joining the traffic pattern quandary

On Tue, 04 Jan 2005 08:58:40 -0500, Roy Smith wrote:

In article ,
wrote:

Thanks, Roy
As I've just posted to Bob, if "approaching to land" means "already in
the pattern", then I could do a 90 degree right turn onto short final,
where left pattern is in effect.

So if a RIGHT turn is permitted by the FARs onto downwind, then so
must a RIGHT turn onto final (where left traffic in effect).

Hence the quandary

Well, like I said, you need to apply common sense. Somebody just posted
about this instrument approach:
We are comparing two FAA books. Where does common sense come in there?

In the real world, yet, but not when comparing direct FAA statements
..

http://www.airnav.com/depart?http://...00379LDBCA.PDF

Let's say you're coming in from San Marcus. What are you supposed to do
when you reach KOAKS? You make a (gasp) right turn onto final. Surely
you're "approaching to land", since you're flying an approach procedure.
Are you going to worry that the runway may have a left traffic pattern and
therefore 91.126 won't let you make a right turn? Of course not.

They already got this one with the, "Unless otherwise state". :-))

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

You need to apply common sense. If you're going to look for
inconsistencies and stupidities in the FARs, you'll spend your whole life
getting hung up on stuff like this.

wrote in message
...
Consider the following FARs,
§ 91.126 Operating on or in the vicinity of an airport in Class G
airspace.
b) Direction of turns. When approaching to land at an airport without
an operating control tower in Class G airspace-
(1) Each pilot of an airplane must make all turns of that airplane to
the left ....
....
The question could be asked, how do you join the pattern, since when
attempting same you are obviously "approaching to land at an airport"

Some observations from a non-US perspective.

The wording in the FARs is almost identical to that in the ICAO Rules of the
Air, and the rules of almost every state. But standard joining technique
differs from state to state.

In the UK for example, a standard 'overhead' join is to arrive overhead the
airport at 1000 ft above the traffic pattern, and from that point on make
all turns in the direction of the pattern (i.e.usually left). The descent
to pattern altitude is made on the 'deadside' of the runway (i.e. opposite
the pattern), and the aircraft joins the pattern on a crosswind leg at the
upwind end of the runway. Things get a little difficult on the deadside if
some are turning right, some left.

I suspect the wording is preserved in that form because it avoids yet
another difference to international standards, but the interpretation varies
a little from state to state. The interpretation of 'approaching to land'
by the US authorities does not seem to preclude a right turn to *join* the
pattern.

Julian Scarfe

In the UK for example, a standard 'overhead' join is to arrive overhead the
airport at 1000 ft above the traffic pattern, and from that point on make
all turns in the direction of the pattern (i.e.usually left). The descent
to pattern altitude is made on the 'deadside' of the runway (i.e. opposite
the pattern), and the aircraft joins the pattern on a crosswind leg at the
upwind end of the runway.

So one normally crosses in front of oncoming traffic at pattern
altitude? (presumably the aircraft climbing out on takeoff hasn't yet
reached pattern altitude, but climb rates vary)

Jose
--
Money: What you need when you run out of brains.
for Email, make the obvious change in the address.

In the UK for example, a standard 'overhead' join is to arrive overhead
the
airport at 1000 ft above the traffic pattern, and from that point on
make
all turns in the direction of the pattern (i.e.usually left). The
descent
to pattern altitude is made on the 'deadside' of the runway (i.e.
opposite
the pattern), and the aircraft joins the pattern on a crosswind leg at
the
upwind end of the runway.

"Jose" wrote in message
om...

So one normally crosses in front of oncoming traffic at pattern
altitude? (presumably the aircraft climbing out on takeoff hasn't yet
reached pattern altitude, but climb rates vary)

Yes, the assumption is that departing traffic will not reach TPA by the end
of the runway. That may break for longer runways, but in the UK it's rare
to have very long runways without ATC to assist.

In effect, the merging happens at the point of the turn downwind, and
joining traffic should make adjustments to the crosswind leg to fit in with
traffic already in the pattern, which will usually be heading downwind from
further upwind.

Julian