Right turn-out after departure - ok or not?

AV8R_87

AV8R_87

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You're departing an uncontrolled field that has a left traffic pattern. Your destination is to the right of the departure course, so after climbing close to pattern altitude (and still in the traffic pattern area), you make a right turn towards the destination.

While 91.126(b)(1) is technically only appliable to landing aircraft, wouldn't such a maneuver be a bad idea?
 
It’s fine up here I think, but you are taught to do the turn after you clear pattern or circuit altitude.

It should always be how do you protect against that other idiot.
 
I think you can turn right, after you are a good distance from where the pattern traffic flows.

the blue is mine:
 

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You are reading the correct regulation. It does not require adherence to direction of turns on departure.

The AIM, and Advisory Circulars, give recommendations on how to depart the pattern so as to minimize the risk of collision.
 
I occasionally make a right turn if there is no one around. But be extra cautious. Remember there are those out there without radios and adsb.
 
AC 90-66C:
Note: The departure climb continues until reaching a point at least 1/2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude, and the aircraft continues on its direction of flight away from the airport.

So >0.5 miles beyond the DER and >(TPA-300) means you're no longer considered to be in the traffic pattern?
 
Traffic pattern direction only if you are coming back in for a landing. Also the direction is recommended but you can deviate as desired. If you crash into another airplane then you might be blamed for not following the norm. But then you’ll likely not be alive so then doesn’t matter?

Situational awareness, adsb in/out, radio calls, all assist to mitigate risks.
 
I tend to take off, climb, make the left crosswind turn, continue climbing on downwind well above pattern altitude, then turn left base. This puts me on the direction I wanted, keeps final traffic well below, and doesn't risk a nose-to-nose meeting with a crosswind pattern entry.
 
The only problem I see with a right departure is doing it too early and pointing at the 45° entry. So just be situationally aware and head straight out for enough time to be clear of traffic.
 
Crash into another airplane? What was it doing there? A right turn away should put you in vacant space.
 
Stewartb said:
Crash into another airplane? What was it doing there? A right turn away should put you in vacant space.
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Right Turn after above pattern altitude is what our local examiners expect on check rides if departing that way. If you have a very shallow climb then perhaps once well clear of the pattern. They have specifically told us not to teach turning right below pattern altitude. I believe the thinking is that once above pattern altitude you are no longer in the pattern and no longer would be a violation of FAR 91.126; this regulation states that unless otherwise specified, all turns in the vicinity of an airport should be made to the left, meaning the standard traffic pattern utilizes left turns.

I also believe the thinking is that it also should make sure you are clear (above) of any traffic they might potentially be flying a opposite direction base leg.

FYI. They also have recently advised me that the FAA is also pretty strongly recommending that they expect to see Left turns to crosswind with 300ft of pattern as per the AIM. "If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude."

Brian
CFIIGI/ASEL
 
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Have to assume someone is in opposite pattern NORDO. Right turnout puts you h2h with them in base leg. Extending a few miles before turning provides separation, as does climbing above pattern.
 
I always announce "departing straight out". Then once I'm well above pattern altitude and well beyond the normal crosswind, I proceed on course.

I'm sure there's still a few pilots out there that make "crosswind entries" from the upwind side of the field. When I learned to fly, that was a normally accepted way of doing it (in central CA farm country anyway).
 
I live on an uncontrolled airport where departures and arrivals are common in either direction on days the wind doesn’t dictate one or the other. We have 5 smaller private airparks within our “pattern” area. If there’s one op that’s more dangerous than others, it’s straight-in operations. They’re hard to see. Most planes at these strips don’t have transponders, let alone ADS-B. Left or right turnouts? No big deal.
 
brcase said:
I believe the thinking is that once above pattern altitude you are no longer in the pattern and no longer would be a violation of FAR 91.126; this regulation states that unless otherwise specified, all turns in the vicinity of an airport should be made to the left, meaning the standard traffic pattern utilizes left turns.
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91.126 only specifies direction of turn “when approaching to land,” not when departing.
 
Here's a practical example I witnessed a few days ago:

Red plane is approaching the uncontrolled field, trying to sequence his pattern entry so there are no conflicts with the two orange planes. Changes plans from a midfield crossing to a left crosswind entry and starts turning towards the crosswind. All that is communicated over CTAF, all three are aware of each other.
Blue aircraft departs and makes a right turn-out pretty much on crosswind. None of the other three aircraft recall hearing that aircraft making a call with his intentions. The red aircraft maneuvers to avoid, and a few seconds later the blue aircraft turns left almost back on runway heading, continuing on that path for another mile or so before turning right on course again.

image001.png
 
I'll bet they also announced "orange plane turning final" and "orange plane, uh, crossing over midfield, uh, left crosswind at 500' above pattern altitude into uh a teardrop entry descending uh into the pattern to join a left base, uh, downwind......."
 
eman1200 said:
I'll bet they also announced "orange plane turning final" and "orange plane, uh, crossing over midfield, uh, left crosswind at 500' above pattern altitude into uh a teardrop entry descending uh into the pattern to join a left base, uh, downwind......."
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i propose they make adsb also show color along with the n number.........
 
You should patent that idea.

Yes, I am being serious, and don't call me Shirley.
 
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