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United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.5.4To provide information and instructions to
aircraft operating within Class D airspace. In an
example of this situation, the local controller would
use the radar to advise a pilot on an extended
downwind when to turn base leg.
NOTE−
The above tower radar applications are intended to
augment the standard functions of the local control
position. There is no controller requirement to maintain
constant radar identification and, in fact, such a
requirement could compromise the local controller’s
ability to visually scan the airport and local area to meet
FAA responsibilities to the aircraft operating on the
runways and within Class D airspace. Normally, pilots will
not be advised of being in radar contact since that
continued status cannot be guaranteed and since the
purpose of the radar identification is not to establish a link
for the provision of radar services.
3.6A few of the radar−equipped towers are
authorized to use the radar to ensure separation
between aircraft in specific situations, while still
others may function as limited radar approach
controls. The various radar uses are strictly a function
of FAA operational need. The facilities may be
indistinguishable to pilots since they are all referred
to as tower and no publication lists the degree of radar
use. THEREFORE, WHEN IN COMMUNICATION
WITH A TOWER CONTROLLER WHO
MAYHAVE RADAR AVAILABLE, DO NOT
ASSUME THAT CONSTANT RADAR MONITORING
AND COMPLETE ATC RADAR SERVICES
ARE BEING PROVIDED.
4. Traffic Patterns
4.1At most airports and military air bases, traffic
pattern altitudes for propeller driven aircraft
generally extend from 600 feet to as high as 1,500 feet
above the ground. Also, traffic pattern altitudes for
military turbojet aircraft sometimes extend up to
2,500 feet above the ground. Therefore, pilots of en
route aircraft should be constantly on the alert for
other aircraft in traffic patterns and avoid these areas
whenever possible. Traffic pattern altitudes should be
maintained unless otherwise required by the
applicable distance from cloud criteria (14 CFR
Section91.155.)
(See FIG ENR 1.1−2 and FIG ENR 1.1−3.)
4.2Unexpected Maneuvers in the Airport Traffic
Pattern
4.2.1There have been several incidents in the
vicinity of controlled airports that were caused
primarily by aircraft executing unexpected maneuvers.
ATC service is based upon observed or known
traffic and airport conditions. Controllers establish
the sequence of arriving and departing aircraft by
requiring them to adjust flight as necessary to achieve
proper spacing. These adjustments can only be based
on observed traffic, accurate pilot reports, and
anticipated aircraft maneuvers. Pilots are expected to
cooperate so as to preclude disruption of traffic flow
or creation of conflicting patterns. The pilot in
command of an aircraft is directly responsible for and
is the final authority as to the operation of that aircraft.
4.2.2On occasion it may be necessary for pilots to
maneuver their aircraft to maintain spacing with the
traffic they have been sequenced to follow. The
controller can anticipate minor maneuvering such as
shallow S" turns. The controller cannot, however,
anticipate a major maneuver such as a 360−degree
turn. If a pilot makes a 360−degree turn after
obtaining a landing sequence, the result is usually a
gap in the landing interval and more importantly it
causes a chain reaction which may result in a conflict
with following traffic and interruption of the
sequence established by the tower or approach
controller. Should a pilot decide to make maneuvering
turns to maintain spacing behind a preceding
aircraft, the pilot should always advise the controller
if at all possible. Except when requested by the
controller or in emergency situations, a 360−degree
turn should never be executed in the traffic pattern or
when receiving radar service without first advising
the controller.
ENR 1.1−4 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.1−2
Traffic Pattern Operations
Single Runway
EXAMPLE−
KEY TO TRAFFIC PATTERN OPERATIONS
1.Enter pattern in level flight, abeam the midpoint of the
runway, at pattern altitude. (1,000’ AGL is recommended
pattern altitude unless established otherwise.)
2.Maintain pattern altitude until abeam approach end of
　
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