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VFR Traffic Patterns at Uncontrolled Airfields (USA)

Joseph Pentz



Flying VFR can be one of the most freeing and rewarding experiences a pilot can have. There is no need to worry about making sure you are following your magenta line or tracking the correct radial inbound to a VOR. Can you see in front of you? Great! That's all that matters, for the most part.

Flying VFR is one of the first things you learn as a pilot; in fact, until you begin instrument training, the majority of your flights will be conducted under VFR or Visual Flight Rules. VFR does not require you to follow a route or fly an instrument approach to land. You can fly whatever direction you want, provided you are complying with all applicable rules. 

First and foremost, before you can fly under VFR, you need to have the correct tools at your disposal. The main tool you need is a sectional chart. These charts are issued as hard copy, large scale maps by the FAA every 6 months for less than $10 a print but with today's technology you can easily access a sectional chart online for free by clicking here. When you navigate to this website, you will see a large map; make sure to click on "World VFR" in the top right corner.


A sectional chart contains many different symbols, airspace boundaries, navigational aids, airways, and more. It can seem extremely overwhelming at first, but in time reading these charts will become completely natural. An easy way to quickly become familiar with how to read a sectional chart is to reference the legend which can tell you what all the symbols and colors mean. The expanded version of the legend contains a lot of great information for new pilots and you can find that here, but if you want the condensed legend you can find that here.

Traffic Pattern (2).jpgThe second major obstacle to flying VFR is learning how to properly fly the traffic pattern. The traffic pattern is the rectangular course that is used by aircraft that are flying within the vicinity of an airport for the purpose of completing a full stop landing, practice touch and goes, or departing the airport on a long cross country flight. There are 5 legs of a traffic pattern, Upwind (Departure), Crosswind, Downwind, Base, and Final. Another important factor pilots must consider is the direction of the traffic pattern; Left or Right. These 5 legs are extremely important to know because when you are flying on the POSCON Network at an uncontrolled field (an airport without a staffed tower), you will need to announce your location on the CTAF (Common Traffic Advisory Frequency). This also applies to when you are flying inbound to a towered airport; however, the air traffic controller will give you a leg of the pattern to enter depending upon the configuration of the airport at the time. If you do not know your traffic pattern legs, you could easily cause conflicts with other planes operating in the same airspace.

Many new pilots get overwhelmed learning the traffic pattern. The specific factor that trips up many pilots is the left versus right traffic. An easy way to know if you are making left or right traffic is to determine where the runway is relative to your aircraft. If you are on a crosswind leg and you see the airport is to your left and slightly behind you, that means you are making left traffic.

Now, the obvious question, 'How do I know when to make left or right traffic?' For that, you would consult your sectional chart. If you take a look at the second image in this blog post, you will see 3 uncontrolled airports: Old Bridge (3N6), Trenton-Robbinsville (N87), and Monmouth Exec (BLM). Look at Trenton Robbinsville; you will see at the bottom of magenta text the letters RP 29. RP stands for Right Pattern. That indicates to pilots that if you plan on landing on Runway 29, it is a right-hand traffic pattern. Now look look at Monmouth Executive and notice there is nothing under all the magenta text. That is because the FAA made it a standard that if an airport does not specifically designate a runway as right pattern, it is assumed to be left hand traffic pattern.


Sectional.PNGWhen flying in the traffic pattern you should always maintain 1,000 feet AGL (Above Ground Level) as a piston aircraft. If you are in a jet or turbo-prop aircraft, you should maintain 1,500 feet AGL as your TPA (Traffic Pattern Altitude). To determine your TPA, you would again refer to your sectional chart and look for a bold italic number. This number indicates the airport elevation in MSL (Mean Sea Level) i.e. above sea level. If you take a look at BLM, you'll see an airport elevation of 153' MSL. In this case the TPA for piston aircraft is 1,153' MSL and the TPA for jet/turboprop aircraft is 1,653' MSL. Remember your altimeter is always set to MSL not AGL.

When flying in the traffic pattern on the upwind or departure leg, you should always turn your crosswind 300 feet BELOW TPA. So, if we are flying a pattern in BLM in a Cessna 172, we should be turning crosswind at 853' which is 300' below our TPA of 1,153'

When entering the traffic pattern on the 45 degree to downwind entry (see first image), you should try to plan your descent to be level TPA upon reaching the downwind leg. If you need to enter the traffic pattern from the opposite side of the pattern, you will need to execute an overflight of the airport at 500' ABOVE TPA. Once you overfly the airfield, continue outbound and start your descending teardrop entry turn to enter the 45 degree to downwind entry leg of the pattern. You should practice the overflight teardrop pattern entries as they can be tricky when the winds aloft are strong. An example of an overflight teardrop entry can be seen here. This was a flight I did when MJX (Ocean County) winds favored runway 32 and a Piper Seminole was already in the pattern.

The third step, and arguably the most important, is your communication on CTAF. First, we need to know the frequency to use. If you look at the sectional chart again, the frequency that is left of the filled circled "C" is your CTAF frequency. On POSCON, the pilot must determine which frequency to broadcast on using the following order: 

  1. Refer to published charts for the CTAF frequency.
  2. If you are at a typically towered airport with no ATC online, and there is no published CTAF, then refer to the POSCON Airport Advisory chart for that airport. In most cases, we have specified a frequency for you to tune to.
  3. Use 122.95 if the previous 2 steps do not provide you a frequency.

Most uncontrolled airports have another frequency that is equally important to flying traffic patterns and that is the ASOS/AWOS frequency. ASOS is short for Automated Surface Observing System and AWOS is short for Automated Weather Observation System. For all intents and purposes, these two systems do the same thing - they give you an automated relay of the METAR (METeorological Aerodrome Report) for a particular airfield. POSCON plans on having ASOS/AWOS stations operational at all applicable airfields, so pilots should always tune into the ASOS/AWOS frequency and gather current weather conditions before conducting any air operations. These reports provide the wind conditions to select the correct runway in use, cloud layers, and the local altimeter setting.

Once you have found CTAF frequency and have gathered the weather report from the ASOS/AWOS frequency, you now ready to transmit to your intentions to the pilots in the vicinity of the airport. If you plan on remaining in the pattern, your transmission format will be:

(Airport Name) TRAFFIC, (Callsign/Type), Departing (Runway), (Direction of Traffic Pattern) Closed Traffic, (Airport Name).

An example for Monmouth Executive Airport would be:

Monmouth Traffic, N292SP Cessna 172, Departing Runway 14, Left Closed Traffic, Monmouth.

A valid question is, 'Why would you announce your callsign AND your type of aircraft?' The callsign is important because you are identifying yourself by your registration number, but the type is easier for other pilots to identify. The problem exists when you have multiple aircraft of the same type in the area. Adding your callsign helps everyone to understand who you are and it also important if an accident occurs within the vicinity of the airport.

Every leg of the traffic pattern should be announced. After you depart and you begin your left or right turn, you would say your position... in this case Crosswind. In the case of Monmouth, it would be:

Monmouth Traffic, N292SP Cessna 172, Left Crosswind, 14, Monmouth.

You can substitute the appropriate leg every time into that template. When you are departing the pattern and the airport vicinity, you would announce on frequency:

Monmouth Traffic, 2SP Cessna 172, departing the area to the North, Monmouth.

NOTE: Once you announce your full callsign once or twice, you can shorten it to the last 3 of the callsign.

When turning final in the pattern, it is useful to announce on frequency your intentions. Is this a full stop? Touch and Go? Stop and Go? Low Approach? Something like:

Monmouth Traffic, N292SP Cessna 172, turning Final 14, Touch and Go, Monmouth.

You are not held to this intention in any way if safety becomes a concern, e.g. you botched the landing and need to conduct a full stop instead of a touch and go. That is fine, just exit the runway and advise traffic:

Monmouth Traffic, 2SP Cessna 172, Clear of Runway 14, Monmouth.

This tells other pilots the runway is clear for takeoffs and landings again. Never ever use the phrase 'Clear of the Active.' This is bad phraseology and does not provide any useful information as all runways that are NOT CLOSED are considered 'Active.'

Last but not least we will discuss arrivals inbound to an uncontrolled field. The FAA regulations recommend that you begin your advisory announcements on CTAF no later than 10 miles from the airport. This gives plenty of time for pilots to plan and be aware of another aircraft inbound. You should always enter the traffic pattern at a 45 degree to downwind entry (see first image). If you need to overfly the field and make a teardrop turn that is fine, just do it at least 500' above pattern altitude and then begin your descending teardrop entry into the pattern while still advising traffic. Typically, pilots will monitor frequency before 10 miles out to see if anyone is in the pattern and that way they know what runway is being used and they can enter the pattern correctly. When you are 10 miles out from the airport, you can announce on frequency your locations and intentions, e.g. 'Monmouth Traffic, N292SP Cessna 172, 10 Miles to the South, entering the 45 Left Downwind for Runway 14, Monmouth.' Continue these updates at your discretion. Once established in the pattern, use your standard traffic pattern advisories as discussed earlier.

Understanding how to fly in the traffic pattern may seem like a lot, and eventually mundane once mastered, but it is what will begin your journey to flying under VFR as a safe and proficient pilot.

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      By Andrew Heath,

      Back in September of 2019, I was browsing through X-Plane community downloads in order to find additional models to enhance the POSCON X-Plane Pilot Client model distribution. During the course of my search, I came across the X-CSL model package and reached out to the X-CSL team via their Contact form to obtain authorization to use their package in our software. The X-CSL team granted POSCON permission back then, but as of January 2022, they have unilaterally revoked that permission.

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      Despite my best efforts to convince Aleksandr that the lack of communication was isolated internally within his team and not at all POSCON's fault, he has decided to take punitive action against POSCON members by requiring us to remove the models. This action only serves to hurt you, the user, by making it more difficult to use the X-CSL package (i.e. you now have to go download it from their website and use scripts to get it to work with POSCON, which is hardly worth the time). While I have many theories about the timing and reasons behind this new requirement, I want to stick to the facts here as much as possible.

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      Based on the email exchanges with X-CSL, my lawyer concluded that X-CSL and Almik implicitly allowed POSCON to distribute these models. Why else would Almik have referred me to his developer in order to give us technical information which would enable POSCON to include these models in our software? Our intentions were clearly outlined from the very first email sent to X-CSL. Almik and his developer never said, “yes include the package in your installer” directly, but they also never said “no.” Even though Almik was CCed on all the emails from the beginning, I recently reminded him that he was the one who referred us to his developer and as a result, his developer told us how to include the model package in our software. The POSCON developer programmed software based on this representation. The X-CSL developer's role in this was perpetuated by Almik — Almik referred POSCON to his developer, so it implies that Almik knew what this was about, and approved of it.

      What's also interesting to note is that Almik says he created this package for the benefit of all X-Plane users, "Each our model is a our free time, effort and even money to give the best results for all XP users as free," but by revoking POSCON's authorization he actually has made it harder for X-Plane users to use the X-CSL package on their preferred network of choice, unless of course that network is IVAO.

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      Reflecting back, this whole situation seems eerily familiar to the recent debacle between AIG and FLAi (click here for additional reading material). Bottom line, this type of behavior in our community needs to be called out and more importantly, it needs to stop.

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      To be honest, this doesn't really affect our model package too badly. There was approximately 70% overlap between BlueBell and X-CSL, so there will be a few unique models that will disappear in addition to some liveries. If you are interested in helping the POSCON model project recover from this loss, please reach out to Jeffory Beckers, our Model Asset Manager.

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      I'm sure you've seen those four letters before - RVSM - and you may have a fundamental knowledge about the airspace, but do you know why it exists? Here are the answers to the most basic questions:

      1. Where do we find RVSM airspace? Higher cruising altitudes.
      2. What happens in RVSM airspace? Airplane separation is reduced vertically.
      3. Why does RVSM airspace exist? To allow more aircraft in the sky.

      There you have it... the simple definition of RVSM. Now, let's get technical:

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      Before we get into other details about RVSM lets recall that in many countries, the East ODD and West EVEN rule applies to vertical separation. This practice ensures that two airplanes are never assigned the same altitude flying in opposite directions. In some regions that are geographically more north/south split such as Italy or Florida for example, they have elected to modify the rule to favor North ODD and South EVEN as the determining factor for vertical separation. Either way a region chooses to separate traffic, it is important to recognize that these rules exist are crucial to establishing a baseline for high altitude vertical separation.

      Now that we have covered the basic rule for opposite direction vertical separation, let's talk about what makes an aircraft RVSM approved. In order for an aircraft to operate in RVSM airspace, a certification is required from the governing agency of that nation (FAA, local CAA's, etc.), but the basic equipment that an aircraft should have operational include: an autopilot, two independent altimeters, a transponder with an altitude reporting capability, and an altitude alerting system. During flight in RVSM airspace, pilots will cross check their two independent altimeters to ensure the difference does not exceed a specified tolerance, which could range anywhere between 50ft to 200ft.  If any of these items malfunction during flight in RVSM airspace, notification to air traffic control is essential.

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    4. Network Technology

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      By Andrew Heath,


      (if you have been in the flight simulation community long enough, you will understand the "Captains" reference)

      The last technology blog post was published in May of 2020, and what a long journey it has been for our team since then! Thankfully that long arduous development journey has come to an end and users will be able to benefit from our hard work.

      I want to start off by answering some common questions and clearing misconceptions.

      Is POSCON dead?

      Absolutely not! We are very much alive and well!

      We may not seem like a major player in the online flight simulation network arena right now, but rest assured that our technology is far superior to that of our peers and we will be a significant force to reckon with in the near future.

      So, where have you been?

      The short answer is, we have been here all along. . . quietly developing.

      As a result of feedback from early beta testers, we took the drastic step of essentially shutting down POSCON's forward progress in order to rewrite the voice software. This decision was made when we realized that the voice software was not going to be able to sustain our projected growth using the protocol it was developed to use. Making a change to the protocol basically required a complete rewrite, which I am pleased to report is now complete.

      The good news is that the rewrite only occupied one developer for past last year. While he worked tirelessly to bring users a better voice experience, our other developers have been making significant feature upgrades to their components. I am going to take some time to highlight those major developments later in this post.

      Why haven't you posted development updates over the past year?

      To answer this question, we need to address two major issues in the flight simulation community: the hype train mentality and the copying problem.

      1. The hype train mentality. A very common tendency in the flight simulation community is to over-hype a product. Some developers do this on purpose by dropping little nuggets of information or photos on social media regarding a new and exciting product they are working on in order to build hype, then one of two things happens; either the product never gets released (it was vaporware all along) or the product is released, but does not live up to the hype. This community loves to ride the hype train and it is not something that the POSCON team thinks is a professional approach to software development and marketing. We don't want to build up hype around a product that doesn't live up to expectations. We feel it is better to stay quiet and develop rather than to make promises we cannot keep.
      2. The copying problem. No, I am not referring to the people who like to pirate software (and yes, that is a problem too). What I am referring to the issue of other developers/networks (you know who you are) taking our great ideas and benefiting from them. This is something Robert Randazzo of PMDG actually brought up in his recent interview with Jeff Turner over at Sky Blue Radio in regards to Global Flight Operations. I couldn't agree more. Competition is a great thing, but competition means being innovative and developing new ideas.

      Anyway, enough of my rant. . . but those are the main reasons we are careful not to provide too many details about what we are working on now.

      Okay, so what are you willing to share?

      First, I think it is important to point out that all recent updates to our software can be found in the changelogs which are located on the POSCON HQ. I certainly have no intention of covering everything that has changed over the past last year, so I encourage all users to browse through the logs if you are interested in learning more.

      Having said that, there are some main points I want to cover in this blog post.

      Let's first talk about the voice software, since this is what has been the major barrier to our forward progress. The voice software is now using a new protocol which will prevent a lot of the issues that users were experiencing with the previous iteration such as issues with wireless headsets, sample rates, garbling, etc. In addition to changing the protocol, we moved all the voice settings (push-to-talk, audio device selection, volume control, etc.) from the Radar Client and Pilot Clients into the Launcher Client in order to centralize these settings. This means that users will now only need to modify the voice settings once for all POSCON clients. This integration of the voice software into the Launcher Client enables us to expand the capabilities of the voice software in the future to perhaps support web-based pilot and ATC clients. You can find all the new voice settings by clicking cog wheel in the bottom right-hand corner of the Launcher Client:


      Here are the new settings that you will see after clicking on the cog wheel:


      Under the "Volume Controls" setting, we now allow users to control squelch which adds an extra layer of realism to the VHF simulation. You can adjust the squelch by moving the slider left (lower) and right (higher).


      The Launcher Client also incorporates a new voice status icon located in the upper right-hand corner of application which gives users an indication of the microphone and the radio configuration. Here are the different states:

      "No Radio" - Red Mic Icon
      You are not connected to POSCON (or the voice server) or your airplane radios are not powered (perhaps your avionics are turned off).

      "Radio Ready" - White Mic Icon
      Your radios are configured correctly, but you are not currently transmitting.

      "Transmitting" - Green Mic Icon
      You are transmitting and listening on a frequency.

      "No Reception" - Yellow Mic Icon
      Your radios are set up to transmit, but not to listen.

      image.png.72490d8c38a6ad7ebc85c24ae3ed29e7.png (push-to-talk button/key pressed)

      "No Transmission" - Yellow Mic Icon
      Your radios are set up to listen, but not to transmit. This can happen when you are in Ghost mode or if you don't have your radios configured to transmit on a frequency.

      image.png.b0d7aa827616c5a21b3f0d6499f60fd9.png (push-to-talk button/key pressed)

      In all cases, remember you can use the Pilot Client Web UI ("RADIOS" page) to get better insight into what is happening with the configuration of your radios.

      Other changes to the voice software include:

      • Upgrades to the radio-frequency physical model which helps to better simulate real-world radio interference
      • Antenna position now varies by aircraft type and thus improves ground effects near the airport surface
      • Server-side memory optimization and multi-threading
      • New stuck-mic protection (35 second timer, then mic cuts out)

      The Launcher Client itself has been re-versioned to 1.0.0 and is officially out of beta testing. We upgraded it to the latest dot NET framework and changed the cloud location where it downloads client software from. The long term goal (version 2.0.0) for the Launcher Client is something we are referring to as the "Unified Launcher Client". The Unified Launcher Client will integrate the SimConnect (FSX/P3D/MSFS) Pilot Client, voice software, and authentication all into the same code-base so that multiple applications need not be opened simultaneously to run POSCON.

      One important user-experience note about the new Launcher Client (version 1.0.0) is that when you click the "X" in the top right-hand corner, it will now minimize the Launcher Client to the system tray. In order to completely quit the Launcher Client, you must right-click on the icon in the system tray to quit.


      The HQ has undergone a significant number of upgrades and improvements over the past year. . . far too many to mention here so I encourage you to go view the HQ specific changelog. Our most recent changes (i.e. in the past month or so) include the addition of a brand new Virtual Operators section. Virtual Operators are essentially organizations that are commonly referred to as "virtual airlines" in the community. These organizations can join POSCON and benefit from an integrated connection that will ensure members only fly with approved aircraft, callsigns, routes, and more!

      Also, the HQ development team has been slowly improving the ATC Division pages including a re-design of the Overview and Members pages to offer a better user experience to view information and activity in the division. Speaking of re-design, your User Profile has also been re-designed to offer a better user experience that compliments all your activity!

      The Radar Client has had many updates and improvements as well, please see the Radar Client specific Changelog for more details.

      The Pilot Clients and Radar Client have been stripped of all voice-related items. The software should still work normally, but the voice now is handled by the Launcher Client.

      Wow, that's amazing stuff, but how do you plan on attracting more users?

      Sorry, but this is a Technology blog! Can't answer that!

      In all seriousness, we will be sending out marketing materials soon. We plan on making 2022 a big year for POSCON and we want to thank those who have kept the faith throughout the years. Without you and your encouragement, this wouldn't have been worth it! 

      Happy Holidays to all!



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