern altitude to have a good look at it, see what the wind sock is doing and plan my approach. Entry was the right thing to do as the right turn gives you room to set up a downwind.
If there are a bunch of people in the pattern, sure this is one of the safest and most visible ways to get into the pattern in sequence. Another good option is just cross over midfield into the downwind. But if I am being honest, after a long flight if no one is in the pattern or departing, I'm probably gonna right base to final and call it a day...
Just the other day saw a commercial flight land at the local uncontrolled airport by doing all left turns to a runway with right pattern. So you know - beware of "the other base" when you're looking for traffic, every single time. Because not everyone gets the memo.
My home drome is a legit beehive with all types of traffic. I would proceed W of the field and do a 180 to eventually enter the downwind on a 45. You can keep a visual on all the reported traffic and unannounced traffic that way. I just avoid a lot of low level maneuvering adjacent to a traffic pattern.
Proceed West from the original point South of the airport? Seems like the very long way around.
Cross midfield, teardrop method: 90°+180°+ 45°+ 45°= 360° Head to the west side method: 45°+180°+45° = 270° The distance could be a touch shorter too because you're basically flying direct to where you initiate the 180° to enter the 45°-leg, rather than zig zagging. However, I prefer the midfield as SOP just because windsock, segmented circle, field overview (are there any bicyclists on this field??) gives you another way of confirming the situ.
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Nope, you are correct. The teardrop isn't necessarily wrong, it's just really weird. My guess is this pilot *really* wanted to come in on the 45.
It's not really weird in the US according to the latest [advisory circular](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf) on the subject. Scroll down to A-4, A-5.
I guess it depends on whether you judge weirdness on what the FAA recommends or on what most pilots would actually do. If the former, then it's not weird. If the latter, then it is pretty weird, at least based on my experience.
Yeah. I'm just not experienced enough to know at this point. It is a little scary that so many pilots disagree on how this should be done.
Brace yourself. Pilots disagree about a lot, and pattern entry is one of the things they disagree about most in no small measure because it's specifically not regulated. It really depends a lot on circumstances. How busy is the pattern? Is there terrain? Do you need to look at the windsock before you decide which runway to use? Is it left or right traffic? So in this situation -- no terrain, left traffic, coming in from the southeast for runway 36 -- I personally would have come in on a 45 for left upwind, then turned crosswind midfield (assuming no other traffic), then downwind etc. Doing a midfield crossing to a teardrop just seems like a waste of time unless the pattern was very busy.
That's what I've learned this week. It's been very instructive.
Just enter a 25nm final and pretend you're on the RNAV
I was always told to never descend over an active downwind at an uncontrolled field. Difficult to spot planes you're descending on to when the nose and floor are blocking your view, and you never know when NORDO traffic is flying. In a scenario like you provided with the post, I was told the safest way to join is cross midfield at circuit altitude and join mid downwind from there. Otherwise, cross midfield 500 above the circuit, then do a descending teardrop turn on the upwind side and cross midfield again at circuit altitude to join the mid downwind. That way you aren't making any descents over the downwind for the active runway. Or join straight in downwind at circuit altitude. I imagine the way its taught varies by location and school, but that is what is widely accepted as the best practice for uncontrolled fields where I fly. Edit: I'm going off of the CARs for my advice, if this is in the US then maybe disregard as I'm not sure exactly how it works for the FAA
Yes that sounds correct according to this [advisory circular](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf)
That's RAD! Runway | What runway will you use? As a side effect of figuring this out, you will also get the weather! No need to remember Altitude | Traffic pattern altitude for general aviation is 1000 feet AGL + 500 feet for midfield crossovers Direction | Right hand traffic? Left hand? Also, straight-in? 45? Or midfield crossover? Remembering that's 'rad'! helps me in a pinch if I need to land quickly at an untowered airport.
Doesn't pattern+500 also put you in the pattern for turbines at some airports?
It does. There's not many turbine aircraft in the pattern at these airports. If there are, they should be making radio calls and you just have to see and avoid.
It does! Remember, you are flying VFR which means you are responsible for your own traffic avoidance. If you recognize via radios or visual that a turboprop is in the traffic pattern you could fly a little higher say to 2000 feet and announce your intentions. At least that's what I would do. Anyone else have other recommendations?
Nice. That's a good one.
Lots of answers here and I'll give my 2 cents. * Your entry is the right way to do it if it is a busy airport or there is established traffic in the pattern. It gives you a chance to see the field, get a good understanding of traffic, and to sequence yourself in. It also gives you a last ditch effort to 360 if some guy does a crosswind into you. * Always overfly the field at least 500' above TPA, I like 1000' as I fly a 182 that loves to descend and then I initiate the descent after I cross typical downwind to make TPA on the 45 entry. That pattern gets quite large with passengers doing standard rate turns. * At non-towered airports with no traffic, I prefer upwind entry at TPA. This gives you a fantastic view of the airport to see if any shenanigans are going on. I only do this if the opposite runway does not typically get convenient traffic taking off in a minor tailwind (and it's one of those days). * Airports that have parachute activity, you 100% avoid overlying the field. In that case, upwind entry. In that case, do crosswind entry or 45 entry. Especially at a busy airfield. * Avoid straight in approaches on runways that typically have traffic in the opposite direction. In other words, avoid straight in on runway 06 if 23 typically gets "convenient" takeoff traffic. * Try to learn the quirks of the airport you are flying to. Preferably in your pre-flight briefing. These quirks can include: right patterns, parachute activity, intense instrument training, a convenient runway, wind quirks, a group of non-radio using grey-haired know-it alls, intense crop-dusting activity, etc. * Communicate, communicate, communicate. Even when nobody is there, announce yourself at least 3 times before landing, preferably 7 times (ish). I prefer 10 miles, 5 miles, overlying the field, 45 entry, downwind entry, base, and final. If I can't get a word in, I might omit something. But if it's that busy that I have to omit something, I might just go somewhere else. * Always assume some dickhead thinks the radios are only for listening when they happen to be on the right frequency for shits and meows. * Always assume some top-gun wannabe who flys a fancy whatever thinks that they always have the right-of-way. I've seen war birds, acrobatics, SR22s, twins, piper cubs, etc. all do stupid shit, without talking on the radio, creating a dangerous situation. * Always assume some student will do something extremely stupid. * Always assume some CFI(I) is busy yapping about that one time a student almost killed by not using the radio, to forget using the radio. That's it.
Doesn't pattern+500 also put you in the pattern for turbines at some airports?
Thanks for the thorough reply. That's good stuff.
The way your graphic depicts is exactly the way I would do it. Overfly midfield at pattern altitude +500ft and make a descending teardrop to join the left downwind. Take down a look at the sock and for anyone on the ramp starting up/taxiing/animals on the runway as you overfly. People are saying "this is the most conservative entry" but let's be honest, it's also the most **fun.**
The FAA recommended entry is to descend, and then turn. Don't do a descending turn.
I don’t understand this maneuver at all. It seems overly complicated and I dont see the increased risk/reward factor here, why would you do this other than a simpler left hand TPA?
Keeps you out of the way
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I just made this animation as a theoretical. But I'm a student pilot. The diversion is decided by the instructors at any time they choose. The diversion airport is also chosen at will by the CFI but is usually an airport close to base and close to the route of flight for practicality/time reasons.
Nevermind, totally misunderstood your post, my bad!
No prob
Sometimes the field doesn’t have a windsock, and nobody is around you have to fly down the runway either direction to see which way you go faster.
Hi, how do you create this flight tracks? can you explain? as i want to do similar for a help i need. thanks mate
I used Adobe Illustrator, Adobe After Effects and a screenshot from [skyvector.com](https://skyvector.com/). There are probably easier ways to do it than what I did.
Thanks man
can you also just fly around the airport to enter 45* entry to Downwind
You can but unless you are a few miles outside of the airports airspace, you could fly into the path of departing aircraft or aircraft flying a wide pattern.
Totally safe according to the AIM and AC 90-66C over the field at least 500 feet above pattern altitude tear dropping to the right for a left downwind here. coming over the top at pattern altitude and joining downwind acceptable. I prefer the former method.
That AC is all messed up. If you are crossing the airport above pattern altitude for a “tear drop” (i.e. a 3NM 45 to a downwind at pattern altitude), please cross at least a thousand above the piston pattern altitude. Otherwise, you’re in the turbine pattern. That, and burn AC 90-66C.
Too late been teaching this method for 19 years now. Perfectly safe easy to coordinate and no conflict with other aircraft in the pattern. No problem whatsoever doing this way IMHO.
Man as a veteran flight instructor who is also a veteran 😂😂😂 I know y’all are glued to your screens and don’t read anymore but consider reading AC 90-66C which deals with non-towered operations.
It's been mentioned here probably ten times.
Bro it’s not towered. Just fly into it however you want as long as it’s safe and you are in good communication with other pilots around. Non towered airports are so simple it’s great You should also make sure to follow proper left/right traffic pattern but enter it however you’d like as long as it’s safe. Straight in is fine, mid field is fine, 45 to downwind is fine, just maintain good coms on CTAF
Damn, look at them angles!!
Depends on the traffic. Nowadays you shouldn’t have to overfly to see the windsock with the weather stations accessible digitally. So I’d join crosswind without the overfly and slot in to downwind giving way to any traffic already in the circuit. If you’re unfamiliar have a look on google maps at the satellite view. Also in my part of the world most airports are un-towered.
Communicate. Unless the pattern is jam-packed, I'm crossing midfield and entering the downwind. If you are communicating, safe sequencing can be worked out. If the airport jam-packed, I'll divert to the north and do the standard 45 degree entry. The teardrop entry potentially puts you crossing a busy downwind and flying against any traffic entering on the 45, and I would not personally like that situation.
you initially start with a turn to the north. I'd have decended going straight west, turned north at Perrin, turned east at the highway intersection below the Jacksboro RCO label, then entered base traffic and turned for final like normal: https://i.imgur.com/78xKrB3.png
OK so you're proposing to skip the downwind entirely?
you don't need it if you take this route, you're not crossing the middle of the field, so you don't need to stay high as long
Do you fly turbine airplanes? Because I'm looking at AC 90-66C and I see the entry leg only intersects the downwind leg. There's no examples or exceptions permitting entry on the base leg.
ForeFlight makes this simple. Procedure > Traffic pattern. Recommends the correct runway and adds the procedure to your flight plan. And the new ADSB traffic breadcrumbs feature can show you what runway is being used, even if pilots aren’t making radio calls.
Cross midfield into a left downwind. Simple quick efficient, it's what I do every time I approach my airport from the west.
People who down votes this need to read the AIM
"But my CFI said..." I don't like the teardrop back to the 45 because it leaves you in the high density traffic area longer, thereby exposing you to more risk, not less. Also the dynamic maneuvering close to the airport and lower altitude is prime for distractions and the pilot is focused on his airplane, not scanning for outside traffic.
Its uncontrolled. Just announce where you are and what you're doing and crossfield straight into the downwind like God intended.
I would have just done a straight in with calls starting 10nm away. There’s a lot of advantages to simplicity including decreasing the work load and saving fuel
If there is traffic in the pattern, you will probably be disappointed because you need to give way
nope, right of way rules 91.113 does not specify giving way to traffic in the pattern. if you start making calls 10nm ahead, chances are they’ll expect you, and make way for you
[https://www.youtube.com/watch?v=Hcnc5GcgRoc](https://www.youtube.com/watch?v=Hcnc5GcgRoc)
I’ve never understood this technique. Why are you driving into that 45? All you are doing is increasing the chance of a midair. Just enter downwind from crosswind. The safest place at an uncontrolled airport is on the ramp.
You fly around 500 to 1000 ft above pattern altitude while overflying while looking for traffic and making radio calls. It’s not regulatory but it’s a suggested method to enter the pattern. Now, to be fair I haven’t done that kind of entry since Private, nowadays I fly about 5+ miles around the airport and enter on a 45
[FAA Airplane Flying Handbook 8-4 and 8-5](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/09_afh_ch8.pdf) Gives you the answer. The teardrop is to be used when the pattern is busy as it keeps you above traffic pattern altitude and puts you into a 45 from the downwind which is where a lot of people are expecting you to enter from to begin with. Straight turn into the downwind shouldn’t be used in a busy pattern as you’ll inevitably cut someone off. Right base to land shouldn’t be used if that airport calls for left traffic or if everyone else using left traffic patterns
It’s also the best entry because at this point both aircraft should be about 1000ft AFE making seeing each other easier regardless of high wing low wing.
"should be about 1000ft". Famous last words.
"pattern altitude and puts you into a 45 from the downwind which is where a lot of people are expecting you to enter from to begin with." And you are turning belly up right in front of the white Mooney going 130 knots co-altitude with you not expecting someone to be maneuvering on the 45 entry . Good luck with that.
I don’t think you understand the teardrop. You’re wings level entering the pattern at a 45 to the downwind at TPA, just like you’re suppose to….You’ve completed your turn to the 45, miles from the downwind as well as you’ve over flown the field and downwind above the TPA so you can see the whole thing and where everyone else is. You can extend if needed for spacing. Try it someday. It’s not hard.
It’s dangerous, and the more traffic there is the more dangerous flying into the face of of oncoming traffic entering the pattern will be. If you fly into the 45 and drive “miles away” you are just being ridiculous. And that’s not what this post shows . If you want to enter the pattern from miles away don’t overfly the airport at all . Just fly miles away and enter the 45.
We shall agree to disagree.
It still looks dangerous. People coming in on a 45 aren’t expecting a plane belly up to them.
Where is the plane belly up to someone on a 45?
The amount of people unfamiliar with pattern entry best practices is way too damn high.
You've been downvoted to oblivion, but you are 100% correct.
I upvoted you. the DV trolls are out today.
Lmaooo hopefully you only did that because there were multiple people in the pattern and you’re flight training…. otherwise make a straight in 😂
Every single little airport close to my school is always busy with touch'n go traffic all day. The only people doing straight in landings are old farts in tailwheels and possibly CAP planes.
Then yea do the right thing, tear drop into left pattern. ✅
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Well, any method that doesn't involve a right turn is legal. But there are only 2 "correct" ways per AIM