This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Narrative 1: We were third in line for takeoff and it was particularly busy. There was a lot of rotary traffic present in the right pattern as I believe there was a helicopter event present. We had been having breakfast at the cafe and witnessed four to five Cessna 172s doing power off approaches so they were in the left pattern.
We were holding short of Runway XX at Taxiway A. We could hear the Controller on Tower was busy and we waited for around 10 minutes. In that time, myself and the PIC, who was left seat, agreed that it was standard traffic pattern, I checked the sectional to confirm. We made a comment that perhaps rotary traffic was using the right pattern for separation. We got called by Tower and the Controller thanked us for our patience and said Runway XX clear for takeoff. We proceeded to takeoff and climbed in the upwind to around 650 feet before making a turn to the left.
Whilst we were in the crosswind segment, still climbing, we noticed a plane that appeared to be 200-300 feet below us in right downwind for Runway XY off to our left, on its way to pass underneath us. It was probably 600 feet away when we first noticed it and it passed underneath our nose. We were both puzzled as to what they were doing.
Once we were clear of them, we made another left turn into left downwind. The Controller came on the radio and said to us that we had come very close to “my” ILS traffic for ZZZ1 and that they had it written down that we had requested right traffic, which was incorrect.
Our inactions were verifying left or right traffic, assuming left traffic was standard, especially due to all the rotary traffic using the right downwind for XX. The Controller was particularly busy and perhaps as we were heading to ZZZ1 they figured it was more direct to make right traffic. We climbed to 200 feet of TPA [Traffic Pattern Altitude] on the upwind so to make sure we were as close to TPA before being in downwind at the wrong altitude.
Narrative 2: We were cleared for takeoff for Runway XX. Prior to takeoff, I was monitoring entry of all aircraft entering the traffic pattern. Helicopters were on right downwind Runway XX, while fixed-winged were entering left downwind Runway XX.
I never communicated which way I was going to turn crosswind since I was following the other aircraft that had been in the pattern throughout the morning.
After departure, I climbed to about 700 feet and started to monitor other traffic in the area prior to making my crosswind turn. I saw a small aircraft to the left of me that was descending about 200-300 feet below. I then started to make a left crosswind turn. I flew over the traffic and continued heading south.
The Tower Controller then addressed me on the radio that they had me down for a right downwind turn. I never once communicated I was making a right downwind turn nor heard the Controller mention “make right crosswind upon departure.”
If I wasn’t supposed to make a left crosswind because of other traffic on an ILS for ZZZ1, why didn’t the Controller mention that to me prior to departure? I would have gladly complied and made a right crosswind turn and continued my course to ZZZ2.
Primary Problem: Human Factors
ACN: 1795837
Locally we usually get turn approved proceed on course while still over the runway. Elsewhere and congested I depart straight out unless otherwise instructed.
In the late 80’s when the contract tower started operating at Hartford-Brainard, I told the tower we were ready for takeoff runway 02 departing to the east. After being cleared for takeoff and making a right turnout, I was scolded by the tower for the right turnout without permission. Never understood how it would have been ok to make a left 270 (I assume) but not a right 90, but I replied roger and it never went any further. But in all future departures, when I called the tower holding short, I would say Brainard tower, xxxxx is ready for takeoff, request right turnout to the east. And if I didn’t get a ‘right turnout approved’ included with the takeoff clearance, I would ask for it again. Never had any more problems.
Left traffic is the norm.
Why not paint the runway numbers and centerline of a Right Pattern runway day-glo Green?
Take the guesswork out of it.
Because it’s a controlled pattern and using both sides increases capacity, helps deal with mixed speeds, and allows a way of keeping pattern traffic out of the way of arrivals and departures. If in doubt ask before you make the first turn. After the first lap you can continue in the same pattern unless it’s changed but if there is traffic or doubt ask which way to turn
Required TRAFFIC PATTERNS should be posted at the airport. At a towered airport an alternate pattern can be requested OR assigned. It should be confirmed.
In the case sited the tower may have mistaken the aircraft identification.
Many years ago I was giving IFR dual x-c to KMCI. KC approach confuse our call sign with a BRANIF FLT 239. We were in a BONANZA N20239.
IT PAYS TO LISTEN TO ALL RADIO CALLS AND USE FULL ID.
Also AFD has complete traffic pattern data.
Had these incidents resulted in crash and loss of life, listening to the radio recordings would ascertain which allegation — pilot or tower — was correct. Yet another stress of GA flying. /J
Dale Carnage wrote about a similar scenario. He would have explained, yes the pilot might have been 100% in the right but he would still be 100% dead.
Who is right or wrong is not important. Staying alive by getting clarification if there is any doubt is. Not complicated not an accusation on frequency just ask the simple professional question, left or right traffic?