That's my recollection as well. 45 downwind entry or a mid-field cross wind to the down wind. And if on an approach (straight in) announce position, not fixes for the VFR guys, i.e. "73M on a fife-mile final to 31" rather than "73M over HIDEE inbound for 31".

ryan1234 - Where's the Scooter pic from?

 

I fly out of an uncontrolled airpark where everyone is pretty good about reporting their 45
to the downwind, or crosswind to the downwind, as the case may be. As a resident I try to set an example by making proper pattern entries, and reporting my position on each leg in the pattern, and teach others to do the same.

Last night I just finished securing my bug-smasher when I heard and saw an aircraft in a right hand pattern for the northeast runway. A minute later, a Vans came screaming in with a 10 knot tailwind, touching down midfield, made a 180, then let someone off with the propeller still spinning. He then made another 180 and took off southwest, brand new paint, no tail numbers, no callouts on the CTAF. Not what you want to see.

 

Just a random pic pulled from the interwebz.

Too bad the overhead isn't taught more than not... especially for straight in light aircraft. Less conflicting radio calls, all breaks are over the runway, from initial to touchdown is quick...always within gliding distance to the active runway. Simple pattern to follow...

 

Since it was "new" with no numbers, I wonder if it even had a radio? That's not cool.

I was on downwind when someone decided to do a low pass over the airport for his buddies- no CTAF callouts either.

 

I fly out of an uncontrolled field that gets busy during weekends. The key to making a safe arrival is to listen for traffic well in advance, preferably 5-10 miles out. We are also surrounded by a TRSA so I ask approach control if there are any targets. So listen, and picture where the targets are and what they are doing. If you are too high by the time you enter a downwind 45, (which has happened to me many times) please make a descending 360 and enter downwind. By diving into the pattern, you might be on a collision course. Also remember that some pilots may not be announcing certain position reports such as "turning cross wind" or "turning base" especially if it's windy and the pilot (rightfully) is focused on flying (the old aviate, navigate, communicate). Also it is beneficial to say your type aircraft like Cessna 345, or Skyhawk 123, instead of giving your entire call sign. If you are following an aircraft closely on a downwind leg, elect to extend your downwind and advise that you are doing so. Practice courtesy, be polite, and respect others. If holding short and an airplane is turning final, maybe it's not a good idea to take off. Remember landing aircraft has right of way. I have seen many an unprofessional behavior at the airfield. But thankfully most have been very courteous.

 

Obviously (as previously mentioned) the textbook entry is your best bet. However, here's something to think about. My former home airport was a pretty busy small, uncontrolled field providing Part 141 training and the usual mix of GA. However, it lies almost directly underneath the localizer for my current home airport. Aircraft are often vectored over the GA airport at 2000 AGL to intercept the glideslope. So flying an overhead entry to the GA airport puts you within 500 feet of fast-moving targets or the Instrument trainee doing ILS approaches. That was closer than I preferred. So I'd do a little digging to make sure you don't wander into some poor schmuck's area since I hate getting TCAS alerts that close to landing.

PS. Since turbine aircraft generally fly 1500 AGL patterns, you do want to keep an eye (or two) out for them, especially since they tend to do 200ish knots. On the plus side, they do tend to make radio calls.

 

Overhead/initial to 'carrier break' at 600' and you'll be out of everyone's way

 

YIKES! Break is at 800' ryan1234, the pattern is at 600'

USMCFLYR