Automated Unicom
--Provides automated weather much as ASOS
--Provides radio operational check
--Gives airport advisories selectable via mic-clicks
The callup
"Name of field UNICOM, aircraft identification, location, altitude, request traffic advisories (or other request) and name of the field."
If there is a UNICOM response, it may be limited to suggesting a runway and traffic direction. (The Good Samaritan situation has created liability they may not wish to assume with additional advice) If there is not UNICOM response all further transmissions should be addressed to "traffic".
The addition of the name of the airport at the end of each radio call is by an AD (Advisory Circular) June of 1985. When an omission occurs you can be certain that the pilot has avoided additional training since 1985.
The FAA oversight of non-tower operations is there and they're watching you. I know a pilot who made a low pass over a runway in Oregon and got a 90-day suspension for breaking the 500' FAR. While some of the FARs are very specific regarding operations much of the non-tower 'regulation' comes from the AIM or Advisory Circulars 90-42 and 90-66A). The student before flight to a non-tower airport should review FAR 91.127; 91.113 (g); 91.103 and 91.13.
The AIM recommends only the 45-degree entry to a non-tower airport all others are not recommended and or considered as safe or acceptable. Parts of the AIM to be reviewed include 4-53; 4-54; 4-8 and parts of AIM Chapter 5, Section 4. AC 90-42F, 90-66A, and 90-48C are for guidance of operations. Deviations of any parts of these at a non-tower airport are those, which the FAA selects as coming under FAR 91.13, the catchall. Byron airport has a mix of aircraft, helicopters, gliders, ultralights and parachutes. This is a mix best avoided by aircraft.
The courts, NTSB have agreed with the FAA's determination that the guidance provided by the FARs, AIM and ACs constitutes acceptable and safe operations. Everything else is relatively less safe. Airport owners and operators establish traffic patterns. Standard pattern is always to left barring noise or obstacle requirements. Arriving aircraft are expected to avoid the flow of traffic until established on the entry leg.
The entry leg on all FAA ACs appears as a 45-degree entry aimed at the runway landing threshold. The determination of the entry requires that wind, pattern, and traffic indications are confirmed prior to arrival at pattern altitude. Plan your descent to arrive at pattern altitude at the downwind turn. (AC 90-66A suggests that this turn occur at midfield. This works fine for 5000' runways but a good size pattern for a 2500' runway requires that the turn be abeam the departure end.) 1000' AGL is the new suggested pattern altitude. Some airports still publish and use the older 800' altitude.
The pattern altitude should be maintained at least until abeam the approach end of the runway. (CCR authorities require it until turning base.) Since there are local differences it is well to become familiar with the local requirements. Base turn is recommended at the 45 (key) point. Turn to final recommended at least 1/4 mile out
The selected runway for common use should be the one most aligned with the wind. A calm wind runway may be designated. If a secondary runway is used, flight must not interfere with preferred flow of traffic. Departing aircraft should not turn until beyond the departure end. Go arounds should not turn until well clear of any runway traffic and attempt to maintain visual contact. While in the pattern turns should not be initiated until within 300' of pattern. Such an altitude should assure the downwind turn being made at pattern altitude. Departing aircraft should not make their departure turn until reaching pattern altitude. (This is a slight change from what I have previously taught.)
FAR 91.1260-7 states that unless otherwise authorized all turns must be made to the left. Beyond this there is no 'regulation' that prohibits a base or straight-in entry. No turns are made in a straight-in approach. Some airports require only a straight-in (Ruth-northern most airport on the San Francisco Sectional.) A straight-in is only illegal if it interferes with other traffic. A straight-in with a two-mile final has been judged a violation of the FAR under this proviso.
Helicopter patterns are expected to be at 500' AGL and inside the aircraft pattern. Helicopter approaches will be steep. Glider operations may have a pattern inside the aircraft or with opposite turns. Ultralights usually have a 500' pattern inside aircraft and their own runway. Ultralights take off and land steeply.
Non-Tower Airport Arrival Procedures
(SEE RADIO PROCEDURES)
1. PLANNING
Runways
Reporting points
45 degree arrivals only
Pattern altitude/direction
Frequency
Look for additional ways to determine runways in use, such as arriving/departing aircraft, smoke/dust/waves. Nearby airports are good indicators. Try to plan the most efficient arrival conducive to safety. Avoid the pattern altitude until you are in it.
DON'T FLY INTO THE PATTERN ALTITUDE IN THE BLIND!!!!! (Without usmg radio.)
2. ARRIVAL
15 mile callup:
1. Podunk UNICOM Cessna 1234X KEY Intersection at 2000 request traffic advisories Podunk (if no answer...
Podunk traffic Cessna 1234X KEY Intersection at 2000 planing to overfly at 2000 prior to landing Podunk
2. Podunk traffic Cessna 1234X over the field at planning landing (runway) right/left traffic Podunk
Podunk traffic Cessna 34X on 45 for (runway number) Podunk
Podunk traffic Cessna 34X right/left downwind for (runway number) Podunk
Podunk traffic Cessna 34X right/left base for (runway number) Podunk
Podunk traffic Cessna 34X final for (runway number) Podunk
PRIORITIES:
-- Fly the plane
-- Maintain proper altitudes and headings
-- Keep eyes outside cockpit and watch for traffic
-- Communicate
122.9 Traffic only advisories at airports without frequency on sectional
123.6 Uncontrolled field with FSS for arrival and departure only
About 1% of aircraft accidents are of the mid-air type. Of these accidents 50% of those involved survive. Fatalities are 1.4 times more likely than in other accidents. Midairs are most frequent on final approach. The ratio of approach accidents is about 6 to 4 in favor of non-towered airports. Considering the relative numbers of uncontrolled airports and towered airports it is just possible that towered airports may pose the greater statistical risk.
IFR flight into and out of uncontrolled airports are often determined by the location of navigation facilities. Thus, the arrival and departures often conflict with what are the recommended local practices. Both IFR and VFR pilot must flex with the conflicting requirements. Any time the IFR arrival can comply with the standard traffic procedures the better. A phone call to the airport may be the best way to resolve any conflicts or doubts before arrival. Use of a current AFD is recommended.
Air carrier flight into non-towered airports that make straight-in arrivals have resulted in some serious accidents. Along with communications everyone must be on the same page (frequency) and giving advisories as to position, altitude, and intentions.
1. Traffic flow altitude should be avoided until established on the entry leg.
2. Entry should be on the 45 angle to the downwind leg.
3. Larger aircraft usually require a higher pattern altitude.
4. Base leg should be at least 1/4 mile from threshold.
5. Do not turn crosswind until past departure end of runway.
6. Time your crosswind turn so as to arrive on downwind at pattern altitude.
7. Departures should be straight-out until reaching pattern altitude with a 45 turn in pattern direction.
8. Instrument approaches should conform to normal flow of traffic.
Always include the runway number you plan to use. This provides an additional alert if someone missed the place/airport name as well as possible winds/ runways at nearby airports. Do not totally rely on such runway calls for what you should use. Since the use of the CTAF frequency nor the 45 degree entry is not REQUIRED you must use see-and-be-seen vigilance in all directions. If you have reason to believe density altitude over 1000' above AGL exists it would be helpful to include your computation in your communications with other aircraft.
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