"Required" versus "recommended"
On this particular day, a visitor entered the pattern in a way that we perceived to be unconventional, hence our discussion about patterns. It was a lively debate, and it was evident to me that the pilots had different understandings of pattern flying, including what is required by the regulations, what is recommended for safety reasons, and what is simply polite. It prompted me to go back to my office and research the legal requirements.
What we're talking about is approaching and landing at a nontowered airport. The regulations that apply to approaching a nontowered airport give us some direction on how to conduct a safe and orderly approach to an airport, but many would argue that they don't provide complete instructions.
Let's first look at the federal aviation regulations. FAR 91.126 and 91.127 contain provisions that specifically apply to operating on or in the vicinity of an airport without an operating control tower. In particular, these regulations state that when approaching to land at an airport without an operating control tower, 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 each pilot of a helicopter must avoid the flow of fixed-wing aircraft.
So, does this regulation mean that you have to fly a downwind-to-base-to-final pattern at a nontowered airport? No, the regulation doesn't require it, but FAA guidance recommends a standard traffic pattern beginning with a 1,000-foot-agl traffic pattern altitude that is maintained until abeam the approach end of the landing runway on the downwind leg. The FAA recommends a 45-degree entry to a downwind leg abeam the midpoint of the runway, to a base leg at a right angle to the landing runway, and to a final approach leg to the runway that is at least one-quarter mile out from the runway. Again, this is recommended procedure, so a pilot is not required to fly such a pattern. The only thing required by the regulations on approach to and landing at a nontowered airport is that any turns you make must be to the left, unless otherwise indicated.
A pilot can approach a runway straight in. That is, the pilot can approach and land at the airport without making any turns and be in compliance with these regulations. It is especially important to remember this any time you're in the pattern at a nontowered airport, as you may be on the downwind or base leg while another aircraft is approaching the runway straight in. An aircraft may even enter the pattern on the base leg, and it would be in compliance with the regulations as long as the turns are made in the correct direction. As a matter of practice, though, most pilots adhere to a fairly standard pattern at a nontowered airport, and most pilots are careful to announce their locations in the pattern over the unicom or CTAF.
The most recent enforcement case of which I am aware on this issue involved an airline crew charged with making a right turn during their visual approach to the airport. In that case, the pilots tried to convince the administrative law judge that they had made a right turn to set up for the straight-in approach, not as part of their approach. They had intended to have the turn completed at 4 nautical miles from the runway threshold, which was the distance recommended in their flight operations manual for setting up straight-in approaches. They ended up finally getting aligned for the straight-in approach at the 3.1-nm point.
The pilots didn't win their argument. Setting up a straight-in approach at four miles out was not a sufficient distance for a Boeing 737 aircraft to execute a straight-in approach.
So, the best practice to keep you safe, orderly, and legal is to follow the standard traffic pattern that the FAA recommends as well as other available resources that provide specific pattern information for particular airports. Consult the Airport/Facility Directory before you begin your approach or contact the airport via the unicom or CTAF for recommended procedures. Information, in advance, will help to ensure an uneventful flight - the best kind.
Kathy Yodice is an attorney with Yodice Associates in Washington, D.C., which provides legal counsel to AOPA and administers AOPA's Legal Services Plan. She is an instrument-rated private pilot.
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