Checkride: Traffic pattern standards

Tower controllers’ objectives are to get you to the active runway in the safest, most expeditious, and and most efficient manner possible. To achieve these goals, you may be instructed to enter any of the several legs of a typical rectangular traffic pattern using left- or right-hand traffic—or even to make a straight-in approach. Although the options are many, anticipate the most direct routing to the runway. Knowing what to expect and visualizing this plan in advance is a great aid to your situational awareness in the tower-controlled environment.

When flying to a nontowered airport—or after the tower is closed at a part-time towered airport—proper preparation, again, is the key to your success. Determine in advance the traffic pattern altitude and whether any of the runways utilize a right-hand traffic pattern. Remember that standard traffic patterns require all turns be made to the left, so do not fly a right-hand pattern unless right traffic is specified. The best way for other pilots to spot you visually—thereby reducing the risk of midair collisions in the pattern—is by flying a proper rectangular traffic pattern at the designated pattern altitude and announcing your position accurately to other traffic.

When inbound to the airport, determine as early as possible the winds and active runway and begin monitoring the common traffic advisory frequency to get a mental picture of the traffic situation. If no other traffic is heard on the frequency, avoid the amateurish and nonstandard practice of announcing: “Any traffic in the area, please advise.” Instead, correctly announce your position and intentions for entering the pattern and consider it your lucky day that you may be the only airplane in the area. However, do not assume that just because you don’t hear other traffic that you are truly alone. Always be on the lookout for non-radio aircraft in the vicinity.

Do not assume that just because you don’t hear other traffic that you are truly alone. Another way to reduce the risk of a collision over the airport is to avoid the ever-popular, but ill-advised, 500-foot pattern overflight maneuver. Since other pilots might have the same idea at the same time, you could find yourself on a converging collision course with other aircraft over the airport, all approaching from any of 360 different directions at your altitude—while each pilot looks down at the runway or the windsock, instead of where he or she is headed. Not a great idea. Instead, when a downwind leg entry is not logical, consider entering on a 45-degree angle to the upwind, crosswind, or even the base leg as a better, safer solution, all while announcing your position and intentions to other traffic.

Even a straight-in approach to the runway is acceptable as long as it does not interfere with the traffic already in the pattern. Remember that you are entering an active traffic pattern, so preference should be given to existing traffic while you merge into their traffic pattern. Don’t even think of flying a straight-in approach if it means cutting off traffic already established in the pattern.

Another serious faux pas to avoid is nonstandard maneuvering—such as an unexpected 360-degree turn or S-turning in the pattern—unless specifically directed or authorized by a tower controller. Instead, to maintain adequate spacing with the traffic ahead, simply widen your pattern, reduce speed, or simply go around and try it again.

When it’s time to depart the pattern, remember that there are only two accepted options for this: fly straight out from the departure runway until above the pattern altitude, or fly straight out to pattern altitude followed by a 45-degree turn to the left (or right, if in a right-hand pattern), while continuing to climb above traffic pattern altitude before turning on course. You will impress your pilot examiner by applying these simple, basic rules during your checkride.

Bob Schmelzer is a Chicago-area designated pilot examiner, a United Airlines captain, and Boeing 777 line check airman. He has been an active Gold Seal flight instructor since 1972.