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.
The tower was closed, CTAF in use. I made callouts at 15 nm, 10 nm, and 7 nm from the airport announcing I would enter left downwind to land Runway XX.
Aircraft Y announced south of the airport. I descended to approved traffic pattern altitude of 1,400 MSL, slowed to approximately 120 knots (24 knots below gear extension speed of 144 knots, and this is my typical traffic pattern entry airspeed) and was looking for the announced traffic.
Approaching a store, which is a known local checkpoint southeast of the airport on the downwind leg, I asked on CTAF “Aircraft Y approaching ZZZ Airport, what is your location reference the store?”
A voice said “LOOK UP.” I then saw Aircraft Y’s lights above me and to my left at 9 o’clock, 400 feet above the pattern altitude (and therefore 400 feet above us).
On CTAF I said “OK, got you in sight, would you like us to make a 360 and follow you or do you want to follow us?” He said, “We will follow you.”
I made standard left downwind, base, and final callouts as recommended by the AIM (Aeronautical Information Manual). When the runway threshold was at a 45° position behind my left wing I commenced my base leg.
The Aircraft Y pilot asked “What type of aircraft is that?” I answered. He replied “Because you’re flying a 737 traffic pattern.” I replied “There’s no reason for unprofessionalism on the frequency” and left it at that.
After landing and while cleaning the airplane, the Aircraft Y pilot drove up to my hangar and berated me in front of my wife for “screaming into the traffic pattern at too high an airspeed and being only 400 feet below him and they were talking to center with a Bravo clearance (wrong, ZZZ Tracon owns the Class B around here so he would be talking to Approach, not Center) and even the SIC (Second in Command) Center Controller didn’t see you” and loads of other garbage. You get the drift.
ZZZ has lots of traffic and that’s the reason I always approach the pattern at a way (for my airplane) slow airspeed, typically around 120 knots. I was making all the standard CTAF callouts and then some, and I entered the pattern at a known ground reference point.
I’m filing in case he charges me with careless and reckless or anything else, which is absolutely not the case.
Primary Problem: Human Factors
ACN: 2083617
As is fairly standard for this topic, there are some interesting comments about individuals’ traffic pattern “tactics, techniques and procedures”…including a couple that are concerning…
I recommend everyone read AC 90-66C “Non-Towered Airport Flight Operations”, along with the AIM, then go back and read this ASRS report.
There will be a quiz…
Here, here! I have read that several times. Re-published in June, 2023–I think a lot of people haven’t read it.
https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf
Waaaay too much talking on radio. Make the standard calls, none to the other aircraft.
@Ronny If his gear extension speed is 154 then likely he can’t go much below 115 it’s without getting dangerously close to stall speed. I’m training for my Comm Multi in a Baron with similar V speeds. The other pilot seemed oblivious to that being the reason why he was flying “a 737 pattern”. There’s no other option when you’re behind slower traffic in the pattern.
1. I think 120 kts way too fast to be in the traffic pattern. I have a friend that has a 1940 Aeronca without electrical who does 65 kts in the pattern. Think about it.
2. You are the aircraft lower. You have the right of way.
The only way for two pilots to maintain proper separation is to know both position AND altitude. Report both when making calls 15, 10, and 5. If the other pilot doesn’t include altitude, ask him. Then you can maintain a 500ft buffer until he is in sight.
Precisely why I use straight in or base entry. Traffic patterns tend to still be a pilot generated mess after all these decades, postings, seminars, etc.
Straight ins with traffic in the pattern does nothing to help.
How far out is a straight in approach? On a straight in, when are you actually entering the pattern? If I have to extend my down wind to accommodate your straight in, who has the right of way?
Do flight training schools teach straight in approach’s ? Not any that I know of.
Straight in approach’s are usually done by faster airplanes, therefore causing pattern problems for the slower planes.
In the pattern, I shoot for 100 on downwind. The slower planes usually fly a closer pattern to the runway.
If the patterns are a mess, it’s because the “standard” pattern is a non existent in today’s flying.