Based on my read of the latest edition of the AIM (4.5.2.a.vii) is that when arriving at an uncontrolled aerodrome within an MF area when airport advisory information is not available, aircraft should approach the circuit either:
- from the upwind side (i.e. cross over at mid-field to join (for the runway cited in this case)a mid-left downwind, or cross over at mid-field, perform the turnaround procedure as advised by the instructor back at YHU, and then join on the mid-left downwind; or
- once it has been ascertained that there is no conflict, via a straight-in downwind arrival. I don't see any provision for joining via a 45 degree angle to the downwind, as was done by our newly-licensed pilot who has posed the question.

By the way, on a different note: I'm not sure than an aerodrome with an MF reverts to being an ATF aerodrome when advisory information is not available - at least, I can't find that stipulated in the AIM. Am I missing something?

Posted by: SaabGuy on Thursday, November 13, 2008 - 20:46:04Z

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I find it very confusing and can't find anything in writing that supports my theory on when a MF becomes an ATF.

If you look at the CFS entry for Bromont, under the COMM section you will see the following:

MF/ATF UNICOM (AU) 12-02Z O/T tfc 122.15 5NM 3400 ASL (CAR 602.98)

So does that mean it becomes an ATF if/when the UNICOM is closed?

Also, in the latest version of the CFS, the PRO section has been updated. Which states:

"Do not over fly airport during glider ops"

Posted by: Blake on Thursday, November 13, 2008 - 21:39:58Z

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One thing my instructor taught me was that safety always overrides procedur- it's stupid to rigidly follow "procedure" when it's possible injury or death will result.

Either the instructor in question was unaware of the soaring activity, or was one of those types who will "follow the rules" to the detriment of not only others, but potentially himself.

That said, I was taught to do the overhead join when possible, or if not possible, a straight in arrival. I don't think that the 45 degree join is officially supported in Canada (whereas if I remember correctly it's acceptable and even common in the USA), but again, when safety trumps procedure, I don't think that taking that option in the interest of safety at that point in time is worthy of a smack-down from an (apparently rather unaware of the situation) instructor.

Posted by: Mark on Friday, November 14, 2008 - 07:57:13Z

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Mark, I agree. Safety always trumps procedure. If you get caught violating a CAR or other rule because it would put you or someone else in danger, Transport Canada would not have an issue with that.

The 45° join is supported in Canada when the an airport advisory is available. Take a look at RAC 4.5.2 2(a)(vi):

Aerodromes within an MF area when airport advisory information is available: Aircraft may join the circuit pattern straight-in or at 45° to the downwind leg or straight-in to the base or final legs (Figure 4.1). Pilots should be alert for other VFR traffic entering the circuit at these positions and for IFR straight-in or circling approaches.

Posted by: Blake on Friday, November 14, 2008 - 12:00:58Z

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Markham airport (CNU8) is like that as well. When Gliders are in operations (usually they have a NOTAM), they use (blocked off) the north side of the field to 3500ASL. When powered aircraft joined, they are not allowed to enter the north side of the airport (except emergency).. i.e. We ALWAYS fly at the south side of the field.

So what we did is, if we are landing on RWY 09, we use the right hand circuit from the south side. So, if you are coming from the North (say Stoufville), we have to be 1500 AGL outside their glider zone (fly to near Clairemont), decend to circuit alt, and join the Right circuit at 1000 AGL.

For Runway 27, we have to do a 'BIG S' entry to the circuit. i.e. We fly south of the airport westbound at 1500 AGL, somewhere near the threshold of west end of the runway, we turn north (no time crossing the runway center line to the north!), decend to 1000 AGL, then turn East again to join left downwind for runway 27.

It is hectic at times because they have higher priority and you always have to keep an eye on them and be ready to overshoot.

Posted by: kkjlai on Friday, November 14, 2008 - 14:25:58Z

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Similar and just as important considerations hold at airports where parachute activity is taking place. A free fall jumper can be all but invisible, and moving so fast that evasive action is all but impossible, until the chute opens. In either case a quick call to the tow or jump plane can result in a wealth of valuable information.

Posted by: Richard on Wednesday, November 19, 2008 - 07:59:11Z

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Since the airport was not an MF, the a 45 degree
approach wouldn't be legal.

In an ATF you can enter at circuit altitude from the
dead side, overhead for a mid downwind, or,
straight in downwind. In this case, I would have
planned to stay at least 3 NM from the airport and
positioned myself for the straight in downwind.

...Am I wrong?

Posted by: Jonathan on Thursday, November 20, 2008 - 22:22:02Z

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