www.PSFmagazine.com | February 2019 | 9 8 | February 2019 | Powered Sport Flying Press Pass to view the entire traffic pattern before entering. Entries into traffic patterns while descending may create collision hazards and should be avoided. Entry to the downwind leg should be at a 45-degree angle abeam the midpoint of the runway to be used for landing. The pilot may use discretion to choose an alternate type of entry, especially when intending to cross over midfield, based upon the traffic and communication at the time of arrival. Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the downwind directly. A midfield crossing alternate pattern entry should not be used when the pattern is congested. Descending into the traffic pattern can be dangerous, as one aircraft could descend on top of another aircraft already in the pattern. All similar types of aircraft, including those entering on the 45-degree angle to downwind, should be at the same pattern altitude so that it is easier to visually acquire any traffic in the pattern. Traffic Pattern Altitudes. It is recommended that airplanes observe a 1,000-foot above ground level (agl) traffic pattern altitude. (This is actually a change from past policy where lower altitudes weren’t specifically recommended against.) Large and turbine-powered airplanes should enter the traffic pattern at an altitude of 1,500 feet agl or 500 feet above the established pattern altitude. Ultralight aircraft should operate no higher than 500 feet below the powered aircraft pattern altitude. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics. Descent and Base Turn. The traffic pattern altitude should be maintained until the aircraft is at least abeam the approach end of the landing runway on the downwind leg. The base leg turn should commence when the aircraft is at a point approximately 45 degrees relative bearing from the approach end of the runway. Runway Preference. Landing and takeoff should be accomplished on the operating runway most nearly aligned into the wind. However, if a secondary runway is used (e.g., for length limitations), pilots using the secondary runway should avoid the flow of traffic to the runway most nearly aligned into the wind. Takeoff and Go-Around. Airplanes on takeoff should continue straight ahead until beyond the departure end of the runway. Aircraft executing a go-around maneuver should continue straight ahead, beyond the departure end of the runway, with the pilot maintaining awareness of other traffic so as not to conflict with those established in the pattern. In cases where a go-around was caused by an aircraft on the runway, maneuvering parallel to the runway may be required to maintain visual contact with the conflicting aircraft. Ask an instructor, Fixed-Base Operator (fbo) employee, or other pilots at your departure airport about special Preferred entry into the pattern when crossing over midfield Gyroplanes. In the case of a gyroplane approaching to land, the gyroplane pilot should avoid the flow of fixed-wing aircraft before making a turn to final for the runway in use to avoid turning in front of another aircraft on final approach. Ultralights. In accordance with 14 CFR Part 103, ultralight vehicles are required to yield the right-of-way to all aircraft. Ultralight vehicles should fly the rectangular pattern as described in the figure. 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. 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. Aircraft like powered parachutes and weight shift control trikes are considered by the FAA to be ‘ultralight-like’ aircraft since their performance characteristics are similar to ultralights. procedures such as noise abatement departure routes or local protocols if they are not apparent or directly communicated by the faa. Not every airport has official noise abatement procedures, nor does every airport consistently share this information with transient pilots. One inconsiderate act, even if inadvertent, can undo months of effort by local pilots and the airport. Turning Crosswind. Airplanes remaining in the traffic pattern should not commence a turn to the crosswind leg until beyond the departure end of the runway and within 300 feet below traffic pattern altitude. Pilots should make the turn to downwind leg at the traffic pattern altitude. Departing the Pattern. When departing the traffic pattern, airplanes should continue straight out or exit with a 45-degree left turn (right turn for right traffic pattern) beyond the departure end of the run way after reaching pattern altitude. Pilots need to be aware of any traffic entering the traffic pattern prior to commencing a turn. Right-of-Way. Throughout the traffic pattern, right-ofway rules apply as stated in § 91.113; any aircraft in distress has the right-of-way over all other aircraft. In addition, when converging aircraft are of different categories, a balloon has the right-of-way over any other category of aircraft; a glider has the right-of-way over an airship, airplane, or rotorcraft; and an airship has the right-of-way over an airplane or rotorcraft.• Alternate midfield entry when crossing over midfield Ultralight aircraft pattern
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