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5 Answers

Maintaining Separation In A Congested Traffic Pattern, Uncontrolled Airport – Ways to slow/extend/speedup

Asked by: 5609 views General Aviation, Private Pilot, Student Pilot

During my second solo (touch-and-goes at an uncontrolled airport with a right-hand traffic pattern), the pattern started getting pretty congested.  I was flying a Cessna 150, and was joined by other trainers, a couple of twins and one gulfstream jet.  My question is: What tools are at a pilots disposal to maintain separation from other aircraft flying different speeds at an uncontrolled airport?

A couple specific questions from that flight:

*When the Gulfstream called ten mile final and I had just taken off for a touch-and-go, I climbed to pattern altitude, extended upwind, and turned x-wind later than usual to give him time to land (no other planes in the pattern at that time).  I also flew a wider downwind leg.  Are either of these (extending upwind, widening downwind) correct?  I'd heard of extending downwind, but not extending upwind or making a wider downwind leg.  In this situation, I thought it would be safer to stay on the side of the airfield away from the landing Gulfstream than potentially crossing paths on my downwind/his final.  Thoughts?

*That same flight there was a Cessna Skylane ahead of me in the pattern, also doing touch-and-goes. He was on final for a touch-and-go when I was behind him on the downwind leg.  I extended downwind to give him time to land, but didn't extend enough and on turning final he was still on the runway.  He did take off in time for me to safely land behind him.  

My question is: if he was still on the runway, and I wasn't able to land, what would have been the best course of action to take? I think I would have performed a go-around, keeping left of the runway (right-hand traffic pattern), but not sure what I would have done next given that he was taking off again and would stay in the pattern.  What are some options to get back into the pattern and stay out of his way in that situation?

Any other tools to buy more time? What about 360 turns from/to downwind leg?  How would the radio call for that go?

Any thoughts or advice are appreciated!

Tracklog from the flight:

http://tinyurl.com/kvugsaf

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5 Answers



  1. Kris Kortokrax on Mar 08, 2015

    First, I would say that the Gulfstream’s terminology is incorrect. It was not on a 10 mile “final”. It was on a 10 mile “straight in approach”.

    The Airplane Flying Handbook states that the downwind leg should be spaced 1/2 to 1 mile from the runway. It also states that the turn to base should be made when the aircraft is at a 45 degree angle from the touchdown point. Simple trigonometry would tell us that the length of the final leg would not be substantially longer than 1 mile. (Tangent of 45 degrees is 1).

    Therefore, the Gulfstream could not be on final 10 miles away from the airport. For those who think otherwise, I would ask where we draw the line. Can an airplane be on “final” 15 miles from the airport, 20 mile, 25 miles?

    The terminology is an attempt to try and establish right of way. Airplanes flying a normal pattern should not need to clear the area just because a Gulfstream has declared himself to be on final.

    AC 90-66 states:
    “The FAA encourages pilots to use the standard traffic pattern. However, for those pilots who choose to execute a straight-in approach, maneuvering for and execution of the approach should be completed so as not to disrupt the flow of arriving and departing traffic.”

    A Skylane ahead of you shouldn’t be a big problem. He is probably a little faster than your 150. If he is still on the runway when you turn final (especially your extended final), that should not be a problem. If he is on the runway when you are on short final, it would probably time to think about a go-around.

    360s on the downwind might not be the best idea. There are aircraft flying that have no radio. There are also pilots who do not fly a standard size pattern. If you make a 360 turn away from the airport, you might turn in front of another aircraft..

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  2. Mark Kolber on Mar 09, 2015

    I agree with Chris on the 360 – that kind of maneuver is not a particularly good idea at a non-towered airport where there might even be NORDO aircraft. Normal, predictable patterns are better than unusual ones.

    Your slow-down bag of tricks includes S-turns, extending the downwind and, of course, slow flight. But consider your speed-up options as well, such as making a short approach or turning crosswind early.

    Whether speeding up or slowing down, your realistic options are constrained by the realities of the pattern.

    That touch & go Gulfstream needs to be fitting into the existing pattern as much as you do. That’s why self-reporting is so important. Knowing there’s a 152 in the pattern should be a signal to the Gilfstream pilot to do what he needs to to to fit in.

    BTW, I don’t have Kris’ concern with the “10 mile final” technicality. It’s a non-towered airport and I doubt anyone was confused about what he was, where he was and what he intended. For me that’s 100% of the information needed at a non-towered airport. I have a much bigger issue with “inbound on the ILS” andother references to position on an instrument approach which, while they may be technically correct tells zero to a soloing student pilot (or for that matter many certificated pilots).

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  3. Joe Platt on Mar 11, 2015

    The answers so far have not mentioned your reference to extending the upwind leg. This is a great idea when the winds are strong as it compensates for the faster groundspeed on downwind. As a means of controlling spacing between traffic I’m not so sure, in a 150 I would turn (upwind or downwind) when the traffic ahead is abeam. When you are flying something faster than the guy ahead it is, IMHO, good practice to extend and if necessary widen your pattern to give him the time he needs. If you decide to fly more slowly than normal get the flaps to an intermediate setting and use power to control your speed. Don’t stall!!!
    The Gulfstream arriving at a non-towered airport is something of a special case, I would leave the pattern, let him and the vortexes he is creating exit the area then rejoin and continue to enjoy your day.
    Finally your instructor should have briefed you on all this, if so do what he said, if he didn’t take him/her to task about it!

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  4. Kris Kortokrax on Mar 11, 2015

    Hi Mark,

    My concern was not that the student wouldn’t know the who, where and intentions. My concern is that the student will hear the Gulfstream announce a 10 mile “final” and make the assumption that since the airplane is on “final” that he (the student) must get out of the way of the Gulfstream because the Guldstream has the right of way. From the sound of the original post, that is exactly what is happening.

    The solo student in his C150 and the “other trainers” and “couple of twins” in the congested pattern are under no obligation to clear the area so that the jet can land without maneuvering to join the pattern. (I know you know this. Just clarifying my thoughts).

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  5. Mark Kolber on Mar 12, 2015

    I think it more likely the Gulfstream knows the rules but always thinks his bigger, faster, corporate jet always has the right of way. Sometimes other pilots do also.

    I’m sure you’ve come across discussions where people believe aircraft on a IFR flight plan always have priority over VFR aircraft? I think this situation is akin to that, which is also suggested by the original post: “but not sure what I would have done next given that he was taking off again and would stay in the pattern.“

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