What gyro pattern do you fly at fly-ins?

[Gary_in_Orygun]

I am curious to know what kind of pattern the rest of you gyro flyers fly, especially when entering a busy pattern that has a fly-in going on.

Where I fly at Lenhardt, they have gyros fly the same pattern as ultralights, which is always on the east side of the airport at 700ft MSL (making left or right traffic depending on runway direction). Fixed-wings always makes left traffic on either side of the runway at 1000ft MSL.

At Scappoose, they also have a designated ultralight pattern, where we fly 500 ft AGL on the west side of the runway, and land on the west taxiway.

Once a couple years ago there was a fly-in going on at Scappoose and there were planes all over the taxiway I normally land on. So I decided to speed up to 85 MPH and get in line with the rest of the fixed-wings.

So, what do the rest of you do?

Anyone familiar with the Advisory Circular AC90-66A? See below:

Excerpt from FAA Advisory Circular AC90-66A

RECOMMENDED STANDARD TRAFFIC PATTERNS AND PRACTICES FOR AERONAUTICAL OPERATIONS AT AIRPORTS WITHOUT OPERATING CONTROL TOWERS

9. OTHER TRAFFIC PATTERNS.

a. Rotorcraft.

(1) In the case of a helicopter approaching to land, the pilot must avoid the flow of fixed-wing aircraft and land on a marked helipad or suitable clear area. Pilots should be aware that at some airports, the only suitable landing area is the runway.

(2) All pilots should be aware that rotorcraft, may fly slower and approach at steeper angles than airplanes. Air taxi is the preferred method for helicopter ground movements which enables the pilot to proceed at an optimum airspeed, minimize downwash effect, and conserve fuel. However, flight over aircraft, vehicles, and personnel should be avoided.

(3) In the case of a gyrocopter approaching to land, the pilot should avoid the flow of fixed-wing aircraft until turning final for the active runway.

(4) A helicopter operating in the traffic pattern may fly a pattern similar to the airplane pattern at a lower altitude (500 AGL) and closer to the airport. This pattern may be on the opposite side of the runway with turns in the opposite direction if local policy permits.

(5) Both classes of rotorcraft can be expected to practice. power-off landing (autorotation) which will involve a very steep angle of approach and high rate of descent (1,500-2,000 feet/minute).

[RockyMeLad]

Gary,
I fly out of the Las Cruces International Airport (LRU). There are three runways in a triangle, but one of them is currently unusable after the presidential party landed and put ruts down most of the length. We don't have a tower... yet.
There are several ultralights on the field and the "approved" pattern is the same direction (left) but about half the size and altitude for regular aircraft. If traffic gets busy I just make a circle or two to the right (still inside and below the regular pattern) until a window opens. Also announcing your intentions that deviate from "normal" practice keeps people with big birds happier. ;)

[Paul_Zurawski]

Rocky...that is how I fly my pattern at the airport I am based. Traffic pattern alt is 1000agl...2000msl....I just fly the pattern at 1500msl, and closer in. Also big on having a bright rotaing beacon on my gyro, and radio. I always broadcast my position, and intentions, sometimes wait for a landing window to open up, and have never had a problem with other pilots, or the airport manager.

[rgraffeo]

Gary,
I fly the normal traffic pattern with the fixed wing flyers & use the runway.
I find it keeps them happy but when I'm in the pattern alone I often land on the taxiway.

We had a few gyro events at diffrent airports & were advised to follow the "normal traffic pattern".

[scottessex]

WE were asked to use the standard fixed wing pattern at the local airport, after somebody in a red aircommand took off from the taxiway!:D

[Aussie_Paul]

We have some new airspace rules in Oz now.

For Circuit/pattern work, slow ultralights (rag and tube) and gyros fly the pattern at 500' and in close. Faster ultrlights and GA the standard 1,000', and jets 1,500' out wider. The only conflict area would be when turning on to finals.

The worst part of the new rules is that we are required to make 3 radio calls. Turning downwind, turning base and turning finals. Crazy, you get two or three in the circuit and the radio is never quiet. Difficult when training in the circuit.

Aussie Paul.:)

[skier]

We have some new airspace rules in Oz now.

The worst part of the new rules is that we are required to make 3 radio calls. Turning downwind, turning base and turning finals. Crazy, you get two or three in the circuit and the radio is never quiet. Difficult when training in the circuit.

Aussie Paul.:)

I was taught to make a call for crosswind, downwind, base, final, and if doing a touch and go (or go around) upwind. Thats here in NJ where you hear calls for 10-15 other airports on the same frequency. On busy weekends we'll have 4 or more around the pattern; some entering, taking off, crosswind, downwind, base, and/or final. Talk about hard to get your radio calls in. It's worse than trying to talk to New York Approach. As soon as there is even the slightest opening you have to make your call and you can't be hesitant or wrong or slow. It's good training though.

[barnstorm2]

I fly at 700-1000 agl in closer then FW traffic. Anounce and be courtious.

[Jazzenjohn]

At my airport I fly on the east side at 500 feet and in close, mostly for noise abatement reasons.

[Caribean_gyro]

AS a member of the airport safety cometee we defined gyro's and ultras to a right hand patter 500 to 700 agl. plus we published in all the airports around here. also we enforce radio. there are some crazy ultras, but there are more GA that they see only thru radio.

chuckP

[Aussie_Paul]

also we enforce radio. but there are more GA that they see only thru radio.

chuckP

So true Chuck. My biggest fear is being run over by a Cessna type jocky looking at his gauges!!!! I have strobes and flashing lights out the back, and headlights out the front!!!

Aussie Paul.:)

[Steve McGowan]

Rotorcraft gyroplanes /helicopters are mostly slower than fix wings.. We all know that.

Any time in the Atlanta area rotorcraft are instructed to stay well clear of the flow of fix wing traffic. Departing the Peachtree/Dekalb Airport helicopters are instructed to fly thu downtown Atl.

At Fon Du Lac/ Osh Kosh Wis. the traffic is so heavy at times the only way to approach the landing site is a vertical decent.. over the grass and a run-on quick stop..

RAF's and Sparrow Hawk drivers have a check out with the FAA Tower managers.. They always remember us from the previous year.

Then every approach/takeoff is answered by the tower to "N" # gyro.

"To Your Descretion" "Don't Miss the SPOT"

Jim Logan, Dwane Hunn, an Dolfin Fritz it's a BLAST flyinn with Ya..

Your ALL PROFESSIONALS.

[automan1223]

This very same question got a lot of hoots and howls from the other fw "pilots" I sat with in ground school. They all thought it was 1. a stupid question and 2. was the same as a 172.... Much to their dismay they all got smoked by the instructor as she informed them of quite a number of things I hope they remember when in the pattern.....

It has stuck in my mind because I was picked on a lot thinking whats so funny.... This IS serious stuff. I dont want to be some fw's lunch. Most other non rotorcraft pilots have NO IDEA how fast or slow or hi or low we can fly.

Short answer is Lower and inside the established FW traffic. No reason to give up the runway just to fly a longer extended fw pattern.

Another thing along those lines I have been wanting to write here since it has happened way too many times at my class D here in new bern KEWN.

1 The tower thinks I can do 120 mph. They love to put me in the flow of fw traffic. If I am 5 miles out and other traffic is 8 miles out do the math. They make me #1..Its gonna be close. I usually get my own runway not the FW active runway but lately the air cat is spraying and other working aircraft is got priority so I get to play with the fw traffic. Nothing that was dangerous but if I did not hustle and push my speed up beyond cruise I would have been in some fw's cross hairs.

2. Learn from some of your CFI's what to do in cases like this. Keep your options open and keep your head on a swivel because its uncanny. A slow day and then 5 aircraft all come in at once.. My kind of luck. Not that I am afraid of it I just hate it when some new tower mic is directing a "gyro copter" and has not a clue whats what.

3. You can visit the tower and make all nice with the natives which is what I did but sooner or later you will get the new guy or gal and it all gets thrown into the round file. My biggest fear is that in my high noise environment I mis hear a tower communication and do something I am not supposed to even after a read back.

4. Call me silly but I hate it when the tower starts a new tx just when I am trying to land, esp when I am keeping it on the centerline about 3 feet from the pavement and the tower gives me a short fast tx with need for a read back and even though I got the tx button right above my hand, my concentration is not going to let me push the red button and respond until I am on the ground and the rotor is under control. Just dont bother me in that last 5 seconds while I am getting it on the money. Then I will readback what you wanted...

5. On the flip side I hate it when I am full throttle on climbout and the tower is barking information at me and I can just about make out 7/8ths of it which is not the whole thing...which leads me to ask for a repeat of such information. I guess if I had a crystal clear radio and the headset was cherry but you guys know there are times no matter how clear things are if your ear is not in tune 5400 rpm is hard to hear over sometimes.....


Just be aware no matter what the published pattern is in the afd it can change given whos up in the birds nest directing traffic......

Jonathan