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designated CTAF between 8 and ap- proximately 10 miles from the airport, and coordinate their straight-in ap- proach and landing with other airport traffic.” Importantly, the AC notes: “Pi- lots choosing to execute a straight-in approach do not have a particular priority over other aircraft in the traf- fic pattern and must comply with the provisions of § 91.113(g),” those being the rules for aircraft right-of-way.
So, a straight-in approach is not “illegal” it just may not be advis- able. That brings us to techniques to mitigate the risks if you choose to fly a straight-in approach.
Fly predictably
If you elect to approach straight in, do so predictably. Fly the expected altitudes—not too high, not too low— while you make the suggested radio calls beginning about 10 miles out. If you’re still IFR talking to Center or Approach, monitor CTAF so you can hear other traffic, and switch over to make radio calls every few miles.
Slow to a normal approach speed sev- eral miles out as well, so if others hear or see you, they can predict how long it might take you to conflict with the normal traffic pattern.
See and be seen
Run all your lights, even in day- light. Anything that gives you a chance to improve your visibility is worth it. Realize that you are the anomaly in the pattern, f lying a straight-in, so aggressively scan for traffic on downwind and on base. AOPA tells us that the majority of traffic pattern collisions occur at 400 feet AGL or lower on final approach, precisely where you on a straight-in become a conflict hazard with an aircraft on base turning final. ADS-B and other onboard traffic advisory systems greatly boost collision avoid- ance. However, most nontowered air- ports are in locations where ADS-B is not required. A surprising number of airplanes flown away from Class B and C airspace still do not have ADS-B on board, so keep up your visual scan.
Right of Way
14 CFR 91.113 codifies the rules of right-of-way for aircraft. An air- plane on a long straight-in does not automatically have right-of-way over other aircraft. 91.113 specifically states that airplanes on an instru- ment clearance in visual conditions (that includes marginal VFR) are not prioritized over VFR airplanes in the traffic pattern. If you are faster than an airplane ahead of you on final approach, that aircraft has the right of way, and you need to go around... even if you’re in a large turboprop or a jet. The faster your approach speed, the more likely you’re the one the regulations say must break off when there’s a conflict.
Practical, but...
Sometimes, a long straight-in ap- proach is your best option. The FAA discourages it, but it is not against regulations, and the FAA confirms that by making suggestions for when you choose not to fly the full pattern.
28 • TWIN & TURBINE / November 2023