Non-Towered Airports
Operating at a non-towered airport ...
References
Key Points
You should read the references noted above for complete details. But condensed here are many of the key points for airplane operations. Note that this information applies to airports without control towers or airports with control towers that are not operating. These airports are commonly referred to as non-towered or part-time-towered airports. Another term commonly used is “uncontrolled airport.”
General Operating Practices
Pattern direction - Left traffic is expected unless airport markings, airport publications, charts, chart supplement, published approach procedures, or other such information indicates right traffic.
Lights - Keep lights and strobes on, including landing light. (see my page on the use of aircraft lights)
Preflight actions - Comply with FAR 91.103, to include checking charts, chart supplements, and NOTAMS for information related to airport operations.
Traffic flow (runway in use) - Use automated weather information, wind direction indicator, segmented circle, CTAF, or other such information to determine the runway in use. In general, you should use the same runway as is already in use by other aircraft.
Straight-in landings - Pilots are encouraged to use the standard traffic pattern when arriving or departing, particularly when other traffic is observed or when operating from an unfamiliar airport. However, there are occasions where a pilot can choose to execute a straight-in approach for landing when not intending to enter the traffic pattern, such as a visual approach executed as part of the termination of an instrument approach.
Be alert at all times - Especially for straight-in landings, aircraft entering the pattern, and no-radio aircraft.
Right-of-way - IFR traffic does not have the right-of-way over VFR traffic. Straight-in traffic does not have the right of way over traffic in the pattern.
Circling approaches (IFR, both real and practice) - Pilots executing a circling approaches from an instrument approach procedures (IFR or VFR) must match the appropriate VFR traffic pattern (left vs right) unless the approach procedure explicitly states otherwise.
Radio calls - Clearly state your position and intentions. IFR traffic should make calls that are understandable to IFR and VFR pilots.
Wake turbulence - Be careful of wake turbulence when operating behind other aircraft.
Communications procedures
Refer to AIM section 4−1−9. Traffic Advisory Practices at Airports Without Operating Control Towers and FAA Non-Towered Airport Flight Operations, AC 90-66C for more information.
10-mile radius - All traffic within a 10-mile radius should continuously monitor and communicate, as appropriate, on the designated CTAF until leaving the area or until clear of the movement area. After first monitoring the frequency for other traffic present passing within 10 miles from the airport, self-announcing of your position and intentions should occur between 8 and 10 miles from the airport upon arrival. Departing aircraft should continuously monitor/communicate on the appropriate frequency from startup, during taxi, and until 10 miles from the airport, unless 14 CFR or local procedures require otherwise.
Airport Name - Use the correct airport name, as identified in appropriate aeronautical publications. For example, at KGPH, use “Midwest National Traffic” instead of the town name “Mosby Traffic” or “Clay County Traffic." Use the name at the beginning and at the end of each transmission.
Use of UNICOM - UNICOM stations may, upon request, provide helpful information. But this information is neither required to be provided, nor standardized.
Self-announce - “Self-announce” is a procedure whereby pilots broadcast their aircraft call sign, position, altitude, and intended flight activity or ground operation on the designated CTAF. Pilots should use the CTAF to self-announce position and/or intentions when entering within 10 miles of the airport.
Aircraft call sign and description - Self-announce transmissions may include aircraft type to aid in identification and detection, but should not use paint schemes or color descriptions to replace the use of the aircraft call sign.
Runway identification - When referring to a specific runway, pilots should use the runway number and not use the phrase “active runway" or "the active."
Reply to self-announce - The use of the phrase, “any traffic in the area please advise,” is not a recognized self-announce position and/or intention phrase and should not be used under any condition. Any traffic that is present at the time of your self-announcement that is capable of radio communications should reply without being prompted to do so.
Avoid the words "to" or "for" - To avoid misunderstandings, pilots should avoid using the words "to” and “for” whenever possible. These words might be confused with runway numbers or altitudes.
Practice Instrument Approaches - Be particularly alert and careful of other traffic in the pattern. Practice approach traffic does not have priority or right-of-way over other traffic.
Disagreements - Do not correct other pilots unless safety critical. Asking for clarification is OK.
Recommended Standard Traffic Pattern
This information supplements the AIM, section 4-3-3, Traffic Patterns, FAA Non-Towered Airport Flight Operations, AC 90-66C, and the PHAK, Chapter 14.
Determination of Traffic Pattern - Prior to entering the traffic pattern, aircraft should avoid the flow of traffic until established on the entry leg. For example, the pilot can check wind and landing direction indicators while at an altitude above the traffic pattern, or by monitoring the communications of other traffic that communicate the runway in use, especially at airports with more than one runway. When the runway in use and proper traffic pattern direction have been determined, the pilot should then proceed to a point well clear of the pattern before descending to and entering at pattern altitude
Traffic Pattern Entry - Arriving aircraft should be at traffic pattern altitude and allow for sufficient time to view the entire traffic pattern before entering. Entries into traffic patterns while descending may create collision hazards and should be avoided. Entry to the downwind leg should be at a 45 degree angle abeam the midpoint of the runway to be used for landing. The pilot may use discretion to choose an alternate type of entry, especially when intending to cross over midfield, based upon the traffic and communication at the time of arrival.
Pattern Entry Altitude - Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the downwind directly. A midfield crossing alternate pattern entry should not be used when the pattern is congested. Descending into the traffic pattern can be dangerous, as one aircraft could descend on top of another aircraft already in the pattern. All similar types of aircraft, including those entering on the 45 degree angle to downwind, should be the same pattern altitude so that it is easier to visually acquire any traffic in the pattern.
Traffic Pattern Altitudes - It is recommended that airplanes observe a 1,000 foot above ground level (AGL) traffic pattern altitude, or the established pattern altitude for the airport. Large and turbine-powered airplanes should enter the traffic pattern at an altitude 500 feet above the established pattern altitude. Ultralight aircraft should operate no higher than 500 feet below the powered aircraft pattern altitude. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics.
Descent to runway - The traffic pattern altitude should be maintained until the aircraft is at least abeam the approach end of the landing runway on the downwind leg.
Base turn - The base leg turn should commence when the aircraft is at a point approximately 45 degrees relative bearing from the approach end of the runway.
Runway Preference - Landing and takeoff should be accomplished on the operating runway most nearly aligned into the wind. However, if a secondary runway is used (e.g., for length limitations), pilots using the secondary runway should avoid the flow of traffic to the runway most nearly aligned into the wind.
Takeoff and Go-Around - Airplanes on takeoff should continue straight ahead until beyond the departure end of the runway. Aircraft executing a go-around maneuver should continue straight ahead, beyond the departure end of the runway, with the pilot maintaining awareness of other traffic so as not to conflict with those established in the pattern. In cases where a go-around was caused by an aircraft on the runway, maneuvering parallel to the runway may be required to maintain visual contact with the conflicting aircraft.
Local protocols - Check to see if the airport has special noise abatement or other local protocols.
Turning Crosswind - Airplanes remaining in the traffic pattern should not commence a turn to the crosswind leg until beyond the departure end of the runway and within 300 feet below traffic pattern altitude. Pilots should make the turn to downwind leg at the traffic pattern altitude.
Departing the Pattern - When departing the traffic pattern, airplanes should continue straight out or exit with a 45-degree left turn (right turn for right traffic pattern) beyond the departure end of the runway after reaching pattern altitude. Pilots need to be aware of any traffic entering the traffic pattern prior to commencing a turn.
Right-of-Way - Throughout the traffic pattern, right-of-way rules apply as stated in § 91.113; any aircraft in distress has the right-of-way over all other aircraft. In addition, when converging aircraft are of different categories, a balloon has the right-of-way over any other category of aircraft; a glider has the right-of-way over an airship, airplane, or rotorcraft; and an airship has the right-of-way over an airplane or rotorcraft.