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interest of reducing tower frequency congestion,
pilots are reminded that it is not necessary to request
permission to leave the tower frequency once outside
of Class B, Class C, and Class D surface area. Not all
airports with an operating control tower will have
Class D airspace. These airports do not have weather
reporting which is a requirement for surface−based
controlled airspace, previously known as a control
zone. The controlled airspace over these airports will
normally begin at 700 feet or 1,200 feet above ground
level and can be determined from the visual
aeronautical charts. Pilots are expected to use good
operating practices and communicate with the control
tower as described in this section.
ENR 1.1−2 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
3.3When necessary, the tower controller will issue
clearances or other information for aircraft to
generally follow the desired flight path (traffic
pattern) when flying in the Class D airspace, and the
proper taxi routes when operating on the ground. If
not otherwise authorized or directed by the tower,
pilots approach to land in an airplane must circle the
airport to the left, and pilots approaching to land in a
helicopter must avoid the flow of fixed−wing traffic.
However, an appropriate clearance must be received
from the tower before landing.
3.4The following terminology for the various
components of a traffic pattern has been adopted as
standard for use by control towers and pilots:
3.4.1Upwind leg.A flight path parallel to the
landing runway in the direction of landing.
3.4.2Crosswind leg.A flight path at right angles to
the landing runway off its takeoff end.
3.4.3Downwind leg.A flight path parallel to the
landing runway in the opposite direction of landing.
3.4.4Base leg.A flight path at right angles to the
landing runway off its approach end and extending
from the downwind leg to the intersection of the
extended runway centerline.
3.4.5Final approach.A flight path in the direction
of landing along the extended runway centerline from
the base leg to the runway.
FIG ENR 1.1−1
Components of a Traffic Pattern
NOTE−
FIG ENR 1.1−1 is intended only to illustrate terminology
used in identifying various components of a traffic pattern.
It should not be used as a reference or guide on how to enter
a traffic pattern.
3.5Many towers are equipped with a tower radar
display. The radar uses are intended to enhance the
effectiveness and efficiency of the local control, or
tower, position. They are not intended to provide
radar services or benefits to pilots except as they may
accrue through a more efficient tower operation. The
four basic uses are:
3.5.1To determine an aircraft’s exact location.This
is accomplished by radar identifying the VFR aircraft
through any of the techniques available to a radar
position; such as, having the aircraft ident. Once
identified, the aircraft’s position and spatial relationship
to other aircraft can be quickly determined, and
standard instructions regarding VFR operation in the
aircraft traffic area will be issued. Once initial radar
identification of a VFR aircraft has been established
and the appropriate instructions have been issued,
radar monitoring may be discontinued; the reason
being that the local controller’s primary means of
surveillance in VFR conditions is usually scanning
the airport and local area.
3.5.2To provide radar traffic advisories.Radar
traffic advisories may be provided to the extent that
the local controller is able to monitor the radar
display. Local control has primary control responsibilities
to the aircraft operating on the runways which
will normally supersede radar monitoring duties.
3.5.3To provide a direction or suggested heading.
The local controller may provide pilots flying VFR
with generalized instructions which will facilitate
operations; e.g., PROCEED SOUTHWEST
BOUND, ENTER A RIGHT DOWNWIND RUNWAY
THREE ZERO;" or provide a suggested
heading to establish radar identification or as an
advisory aid to navigation; e.g., SUGGESTED
HEADING TWO TWO ZERO, FOR RADAR
IDENTIFICATION." In both cases, the instructions
are advisory aids to the pilot flying VFR and are not
radar vectors. PILOTS HAVE COMPLETE
DISCRETION REGARDING ACCEPTANCE OF
THE SUGGESTED HEADING OR DIRECTION
AND HAVE SOLE RESPONSIBILITY FOR
SEEING AND AVOIDING OTHER AIRCRAFT.
AIP ENR 1.1−3
　
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