Sedona (SEZ), left downwind for Runway 21.

It seems like a few times a year, I’m flying on the downwind at some small uncontrolled airfield, like Sedona (SEZ), when seemingly out of nowhere, I spot another plane at my 10 o’clock descending (diving might be a better term). The plane  is about to cut across in front of me as its pilot attempts to enter the downwind leg of the traffic pattern.

It’s a scary sight. In situations like that, you don’t have just seconds to respond. You have milliseconds. Evasive maneuvers require me to veer hard, sometimes climb, go into slow-flight mode, and allow the offending aircraft to sequence into the traffic pattern.

There’s got to be a better way for airplanes to get into the traffic pattern.

There is! Unfortunately, there’s also been a lot of confusion created by both the FAA and well-meaning air-safety groups on this topic.

The scene I just described is what pilots call a “midfield crossover” or a “midfield flyover.” This is usually done for a couple of reasons: The pilot is arriving at the airfield, and the traffic pattern is on the opposite side of the field, or they just want to get a better look at the runway and windsock below before setting up for landing.

The collision hazard I described is partly because pilots are simply doing what they have read in literature distributed by air safety organizations. But, pilots don’t always apply what they read correctly, and enter at the wrong altitude and/or begin descending way too early. And, worse, this literature fails to address all the different types of aircraft and the altitudes they fly in the pattern (more on that in a second), and pilots cross over too low.

The literature, put out by groups such as the Aircraft Owners & Pilots’ Association’s Air Safety Foundation, recommends flying 500 feet higher than traffic pattern altitude when overflying the airfield. Then, the literature says to continue flying out beyond the downwind leg . Then, it says to begin a descent to pattern altitude and turn in a direction that will set up the pilot to enter at a 45-degree angle to the downwind leg. The 45-degree angle provides for maximum visibility of all aircraft already in the pattern. The concept of “see-and-avoid” is paramount here, and thus the reason to fly higher and outbound for a ways before descending, turning and then entering the pattern.

For the record, the FAA’s Aeronautical Information Manual, which is sort of the pilot’s handbook for anything related to flying, does not directly address how to overfly an airport at midfield to enter the traffic pattern.

“[The AIM Chapter] 4-3-3 was the only useful thing I came up with and I thought it was woefully inadequate,” 2008 National Flight Instructor of the Year Max Trescott wrote to me this week. “[AIM Chapter] 4-4-15 Includes the marginally helpful:

d. Traffic Pattern. Entries into traffic patterns while descending create specific collision hazards and should be avoided.”

No wonder pilots are getting themselves into all kinds of trouble in traffic patterns at uncontrolled airfields!

To be fair, the AIM  does say quite a bit about the general procedures that should be followed while flying the pattern at uncontrolled fields. (You can find it in Chapter 4, Section 3, of the AIM, which is linked here for reference.) For example, it contains this handy diagram of the general direction of flight, when to turn, and so on:

Traffic pattern flow at an airport with dual runways.

While it lists the areas where final approach occurs as “No Transgression Zone,” the AIM  just doesn’t address the midfield crossover. And, naturally, since midfield is not listed as a no transgression zone, pilots make a beeline for it, if they need to overfly the airport.

The FAA does sort of hint about the dangers of overflying the airfield in an Advisory Circular (AC 90-66A) it put out a few years ago. The AC is entitled “Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports Without Operating Control Towers.” Boy, I thought I finally had hit pay dirt. Finally, the answer to how to cross over at midfield, safely, to get to the other side!

I was sort of disappointed. The Advisory Circular also does not address the midfield crossover.

It does contain this gem of advice: “The use of any traffic pattern procedure does not alter the responsibility of each pilot to see and avoid other aircraft. Pilots are encouraged to participate in “Operation Lights On,” which is a voluntary pilot safety program described in the AIM designed to enhance the ‘see-and-avoid’ requirements.”

And, then, finally, I found this in the AC:

“Prior to entering the traffic pattern at an airport without an operating control tower, aircraft should avoid the flow of traffic until established on the entry leg. For example, wind and landing direction indicators can be checked while at an altitude above the traffic pattern. When the proper traffic pattern direction has been determined, the pilot should then proceed to a point well clear of the pattern before descending to the pattern altitude.”

But, how high above the traffic pattern? The AC does not directly say, but it does point out that multi-engine and turbine-powered aircraft are expected to fly 500 feet higher than everyone else in the traffic pattern. For example, in a standard traffic pattern, single-engine aircraft are flying 1,000 feet above the ground (AGL). Everyone else that is bigger, heavier and faster is flying 1,500 AGL.

Hmmm, if the literature says I am to cross over 500 feet higher than the traffic pattern, it only seems logical, then, that I should be at least 2000 AGL — 1000 feet above the lowest traffic pattern altitude (TPA) for that airport. No?

Not always.

At Sedona (SEZ), the jets fly the pattern that high (7003 MSL, which is exacly 1000 feet higher than all the propeller-driven planes in the pattern). Therefore, blindly doing what anyone writes can land you in a lot of trouble. In the case of Sedona, you might choose to fly 500 feet higher than all the prop-driven planes, or at 6503 MSL. But that puts you underneath the jets. I don’t like all that wake turbulence or the fact that they can’t see me under their wings.

So, if you don’t mind sightseeing among the red rocks, overfly at 7503 (500 feet above the jet pattern) and fly out  away from the pattern. Watch the terrain and adjust as needed! Enjoy the scenery while setting up for your entry.  It’s also good noise abatement for all the hikers and residents below, too, who are trying to enjoy this pristine landscape. On the other hand, if you are absolutely certain there are no jets in the pattern when you arrive, you likely can get away with overflying just 500 feet higher than the pattern altitude for the propeller-driven aircraft. Good radio calls, and knowing who and what is in the pattern helps. But, don’t always rely on the radio to determine who’s in the pattern: Someone else can be broadcasting on the wrong frequency, thinking everyone can hear them. Or, you might have some pilot out there who just isn’t making his radio calls. See-and-avoid is your best bet.

So, let’s sum this all up in a way that makes sense for pilots:

Before departure

check the Airport Facility Directory for all the altitudes that might be flown in the pattern. Plan to cross over at least 500 higher than the highest traffic pattern altitude. When doing a midfield crossover, plan to be at least 500 feet higher than the highest TPA for that airport. (In many cases, this translates to 1000 feet higher than the lowest TPA. But, not always, as we see at Sedona.)

Enroute

Call the local unicom or CTAF frequency at least 10 miles out from the airport (provide your cardinal direction from the airport). Advise that you will be conducting a midfield crossover, then descending outside the pattern, for a 45-degree entry to the downwind. Listen carefully to determine if any other aircraft, particular twin-engine and jets, are in the pattern. If so, overfly the airport 500 feet above their pattern altitude. Do not trust that everyone who is in the pattern is on the radio: Some pilots have been known to be making their calls on the wrong frequency; others simply are not communicating or under-communicating. Keep your head on a swivel.

Arrival

At about 4 miles away, make another call. State your intentions, including the altitude you intend to overfly the airport. All lights on. Listen carefully to the radio. Visualize the traffic in the area. All eyes outside for traffic.

Overflight and Entry to the Downwind Leg

Announce your position and altitude as you approach midfield. Maintain extreme vigilence. Maintain your altitude until past the downwind leg. Past the downwind leg, begin your descent. As you are turning to set up for a 45-degree entry to the downwind, make another radio call to state your intentions: “Sedona Traffic, Bonanza 1234 descending through 7300 for 6000 for 45-degree entry to left downwind, Runway Zero Three, Sedona.”

Plan a descent rate that will have you at pattern altitude before you enter downwind. Usually this is between 750 and 1000 feet per minute. I recommend not exceeding 1000 feet per minute, both for safety and for your passengers’ sake.

That should keep you out of harm’s way. But, it is up to you, the pilot in command, to do everything you can to see and be seen, to avoid collision hazards both on the ground and in the air. Hopefully, we will soon see greater clarity in the AIM and other reputable publications for pilots. Even then, what is written is no replacement for using good preflight preparation, planning and common sense while flying.

Fly safe!