interesting moment yesterday on final

Recently, Steven P. McNicoll posted:

"Neil Gould" wrote in message
t...

It really is a good idea, especially at fields with more than one
runway and no established pattern.


Every airport has an established pattern.

Look up Lost Nation Municipal airport (LNN). There is only a pattern
altitude. Direction is up to the pilot.

Neil

"Neil Gould" wrote in message
. ..

Look up Lost Nation Municipal airport (LNN). There is only a pattern
altitude. Direction is up to the pilot.


That's not correct. When approaching to land LNN each pilot of an airplane
must make all turns of that airplane to the left .

On Tue, 1 May 2007 13:13:18 -0500, "Neil Gould"
wrote in
:

Where is that established?

Unless you see 'RT' in the information block on the sectional chart,
the traffic is left.

Neil Gould wrote:

Where is that established? Apparently, you are aware of something that the
CFIs and other pilots based at LNN don't know.

14 CFR 91.126

--Sylvain

Recently, Steven P. McNicoll posted:

"Neil Gould" wrote in message
. ..

Look up Lost Nation Municipal airport (LNN). There is only a pattern
altitude. Direction is up to the pilot.


That's not correct. When approaching to land LNN each pilot of an
airplane must make all turns of that airplane to the left .

Where is that established? Apparently, you are aware of something that the
CFIs and other pilots based at LNN don't know. While most of the time
people fly left traffic, it certainly isn't what happens all of the time.

Neil

On May 1, 1:56 pm, Sylvain wrote:
Neil Gould wrote:
Where is that established? Apparently, you are aware of something that the
CFIs and other pilots based at LNN don't know.

14 CFR 91.126

--Sylvain

We have had endless discussion of 91.126 before... Taken literally
you cannot even perform a RH 45 degree entry to the downwind leg
unless you are outside the airport traffic area (5 statute miles),
can't do instrument approaches with a miss at the MAP, can't do engine
out training on the upwind side of the runway, and so on...

Like many of the regs it is a bad joke...

denny

Recently, Larry Dighera posted:

On Tue, 1 May 2007 13:13:18 -0500, "Neil Gould" asked regarding LT @
LNN:

Where is that established?

Unless you see 'RT' in the information block on the sectional chart,
the traffic is left.

That was my presumption, as well, until my last flight review. It puzzled
me as to why aircraft can execute right traffic at this airport (not all
that infrequently, either). The CFI claimed that LNN was an exception, and
that there was no established pattern. My BFR happens to be due this
month, so maybe I'll ask another CFI. ;-)

Neil

"Neil Gould" wrote in message
t...

Where is that established?


§ 91.126 Operating on or in the vicinity of an airport in Class G
airspace.

a) General. Unless otherwise authorized or required, each person operating
an aircraft on or in the vicinity of an airport in a Class G airspace area
must comply with the requirements of this section.

(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 unless the airport displays approved light signals or visual markings
indicating that turns should be made to the right, in which case the pilot
must make all turns to the right; and

(2) Each pilot of a helicopter or a powered parachute must avoid the flow of
fixed-wing aircraft.

(c) Flap settings. Except when necessary for training or certification, the
pilot in command of a civil turbojet-powered aircraft must use, as a final
flap setting, the minimum certificated landing flap setting set forth in the
approved performance information in the Airplane Flight Manual for the
applicable conditions. However, each pilot in command has the final
authority and responsibility for the safe operation of the pilot's airplane,
and may use a different flap setting for that airplane if the pilot
determines that it is necessary in the interest of safety.

(d) Communications with control towers. Unless otherwise authorized or
required by ATC, no person may operate an aircraft to, from, through, or on
an airport having an operational control tower unless two-way radio
communications are maintained between that aircraft and the control tower.
Communications must be established prior to 4 nautical miles from the
airport, up to and including 2,500 feet AGL. However, if the aircraft radio
fails in flight, the pilot in command may operate that aircraft and land if
weather conditions are at or above basic VFR weather minimums, visual
contact with the tower is maintained, and a clearance to land is received.
If the aircraft radio fails while in flight under IFR, the pilot must comply
with §91.185.

[Doc. No. 24458, 56 FR 65658, Dec. 17, 1991, as amended by Amdt. 91-239, 59
FR 11693, Mar. 11, 1994; Amdt. 91-282, 69 FR 44880, July 27, 2004]



Apparently, you are aware of something that the
CFIs and other pilots based at LNN don't know. While most of the time
people fly left traffic, it certainly isn't what happens all of the time.


It appears most of them are aware.

"Neil Gould" wrote in
t:

Where is that established? Apparently, you are aware of something
that the CFIs and other pilots based at LNN don't know. While most
of the time people fly left traffic, it certainly isn't what
happens all of the time.

Me thinks the CFIs there should check the AIM. Although they're not
regulatory, they show good operating practices. Does the airport
have a segmented circle?

Check 4-3-4(b)(5) and 4-3-4(c)

--

"Neil Gould" wrote in message
t...

That was my presumption, as well, until my last flight review. It puzzled
me as to why aircraft can execute right traffic at this airport (not all
that infrequently, either). The CFI claimed that LNN was an exception, and
that there was no established pattern. My BFR happens to be due this
month, so maybe I'll ask another CFI. ;-)


Find another CFI, preferably at another school.