In this GAP video, we aim to address standardised procedures. In particular, the standard overhead join, its importance and how it should be applied. To demonstrate this, the CAA team went to Pukaki in the central South Island, and across two visits experienced the extremes of South Island weather. We utilised the left and right hand patterns Pukaki has to offer in unattended airspace and relative solitude.

We were met by South Canterbury Aero Club CFI Aaron Pearce, who explains to us the importance of standardised procedures. Standardised procedures ensure that we're all doing the same thing. It makes us all predictable to each other. Predictability is really helpful when it comes to new pilots, to our itinerant pilots, and to our pilots that only fly every weekend, every now and then.

It aids with the traffic flow and it helps our sequencing. The standard procedures are also our go to in an emergency, be it in controlled airspace or in Class G. Also, keep in mind, in New Zealand we do have Nordo aircraft. So, standard procedures are our only way to separate, spot, the aircraft that aren't transmitting on the radio.

How many of you have joined the circuit pattern at an unattended aerodrome, only to be surprised by someone operating outside the procedure in the AIP? Within New Zealand over a two year period, there have been 153 occurrences reported within the circuit. Ninety eight of these occurrences resulted in aircraft taking some form of avoiding action to prevent a collision with another aircraft.

Within these reported events, there are a number of common factors, including flying the standard overhead joint incorrectly, Joining non standard, not conducting an effective lookout, and poor situational awareness. Use of non standard procedures can also be attributed to fatal mid air accidents. As part of your pre flight planning, you should factor in any operational considerations at your destination aerodrome, whether it is your home airfield or another location.

Ensure you're aware of any airspace boundaries or limits, how to enter, and when radio calls may be timed. For this, there may be visual reporting points or prominent landmarks that can assist. Also think about areas of higher density traffic and where other aircraft may be executing the same flight path as they vacate or join a circuit pattern.

Read the NOTAMs and check the AIP supplements. These may give indications of activity which may prevent an overhead join. Such as winch launched gliders operating on the aerodrome. In New Zealand, there are often occurrences attributed to pilots not being aware of conditions that are outlined in NOTAMs.

Have a read of the aerodrome plate and become familiar with the circuit layout. Take note of radio frequencies and circuit directions and heights. Perhaps write down the overhead join heights. There may also be information when not to join overhead, such as during parachute operations or locally based agricultural activity.

Use the image of the aerodrome to create a picture of what to expect, how the runways are lined, and where the windsocks are. Use the VNC and aerodrome plate to apply where the weather may come from. forecast wind, and how the aerodrome is aligned in terms of direction on the VNC. Also think about where other traffic may join from, and where to look for that traffic, both in and out of the circuit.

With the pre flight all sorted, it's time to get flying. Approaching the aerodrome, we should start to apply our pre flight planning. Ensure you have only the information you need for the procedure. Consider your pre landing checks early. Approximately 10 nautical miles from the aerodrome, make a call to local traffic.

The standard overhead join is a standard procedure. It gives us the ability to get overhead the aerodrome at 500 foot separation from any existing circuit traffic or circuit. We can then gather information. We can see that the wind is what we thought it was going to be doing, that we're going to use the runway that we thought we were going to use.

It also gives us the chance to spot any circuit traffic, figure out the established circuit. Maybe one of the runways is being closed. There might be a wide X out there. There might be a mower out there. But being overhead the field looking down with 500 foot separation is the safest way for us to get ourselves into the existing circuit.

If you join the overhead pattern and discover the circuit to use as right hand, you may need to change the overhead pattern. So we're approaching the aerodrome, without the left side of the aircraft, so I can see the windsocks, and I've anticipated a left circuit, using the wind indicators around me. But as I look down on the windsocks, I can see that it's actually 3 3, which is a right circuit.

We're giving ourselves space. to reposition to descend the aircraft for the right join. In this depiction, once Aaron has determined the circuit is right hand, he positions to fly clear of the overhead, and keeping a good lookout, conducts a turn with the angle of bank not exceeding that used in any circuit.

This positions the aircraft into a right hand pattern. The way in which you position will depend on the traffic and circumstances of the day. Now that we're on the non traffic side, we can reduce power, start of descent, maximising wings level time. As it allows us a better look out with the wings up and out of the way, especially in a high wing.

Looking for any joining traffic as well, that's joining directly onto any circuit leg. Once we make our downwind turn, it's just a normal circuit. Be aware of the differences between high wing and low wing aircraft with visibility. This can influence your lookout. Being aware of these differences is practical threat and error management.

If the wind velocity and circuit in use is known, it is possible, if you ensure there's no conflict, to join directly onto a circuit leg. In this case, a right hand base leg. You can join without the standard overhead procedure. You've got to ensure that there's no conflict. with any existing circuit traffic and you can join downwind, you can join base, and you can join final.

The right of way rules do apply though. Circuit traffic has right of way. Basic airmanship. Get your eyes outside. Remember, yield. Don't push. Be prepared to say, I'll go number two. And just imagine that it's your son, daughter, husband or wife learning to fly in that other aircraft. You wouldn't want them to be cut off.

So give way so you don't necessarily have to join the runway that's already in use. It might be a CPL student out practicing crossroads that you are not comfortable with. You are allowed to join for another runway, but you need to communicate and you need to sequence so you don't cause a conflict with the existing traffic.

Agricultural aircraft and rotary traffic may operate outside of the standard circuit. Keep a good lookout. There may be some situations where it's not suitable to do an overhead join. Cloud may prohibit us from being the correct height above the aerodrome for the join. There's other operational factors as well.

Gliders under tow winch may prevent us being in the overhead or parachuting. It's actually unsafe for us to be there. If you ever become unclear or uncertain about what's going on, vacate the aerodrome area. Keep your wings level. Have a think, come back. It may be safer for you to then join directly onto a circuit leg.

The standard overhead join isn't just a training manoeuvre and it's not just for student pilots. It's a procedure for everyone to aid in everyone's safety. We use it to evaluate the threats. It creates a situational awareness for us as pilots of the aerodrome, of the traffic, of the circuit direction. It gives us a chance to assess the wind.

We do this to build a bigger Better picture in our heads of what's going on. That's good airmanship. That's what's going to allow us to make good decisions.

​ 

CAA standard overhead join poster