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of the traffic pattern to be flown immediately become
apparent. Similar treatment of the indicator at the
departure end of the runway will clearly indicate the
direction of turn after takeoff.
d. When two or more aircraft are approaching an
airport for the purpose of landing, the pilot of the
aircraft at the lower altitude has the right-of-way
over the pilot of the aircraft at the higher altitude.
However, the pilot operating at the lower altitude
should not take advantage of another aircraft, which
is on final approach to land, by cutting in front of, or
overtaking that aircraft.
AIM 2/14/08
4-3-6 Airport Operations
4-3-5. Unexpected Maneuvers in the
Airport Traffic Pattern
There have been several incidents in the vicinity of
controlled airports that were caused primarily by
aircraft executing unexpected maneuvers. ATC
service is based upon observed or known traffic and
airport conditions. Controllers establish the sequence
of arriving and departing aircraft by requiring them to
adjust flight as necessary to achieve proper spacing.
These adjustments can only be based on observed
traffic, accurate pilot reports, and anticipated aircraft
maneuvers. Pilots are expected to cooperate so as to
preclude disrupting traffic flows or creating
conflicting patterns. The pilot‐in‐command of an
aircraft is directly responsible for and is the final
authority as to the operation of the aircraft. On
occasion it may be necessary for pilots to maneuver
their aircraft to maintain spacing with the traffic they
have been sequenced to follow. The controller can
anticipate minor maneuvering such as shallow “S”
turns. The controller cannot, however, anticipate a
major maneuver such as a 360 degree turn. If a pilot
makes a 360 degree turn after obtaining a landing
sequence, the result is usually a gap in the landing
interval and, more importantly, it causes a chain
reaction which may result in a conflict with following
traffic and an interruption of the sequence established
by the tower or approach controller. Should a pilot
decide to make maneuvering turns to maintain
spacing behind a preceding aircraft, the pilot should
always advise the controller if at all possible. Except
when requested by the controller or in emergency
situations, a 360 degree turn should never be executed
in the traffic pattern or when receiving radar service
without first advising the controller.
4-3-6. Use of Runways/Declared Distances
a. Runways are identified by numbers which
indicate the nearest 10-degree increment of the
azimuth of the runway centerline. For example,
where the magnetic azimuth is 183 degrees, the
runway designation would be 18; for a magnetic
azimuth of 87 degrees, the runway designation would
be 9. For a magnetic azimuth ending in the number 5,
such as 185, the runway designation could be either
18 or 19. Wind direction issued by the tower is also
magnetic and wind velocity is in knots.
b. Airport proprietors are responsible for taking
the lead in local aviation noise control. Accordingly,
they may propose specific noise abatement plans to
the FAA. If approved, these plans are applied in the
form of Formal or Informal Runway Use Programs
for noise abatement purposes.
REFERENCEPilot/
Controller Glossary Term- Runway Use Program.
1. At airports where no runway use program is
established, ATC clearances may specify:
(a) The runway most nearly aligned with the
wind when it is 5 knots or more;
(b) The “calm wind” runway when wind is
less than 5 knots; or
(c) Another runway if operationally advantageous.
NOTEIt
is not necessary for a controller to specifically inquire if
the pilot will use a specific runway or to offer a choice of
runways. If a pilot prefers to use a different runway from
that specified or the one most nearly aligned with the wind,
the pilot is expected to inform ATC accordingly.
2. At airports where a runway use program is
established, ATC will assign runways deemed to have
the least noise impact. If in the interest of safety a
runway different from that specified is preferred, the
pilot is expected to advise ATC accordingly. ATC will
honor such requests and advise pilots when the
requested runway is noise sensitive. When use of a
runway other than the one assigned is requested, pilot
cooperation is encouraged to preclude disruption of
traffic flows or the creation of conflicting patterns.
c. At some airports, the airport proprietor may
declare that sections of a runway at one or both ends
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