Conforming to circuit pattern
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Conforming to circuit pattern
This used to be in Rules of the Air (UK):
Does this still apply? Can't find it in CAP393 or SERA but perhaps the exact wording has changed.
I was meditating on this in the circuit at an uncontrolled airfield yesterday...
Flight in the vicinity of an aerodrome
12 (1) Subject to paragraph (2), a flying machine, glider or airship flying in the vicinity of what the commander of the aircraft knows, or ought reasonably to know, to be an aerodrome shall:
(a) conform to the pattern of traffic formed by other aircraft intending to land at that aerodrome or keep clear of the airspace in which the pattern is formed; and
(b) make all turns to the left unless ground signals otherwise indicate.
(2) Paragraph (1) shall not apply if the air traffic control unit at that aerodrome otherwise authorises.
12 (1) Subject to paragraph (2), a flying machine, glider or airship flying in the vicinity of what the commander of the aircraft knows, or ought reasonably to know, to be an aerodrome shall:
(a) conform to the pattern of traffic formed by other aircraft intending to land at that aerodrome or keep clear of the airspace in which the pattern is formed; and
(b) make all turns to the left unless ground signals otherwise indicate.
(2) Paragraph (1) shall not apply if the air traffic control unit at that aerodrome otherwise authorises.
I was meditating on this in the circuit at an uncontrolled airfield yesterday...
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There are quite a few exceptions to the rule...
For instance, I currently fly quite frequently from a grass airfield that has a slope. Although very mild, some of the "higher performance" / tailskid (without brakes) aeroplanes would prefer to land up the hill whenever possible, not only is the club house up the hill, but it is easier to stop going uphill rather than going downhill. Conversely some lower powered aeroplanes prefer to takeoff downhill and land uphill (due brakes or other). So that gives you some "variable" circuits which may make someone un-familiar with the airfield uncomfortable. But with good communications, and accurate representation of where you are, it is quite simple to slot in where you think you should, and if needs be, climb / remain in the overhead until the particular traffic has landed.
Tricycle gear pilots however, rarely notice the slope at all, and makes little difference to them...
For instance, I currently fly quite frequently from a grass airfield that has a slope. Although very mild, some of the "higher performance" / tailskid (without brakes) aeroplanes would prefer to land up the hill whenever possible, not only is the club house up the hill, but it is easier to stop going uphill rather than going downhill. Conversely some lower powered aeroplanes prefer to takeoff downhill and land uphill (due brakes or other). So that gives you some "variable" circuits which may make someone un-familiar with the airfield uncomfortable. But with good communications, and accurate representation of where you are, it is quite simple to slot in where you think you should, and if needs be, climb / remain in the overhead until the particular traffic has landed.
Tricycle gear pilots however, rarely notice the slope at all, and makes little difference to them...
Commission Implementing Regulation (EU) No 923/2012
Applies to all aerodromes whether licensed or otherwise..
SERA.3225 Operation on and in the vicinity of an aerodrome
An aircraft operated on or in the vicinity of an aerodrome shall:
(a) observe other aerodrome traffic for the purpose of avoiding collision;
(b) conform with or avoid the pattern of traffic formed by other aircraft in operation;
(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;
(d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.
Applies to all aerodromes whether licensed or otherwise..
SERA.3225 Operation on and in the vicinity of an aerodrome
An aircraft operated on or in the vicinity of an aerodrome shall:
(a) observe other aerodrome traffic for the purpose of avoiding collision;
(b) conform with or avoid the pattern of traffic formed by other aircraft in operation;
(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;
(d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.
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Yes valid rules everywhere uncontrolled , but as always the catch is in the details :
the remark " unless otherwise indicated"
But indicated where ? in the approach chart is there is one of course, or the AIP supplement or , if not listed ( private), the airport operator website ?
Most small airfields /aeroclub strips have noise abatement constraints nowadays and ask not to overfly certain areas , which will be all patterns South or North , which will mean right turns in one runway direction .
the remark " unless otherwise indicated"
But indicated where ? in the approach chart is there is one of course, or the AIP supplement or , if not listed ( private), the airport operator website ?
Most small airfields /aeroclub strips have noise abatement constraints nowadays and ask not to overfly certain areas , which will be all patterns South or North , which will mean right turns in one runway direction .
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ATCW Or the signal box if there is one? At least for some of the information you require. Noise abatement however does require AIP / chart to be read - or a briefing when requesting PPR!
tmmorris - that is very true - but if you stay sharp and your briefing did highlight this, then surely you should be able to cope.
tmmorris - that is very true - but if you stay sharp and your briefing did highlight this, then surely you should be able to cope.
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Safety wasn't compromised - good VMC and everyone communicated well. I just wondered what the legal position was. The aircraft on the 'wrong' circuit was particularly punctilious about reporting position, and giving way to those of us in the 'right' circuit.
Problem with online / printed material is that circuit patterns may be updated and the subsequent communication of the same falls over.
I know of one circuit pattern change that when used by the resident instructors just led to noise complaints. They revert to old circuit to ensure their business is able to continue but now there is confusion around which circuit is to be used.....
I know of one circuit pattern change that when used by the resident instructors just led to noise complaints. They revert to old circuit to ensure their business is able to continue but now there is confusion around which circuit is to be used.....
Yes valid rules everywhere uncontrolled , but as always the catch is in the details :
the remark " unless otherwise indicated"
But indicated where ? in the approach chart is there is one of course, or the AIP supplement or , if not listed ( private), the airport operator website ?
the remark " unless otherwise indicated"
But indicated where ? in the approach chart is there is one of course, or the AIP supplement or , if not listed ( private), the airport operator website ?
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Of course, if some FIs are om the circuit, then "conforming" can be difficult.
Time for this again: https://www.youtube.com/watch?v=f6q2VKsvQEQ
OC619
Time for this again: https://www.youtube.com/watch?v=f6q2VKsvQEQ
OC619
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As indicated in the signals square. Unfortunately few airfields (apart from military) have one of these nowadays and when they do, they are often not updated.
It is still mandatory and very much used and respected in Belgium - except at some of the smaller ultralight fields in the wild South.
I think it a good system, if used correctly both by pilots and by the aerodrome operator, not least because it equally serves NoRdo pilots. But I know for a fact that the French authorities are actively encouraging operators to do away with them.
I think it a good system, if used correctly both by pilots and by the aerodrome operator, not least because it equally serves NoRdo pilots. But I know for a fact that the French authorities are actively encouraging operators to do away with them.
I heard of an accident last year, fortunately with no or minimal injury, where the pilot was attempting to land in accordance with the signal square T. It hadn't been moved for years, and he was downwind.
