Take this scenario: An aircraft is flying a standard left hand traffic pattern and is turning base when the pilot spots another aircraft flying a straight in GPS approach and is on a colision course with him. Who has the right of way and who has to go around?

C170b wrote on Jan 10^th, 2010 at 5:24pm:


That's easy. The guy on base has to go around, because the guy flying the GPS approach not only hasn't bothered to announce on the CTAF, he's not looking for traffic. And he's flying a Cirrus, which means if anyone hits him, he can just pull the parachute... what does he care? 

More seriously... from the FAA handbook:

"General: When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right of way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.


"Landing:  When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right of way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or overtake that aircraft."

If a non-towered field is under VFR, there is no priority given to IFR flights ending with a visual approach at that airport... and even enroute, if an IFR flight encounters visual conditions at any point, for any period of time, that PIC is responsible for keeping a lookout, regardless of radar services. 

Here's a good example of how right-of-way works in general, in terms of the rules and common sense:


Let's say I'm flying a glider, no transponder, not talking to ATC on my handheld, just outside the southern edge of the KEWR Class B (within the Mode C veil but exempt from transponder rules because the glider has no electrics). There are clouds, but I am maintaining VFR.  I'm maneuvering at about 3,000 MSL or so. An airliner is descending towards KEWR from the south. They are under IFR, but they are going in and out of clouds. Should they get close to me, not only should they be looking for me, but if I remain in their way, by law they must maneuver to avoid me, because all powered aircraft are considered more maneuverable than gliders.
But I take no comfort in the rules... a very thorough scan is important over there, and if I see a heavy on one of those low approaches, I will enter a steep turn to "show my belly" and make it easier for them to spot me. It's also wise not to hang around between clouds, should you manage to climb beyond cloud base... that's a good way to wind up decorating the nose of an airliner.

C170b wrote on Jan 10^th, 2010 at 9:04pm:

I figured they had, in your scenario... which raises an important point: the radio does not keep you safe, ultimately.

C170b wrote on Jan 10^th, 2010 at 10:53pm:

And don't forget that "VMC" implies the same thing, even if you have not closed your IFR plan yet. 

Quote:


Well... if the choices are A) go around (to the upwind leg) or B) risk trying to occupy the same space as another airplane... I'll take A. 

Pilots should always be prepared to go around at any point in an approach, and they should know how to do so without panicking or forgetting to keep an eye on other traffic.
So... you're smaller, and slower... this is actually very good. Slower means you will have more time to get out of the way, and smaller means you are a smaller target to hit.

Turning back (and then climbing)to downwind from base is a really bad idea, generally... especially if there is someone behind you on downwind, or entering downwind. Not only that, but if you are doing so because of traffic on final, you will have to turn straight towards them, whereas if you stay more or less on your base leg heading and climb, to take up the upwind leg at TPA and on the other side of the runway, the risk of collision with anyone else anywhere in the pattern is minimized.

If you find yourself totally boxed in, with traffic on final, on downwind, and on upwind, you can always fly the base heading and climb out of the pattern altogether, staying below TPA. But the upwind leg is rarely used, except by traffic aborting approaches, so it's unlikely you'd find someone in your way if you head there after aborting on the base leg.