Right Teardrop to the Left Downwind. Legal or Illegal? 

Dear Dan, Ref: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-b6Y8GuUQlUQ.html: Right Teardrop to the Left Downwind. Legal or Illegal? Thank you for this most important subject. I presented an argument against this dangerous and illegal maneuver at a FAASTEAM at Broward College just last month. I fly in South Florida, arguable one of the two busiest spots on Earth. In my two decades of flying here I have had only two close calls from other aircraft, and they involved this. I was doing pattern work in a Seminole at KOBE and another instructor from further north entered the pattern in a Piper using this method. We were windshield to windshield on two different days. FAR §157.2 for airport planning states, "Traffic pattern means the traffic flow that is prescribed for aircraft landing or taking off from an airport, including departure and arrival procedures utilized within a 5-mile radius of the airport for ingress, egress, and noise abatement." In other words, once you are within the airport operational area, you are part of the "traffic pattern." The airport operational area is 5 statute miles unless otherwise noted and therefore, it makes no difference whether a control tower is operating or not. "Airport Vicinity" has its own specific definition; see above sentence. The ICAO "Aeronautical Information Publication" - AIP GEN 2.2-13: "In the Vicinity: An aircraft is in the vicinity of a non-towered aerodrome if it is within a horizontal distance of 10 miles; and within a height above the aerodrome reference point that could result in conflict with operations at the aerodrome." 11 July 2008. This definition is backed up by the Aerodrome Meteorological Observation and Forecast Study Group of ICAO, AMOFSG/8-SN No. 23, 21 January 2009. §170.3(1): Local operations, is even more restrictive; (?) "… within a 20-mile radius of the airport; … ." Canada is not as restrictive with a note under 'Aerodrome traffic' "In this sense an aircraft is considered to be in the vicinity of an aerodrome when it is entering or leaving an aerodrome traffic circuit (5 nm's)." Finally, 7-1-29b8(b) "Proximity applies to and reported only for weather occurring in the vicinity of the airport (between 5 and 10 miles of the point(s) of observation)." The conclusion is that anything less than 5 statute miles is too close for this maneuver! §§91.126 & 91.127 seems to imply 4nm. Also see 4-1-9c1&2. AC 90-66B, Change 1: "Non-Towered Airport Flight Operations," 11.2, dated 25 February 2019 clearly says to "[F]ly clear of [the] traffic pattern (approx.. 2 mi.)"; that's 2 mi past the traffic pattern, not the runway. But why do all this? Why not do what the older Flying Handbooks advised us to do and that was join any of the traffic pattern legs either directly or on the 45°. So I advise my students to join the Upwind leg, turn to the Crosswind after the departure end of the runway and continue as if you had executed a go-a-round. Aviationally yours, Bob.

That entry is the recommended procedure per Airplane Flying Handbook (FAA-H-8083-3C) Chapter 8: Airport Traffic Patterns.

I was taught the same thing, to overfly field, look at windsock, fly out, and make a right turn for the 45. "Teardrop" wasnt used. It was understood you went out far enough to give yourself a straight 45 segment, otherwise you'd run into the other pilots 45 segment.

This teardrop entry is not new. When I learned to fly in 1972, I was instructed to do this: When approaching land at and uncontrolled airport, fly over the airport at midfield, 1000' above pattern altitude (which was 800' AGL at that time), observe the windsock, then make a descending teardrop turn into the traffic pattern. On my first unsupervised solo flight, I went to our local practice field to practice landings. Unbeknownst to me, that field was also used by the University of California at Davis skydiving club. I flew over midfield at an altitude that happened to be the level at which skydivers deploy their parachutes. Two chutes opened about 500 yards ahead of me. Using the superior skills I had developed during my vast dozen flight hours, I cranked that Cessna 150 into an aerobatic steep bank and returned to base for a change of underwear and a chat with my flight instructor. A few weeks later I became a DPE. During that intervening time, the teardrop entry became thankfully uncommon. At our annual mandatory choir practice with the FAA, the FSDO inspector railed on the examiners to use our influence our influence to stomp out teardrop entry wherever it reared its ugly head. At one airport in the Houston area where I commonly conducted practical tests, I would encounter applicants who would employ the teardrop entry. I would not fail them for using it, but we would have an in-depth post-checkride discussion about it. Incidentally, I ran and airport where skydiving operations were regularly conducted. Advising transient pilots against crossing midfield was a never-ending task.

I was taught in the early 80s to cross the airfield 500' above, then enter the 45 dw leg. Been doin that way ever since. Never had any conflicts that I can remember.

It's illustrated in the FAA Airplane Flying Handbook, yeah I had to look it up myself as I had never heard of it till a new cfi at the home airport started doing it and non of us old timers knew what the heck he was doing.

All my instructors taught me the descending teardrop pattern entry as a safe maneuver. (They are all Foreflight user's. As am I.) I have done it a few times. I will never do it again. I will start discussing the topic too. Thanks Dan...

I’ve often used this entry at my old pilot controlled airport. At the end of my descending teardrop I would enter on the 45. I guess what you are saying is if you do this, it should be 4 miles away and enter the 45 at the PA to be safe.

If you are descending into the pattern, you are doing it wrong. You should enter the pattern on a 45° angle to the downwind. The teardrop gets you in a position to enter the pattern at a 45° angle on altitude.

Dan, Your wrong. You haven't read the AC and you are don't seem to understand that the descent and right turn are done AT LEAST 2 MILE OUTSIDE THE TRAFFIC PATTERN , not centerline of the airport. The simple fix is ACTUALLY READ THE ADVISORY CIRCULAR. AC-90-C I live at a residential airport and Non towered airport operation needs a consistent traffic pattern entry. the advisory circular the diagrams and the description suggest flying above the traffic pattern (plus1000' not 500' makes sense ) and not begin the teardrop descent until at least 2 miles beyond the traffic pattern . flying 2 miles from the centerline is a mis- interpretation of the AC. AC 90-C. Not that complicated. The maneuver is not the fault of Foreflight

Dan, I’m not sure why you are calling this “new”. It certainly is not new nor is it a ForeFlight thing. I’ve been a CFI for nearly 25 years and it has always been the recommended entry procedure for as long as I can remember when entering the pattern from opposite the downwind leg. See AC 90-66C and the Airplane Flying Handbook (figure 8.3). They don’t call it a teardrop, but that is exactly what is depicted. With that said, I never fly or teach that entry procedure. It is rife with potential conflicts - especially if you descend while making that turn and/or as you enter downwind - and in my opinion makes absolutely no sense. The FAA has FINALLY acknowledged (in version C of AC 90-66) that a mid field crosswind with a turn to downwind is now “acceptable”. That is what I teach and to do so with all legs - including the crosswind leg - AT pattern altitude. Not 500’ high. So, again, it is an FAA thing and did not originate with ForeFlight.

Did A Right teardrop to left downwind on my solo XC, followed all the recommended procedures & everything worked out fine, but very good points to take into account in the video from the bad & good.

The FAA has issued two advisory circulars that contain the 'teardrop' maneuver (but doesn't call it that). The maneuver is depicted and explained in Appendix A (Page A-5) of AC No. 90-66C issued June 6, 2023. This version canceled AC No. 90-66B, issued 03-13-18 and which depicted and explained the maneuver on Page 9 (Para. 11.3) as the preferred method when approaching an untowered airport (or one whose ATC facility is closed at the time of arrival). The alternate method of overflying midfield at pattern altitude and then turning into the downwind leg is also depicted in both circulars. You do have a good point, however, that light airplanes overflying midfield at 500 feet above their pattern altitude could potentially conflict with heavier aircraft flying in the downwind leg at their pattern altitude of 1,500 AGL.

Teardrop maneuver is found in the AC-90-C . I am not sure why this is such a complicated subject. The description for the right teardrop entry into the left downwind comes for Advisory Circular AC-90-C Non-towered Airport Flight Operations. This advisory circular was published in 2019 and the requirement is to go beyond the traffic pattern by a minimum of 2 miles. I live at a non-towered airport and if I were to enter the traffic pattern , I would stay well clear of the traffic pattern to enter with the ability to see other traffic in the pattern at the same altitude. If you are entering the downwind it should be well away from the traffic pattern . it males perfect sense as a common way to enter a pattern from overhead.

Thank You Dan for caring so much. Woof Woof

Why did they think they needed to fix something that wasn’t broken!

One of the reasons we have specific pattern entries techniques is because not every aircraft has a radio.

Dan, I think you are correct and I can not believe no one is talking about FAR 91.126 (b) direction of turns and Advisor Circular 90-66c, which says, at airports without operating control towers, pilots of airplanes approaching to land make all turns to the left, unless light signals or visual markings indicate that turns should be made to the right. To me, doing anything different is illegal but I have a little bit more anxiety than the average pilot and I think that is what has kept me alive for more than 52 years of flying.

Page 8-5 of the FAA Airplane Flying Handbook does have a diagram illustrating this maneuver, with the following commentary: "One method of entry from the opposite side of the pattern is to announce intentions and cross over midfield at least 500 feet above pattern altitude (normally 1,500 feet AGL). However, if large or turbine aircraft operate at the airport, it is best to remain 2,000 feet AGL so as not to conflict with their traffic pattern. When well clear of the pattern-approximately 2 miles-the pilot should scan carefully for traffic, descend to pattern altitude, then turn right to enter at 45° to the downwind leg at midfield. [Figure 8-3A] An alternate method is to enter on a midfield crosswind at pattern altitude, carefully scan for traffic, announce intentions, and then turn downwind. [Figure 8-3B] This technique should not be used if the pattern is busy."

You guys are up early. It's Sunday night, and it's bedtime in Australia. Cheers

HUGE liability for Foreflight. Even if they take their teardrop pattern away a few miles, the still have not flown and tested those teardrops for obstacle clearance the way IFR holding patterns are.

I'm surprised this is even a question. I cross The runway at midfield and make a right teardrop entry to the left downwind. Just like I would make a left teardrop entry to a right hand pattern. And as I was taught, I'm also 500 ft above the pattern altitude when crossing midfield. What's hard about this? 🤷🏿‍♂️🤦🏿‍♂️

Thank you for blessing us with your beautiful presence on this Sunday morning. I could get used to this. It’s tough for an old man like to stay up to 10pm on Sunday to get my weekly dose while having to get up from work at 3:30am. Either way, I’m not going anywhere and am happy to get this content at any time. Keep it up Dan, we all love your work and are looking forward to the live tonight. 🙏🏼

Dan, please consider using a tablet for ADSB-In. Flying with a friend that recently started using it we were both amazed at the amount of traffic around us that we had been looking for, but didn't see. Foremost were the aircraft near or in the pattern that never made a position report. That was terrifying.

Agreed. This needs more discussion

I was taught it although at first I wasn’t told it was the “right teardrop.” Been told to fly 1,000 above traffic pattern that way you avoid turbine. Then you start descending far enough away from the airport that you will join the 45 to left downwind.

I fly out of KHMP and do the teardrop entry on an extended pattern to come in correctly on the 45. I was taught this in 1997 when I got my license. Frankly, it's far safer than pilots crossing midfield and turning left onto the left downwind because they are (or should be) at least 500 above TPA and you are not descending 500 ft in .5 to 1 mile and safely "jumping in line" with others entering on the 45 or remaining in the pattern.

There are several ways to enter the pattern if the arrival occurs on the upwind leg side of the airport. One method of entry from the opposite side of the pattern is to announce intentions and cross over midfield at least 500 feet above pattern altitude (normally 1,500 feet AGL). However, if large or turbine aircraft operate at the airport, it is best to remain 2,000 feet AGL so as not to conflict with their traffic pattern. When well clear of the pattern-approximately 2 miles-the pilot should scan carefully for traffic, descend to pattern altitude, then turn right to enter at 45° to the downwind leg at midfield. [Figure 8-3A] An alternate method is to enter on a midfield crosswind at pattern altitude, carefully scan for traffic, announce intentions, and then turn downwind. [Figure 8-3B] This technique should not be used if the pattern is busy.

The most important magazines I ever read was flying mag and soaring mag. Articles were always best of the best. I can see where teardrop has some merit. But so does the 360 overhead. In 360 overhead you can scan the final approach, the base leg, the downwind leg and the departures. Then make your left turn to enter downwind.

Just by using the term teardrop, it make it feel like you're cleared to make that turn, like you do in a holding pattern. I suspect people are lulled into thinking you can just make that turn without looking. It needs to be drilled in that unless fully tower controlled, you're in the wild west and you need to look. Get away from the pattern. 5 miles.

Nothing in VFR is called a teardrop, also the AFM suggests this. Go to any busy airport and you’d be crazy not to do this. Try flying into a pattern with 5 people in the pattern and 2 people shooting approaches from opposite directions and doing a pattern altitude entry into the downwind from midfield smh. Overflying 1000 above pattern going out 3-4 miles and turning for the 45 is by far the safest way to enter a busy pattern.

Thank you Super Dan !

Great video, I've been frequenting uncontrolled airports lately and found this trend to be growing (I've been guilty of adopting it for a short period). AC 90-66B clearly states two entries from across the field... 1) cross midfield at least 500 above pattern altitude decent to pattern altitude and then turn to enter on the 45 to downwind or 2) cross midfield at patter altitude and enter downwind on a 45 degree entry. No more "teardrops" for me.

The airman’s information manual on page 8.5 shows this exact entry. I have been a CFI for 20 years and I’ve been teaching it for 20 years. You are supposed to enter the downwind from a 45° leg. The teardrop is the best way to get you in position to enter the pattern on a 45° angle. Seems like you are trying to fix something that isn’t broken. I believe as an over 20 years CFI and an airline this is safer than all the other craziness is happening in the pattern. I agree with most of your AQP but seem you are trying to fix what is safe practice if done properly.

This occurs 10-20x a day at S50 Auburn, and it's very tight up against the Class B. It's only a matter of time before 2 planes come together there doing this maneuver.

TOTALLY AGREE! So DANGEROUS. Thx DAN

Descend in the teardrop and be at TPA on 45 before entering downwind. AC 90-66C

I prefer to use the righty curly-cue, sashay into a high to low key crescendo full stop maneuver…. but thats just me….

Reminds me, The Teardrop Explodes was a fantastic English new wave band from the early 80's.

In addition to commenters referencing the Airplane Flying Handbook reference, there is also the FAA’s AC 90-66B that describes and graphically shows the maneuver with the recommendation that the crossover should be done at 2000 ft above the ground if there is turbine traffic in the area … in any case, please stop blaming ForeFlight … they only included it in the options for traffic pattern entry because it IS a recommended procedure in various FAA publications … the FAA did it, not ForeFlight … (I’ve pointed this out to you before, but you persist in blaming ForeFlight) … do your own homework on this one in the same way you’ve always been so good at when studying the details of crashes …

Collision avoidance in the traffic pattern was a problem long before ForeFlight. But agree the depiction of the so called teardrop entry is incorrect.

Dan, here in AZ that Lear (or any jet) will just be calling a 5 mile straight in (UNICOM field), good luck stopping that nonsense. Also, any UNICOM field you are ATC and need to use all of your senses (this includes ADS-B and the radio) to gather what traffic is happening and adjust accordingly. Your scenario is exactly what happens for pilots flying from PHX area to Sedona, you overhead at 6300msa (4800+1000+500) then turn around over town of Sedona to enter the Left Downwind for 03 (usual landing runway). If its a nice day you had better be prepared for anything, as departing aircraft are on 21 (downhill) and jets/turboprops/cirrus just call the 5 mile final... oh and there's helicopters too. Get a picture of the inbound and outbound traffic in your head, use the radio, and adjust your flying to fit in. A one-size-fits-all approach just won't work every time. We've had to circle above Sedona a few laps to let things "clear out" to get a clean pattern to land.

Now, DAN, here’s a kicker. Every time I’ve ever entered airport area that had a tower which was in operation, I was always instructed to enter a right downwind, or a left downwind for runway such and such. The tower never told me make a 45 to enter the downwind. I could be heading directly towards the airport say from the south, they are using runway 18, I am told to enter a left downwind for 18 and I am a mile or two from the airport. Usually I just fly towards the right to put the runway on my left side and enter a downwind straight on. Tower has no problem with those kind of entries. Not saying to do that in an uncontrolled airport, but my point is tower doesn’t really specify how to enter the pattern they want you to fly.

In Canada we cross over midfield 500 ft above circuit altitude and descend left hand turn on the dead side to cross back over midfield at circuit altitude and joining a mid downwind. Seems to work ok here.

As a corporate pilot, I have heard this entry being communicated to a few of the airports that we go to. I have never heard of this maneuver and I sure do not support it. I have been a flight instructor for over 30 years, but I am not an active flight instructor.

i was taught the teardrop entry during primary training before my first solo, in 2001...as well as the 45 degree entry from 3-4 miles away. I always preferred the 45 simply because it scared me knowing I was going directly into the turbine downwind. Foreflight is great as a helper, but should never be used as a primary.

Brian! Great to see you on DTSB! It’s Ashton from SJSU! I agree with the phrase “Teardrop” scratch your head IFR? It should be how I used to do in the 80’s! “Cessna 152 overhead Lodi airport 2000 will be entering the R/L 45 entry L/R downwind!” Then I got into an argument with the parachute company calling it a C47 they were calling it a DC3! I said C47 It was kind of funny!

Hey Guys... this must be a west coast thing. I've been using this terminology since I started flying in 1967... it has never caused me a problem. I started flying out of Burbank, Ca. at Sky Roamers and flew all over SoCal...

Also, overhead is not safe if there is parachute jumping or glider winching.

I heard someone the other day calling out that they were doing a 'spiraling descent to join the left base', I called them out on on it and asked them why don't you just cross mid field and join the down wind, they answered back, that they were on a checkride and it was for a maneuver.

This maneuver is clearly depicted in the Airplane Flying Handbook Chapter 8, page 8-5 figure 8-3. You are right that the FAA doesn't name this maneuver, but they do describe it and by not giving it a name, the FAA are the ones that left it open for someone else to label it.

Teardrops looked cool in magenta on a holding pattern depiction in the cockpits of of the 757s and 737 NGs i flew, but i get a little queasy when i think of low time pilots with their heads buried in the cockpit trying to set up an entry onto a visual traffic pattern downwind. Whatever happened to the "visual" in VISUAL Flight Rules? It's pretty hard to "see and avoid" when the "seeing" is focused on a tablet or a laptop sitting on one's lap!

When I first saw VFR approaches to an airport using ForeFlight and one choice was the teardrop entry it didn’t feel comfortable at an unfamiliar field knowing how unreliable ADS-B can be. Personally I won’t enter the pattern unless I’m within 100 feet of TPA and I report my positions all the way through and when on final I announce my intention wether it be touch and go or full stop.

The descending turn comes form the EU . Actually UK at most. You over fly the field above the trafic , over the field start the decent in a circle to join the down wind. Note : The word teardrop is not used as visual flying does not have any protocols using that. Circle right and Circe left etc is normal. Obviously this if you have to cross the field to enter that down wind. This only if there is only a traffic advisory or non. But some ATC organised fields use something similar turn but you have to report entry positions.

Dan are you aware of fig. 8-3 in the Airplane Flying Handbook?

I always thought one was supposed to be at Pattern altitude when within 5 miles of the airport of intended landing

This was very helpful because I’ve done this kind of descent-usually a mile beyond downwind-but on further thought you guys are right, I’m still too close since some folks fly very wide patterns. I will revise my practice. Thanks. By the way I don’t love it when folks cross the runway at a 90 then turn immediately onto downwind. I know Dan you said it’s legal and certainly it’s expedient but it’s out-of-the-ordinary at my field. Predictable maneuvers increase the chance folks will see each other in my view. If two 45s (same airplane cateory) merge for a left downwind, me doing the traditional entry, does the guy on my left (the guy who crossed the runway and is entering from “inside” of downwind) know that I have the right of way under 91.113? I bet not. And where is he going to go even if he knows I have the right of way? Probably he should climb up and over/out the pattern and start over or maybe do a left 360 over the runway but that could have him turning through final if he delays and also doesn’t climb…

Thanks for this video. Like you, I had never heard of this "maneuver" before until I was making a short flight from I68 to I69. I recently started flying my Thorp T-18 (in August 2023) and have started to expand my flights to nearby airports. I thought the short flight over to Clermont County would make for a nice little flight. As soon as I turned to the CTAF, I heard call after call of "right teardrop entry to a left downwind to 04." I thought "what the heck is that?" My ADSB-in showed a beehive of activity at I69, and at about 10 nm out, I decided to abort that flight and head back. When I got back, I looked it up and saw what it meant. It doesn't make sense to me and I'm glad to know I'm not alone.

US circuit joins are bonkers. We use UK deadside join where you descend to circuit height and join crosswind.

As legal as left teardrop to the right downwind. Great maneuver to enter the traffic pattern IF done properly. Less of a fan of crossing the field at pattern altitude and turning right or left and joining the downwind. That’s also in the AIM I believe.

Totally agree Dan! You are a gentleman and a scholar! Has to be the most idiotic entry ever conceived...nowadays people have LOST ALL COMMON SENSE OR NEVER HAD IT FROM THE BEGINNING! Stop looking at your devices and LOOK OUT THE WINDOW...want to do a teardrop entry for the love of God please please overfly the airport 500' above and travel MANY miles out and enter the 45 like all the normal and competent pilots....

I just used the measuring tool and the right hand turn of this advisory teardrop pattern in FF shows up starting at 2.2nm from the airport center point.

If entering at opposite side of the pattern, fly upwind, crosswind, downwind, base and final at pattern altitude. Rotorcraft cross midfield at 500 and downwind, base final on opposite side of fixed wing traffic.

The legal department of ForeFlight better take this to heart. I see a lawsuit on the horizon by the family of a pilot killed by some magenta line driver entering the pattern with that tear drop maneuver. Dan, why don’t you reach out to ForeFlight and let them know about the illegality of that right turn so close to the airport? Before it’s too late.

Yesterday we had a converging left hand right hand converging on base incident. one plane was unregistered with the FAA.

Fly well past pattern, descending turn to PA, enter at PA? Seems legit. I’m sure I’ll learn more as I go.

Check out FAA AC 90-66B, paragraph 11.4. It shows a right "tear drop" entry to a left downwind. It does recommend to come over the airport at pattern altitude, but I don't like that either. With the traffic we have in the Tucson - Phoenix corridor, you'd be asking for trouble. I would recommend, when coming in from the opposite side of the downwind, you should go out a good distance on the crosswind, make a left turn on an extended downwind, or a 45 to the downwind.

I’ve been flying since 1985 and on my BFR 4 years ago with an instructor I had never flown with before he had me do a teardrop entry to the left downwind. I had never done one or even heard of such a thing before this and thought it was absolutely absurd to do in a busy uncontrolled traffic pattern. My son, a former active duty AF pilot and a current United pilot was in back observing and thought it was a dumb maneuver in an uncontrolled environment though he did say the military has similar entries but in a structured controlled environment. By the way I love your videos

Thanks for this video Dan, could you expand on a 45 degree entry from either side of the downwind? Sounds like the same dangerous situation of possibly entering the pattern head on of traffic on the upwind leg. Thanks again.

Foreflight is a wonderful product, you’re missing out. I’m sure you can find someone to share an iPad with you and once you try it you’ll be convinced. It’s a small investment in comparison to the cost of flying…..

Either way it goes hand in hand with COMMUNICATION! State your position and your intentions and do as you state.

Simple google search shows FAA statement ? What say you?The "teardrop" is a way to get across the field and turned around in order to join the pattern on a 45. If you were already on that side, it would just be a 45. Recently the FAA started recommending cross midfield at pattern altitude and joining the downwind directly with a 45 on the other side.Mar 5, 2022

In the UK we do overhead joins. You never decent on the live side of the airport. Overhead join has you decend "deadside" i.e. the side where the downwind is not.

If you're approaching an airport on the upwind side, why not do a 45 deg. right entry at pattern altitude into the UPwind leg of the pattern, then crosswind turn to downwind?

Check out Airplane Flying Handbook. Figure 8-3. This depicts the “teardrop entry” at two miles from 500 ft above pattern. I think that’s not enough space from the field and you need to be wings level for a bit before entering the pattern. Left closed traffic doing touch and goes will just be getting stable on downwind if you are still rolling out midfield as this depicts and you won’t see the conflict until too late.

Well what about an overhead break to downwind.

What about instead of crossing over the field and doing the right teardrop to the left down wind just enter midfield left crosswind at pattern altitude.

And let’s not ignore skydiving and glider activity at airports as well

I just planned a flight using Foreflight and included this midfield crossing entry pattern. The flight path displayed correctly shows establishing on the 45 prior to entering downwind. I don’t see reason to blame ForeFlight for pilot error in not flying the entry correctly.

Question… I was trained to overfly and go outside the pattern and teardrop down to pattern altitude and enter the downwind on the 45 but more and more I’m seeing people just cut through the pattern at pattern altitude and just join the downwind…. Is that an acceptable practice now?

If Dan wants to be technical, a visual approach is an IFR Clearence.

What about the 'Standard Overhead Join' as found outside the USA? I guess seen in commonwealth countries?

Seems you don't have an issue with the maneuver, but what it's called. The maneuver is older than you...notes from my grandfather during WWII.

How about enter on the upwind at pattern altitude and fly a crosswind to downwind base and final?

Most shocking thing in this video was you saying you don't have ADS-B. It is so cheap, it should be mandatory in every airplane. Even my glider, with no power other than batteries, is equipped with ADSB Out and In. There is no excuse.

Read Advisory Circular AC-90-C. Non-towered Airport Operations . it is not from Fore flight. The description is to go 2 miles beyond the pattern before starting the teardrop descent. Why is this so complicated. Pilots learn High Key, Low Key so why not actually read the description and implement the common entry.

Dan you Fudd, get an iPad with ForeFlight, you will never go back!

If I'm understanding both of you correctly, you recommend crossing the field perpendicular at least 500' above TPA, then going out perpendicular from the runway X nm before you turn either way left or right and descend to TPA then enter the downwind at a 45 degree angle all while announcing your maneuvers on CTAF. BUT, how far is X nm? How far is "you better be a long way away from the airport if you're going to make a right descending turn?" 4 nm? 5 nm?

What you are missing is the benefit of overflying the field at 1000’ ft above other traffic. The birdseye view of traffic as you overfly the field gives you an opportunity to access where other aircraft are in the pattern with 1000’ of separation rather than AT pattern altitude. Continuing out beyond 2 miles or more from the down wing leg allows you to slowly descend while making the right hand turn and set you up outside of the traffic pattern on the 45 degree . The deconflict in this approach gives you 500’ separation from the turbine aircraft and 1000’ from piston aircraft. The argument against this doesn’t make sense because it’s the uniformity of the traffic pattern that makes everyone do patterns consistently. Anytime you are outside a nontowered airport AT TRAFFIC PATTERN ALTITUDE is dangerous. AC-90-C Operations at Non-towered airports. Careless and reckless are strong words Dan, do your homework before talking about careless and reckless. Consider that the military trains High Key Low Key Base Key, uniformity is safety.

I’ve long since abandoned any silly maneuvering anywhere near a traffic pattern. Anything that will keep my wings level as I approach an airfield is good with me. This means I’ll fly directly to the pattern and enter on the quickest, nearest leg to me: downwind, crosswind, upwind, whatever leg necessary to fit into the other traffic sequence. The less I bank my aircraft the less chance of a collision.

Lots of information here to offer a “wake up call” to the industry. Important points made are direction of turn in the pattern, descending in the pattern, maneuvering within the pattern…again, all within the pattern. Get away from the airport! Get away from the pattern! The most important point made in this 20 minutes is MANUEVER OUTSIDE THE PATTERN and have the awareness that 2-3 miles away from the downwind is simply not enough. I’d suggest 5 miles is appropriate. A Cessna 172 pattern is much smaller than a Gulfstream or Falcon or Challenger pattern and the descent from overflying the airport and “teardropping” to the 1000’agl pattern for your aircraft puts u face to face with me at my 1500’agl (properly flown) pattern.

This "teardrop entry into the pattern" and "last call" bullshit just irritates me when flying!🤬

With uncontrolled airfields you pass mid field to check things out then turn down wind and then turn base leg at the end of the runway, this has been military training since the 50's the problem comes with these pilots that wanna do a 5 mile final approach if you're gonna land someplace get on it, don't fly around miles away from an airport claiming so BS priority

I wonder why Dan doesn’t show the airman information manual depicting the “ teardrop” entry

Is there anything wrong with entering midfield on the upwind?

How about, when entering from the opposite side, entering at pattern altitude, on crosswind, 1/4-1/2 upwind of the departure end of the RWY? You’d be above departing traffic, on the level with downwind traffic.

when you cross over at 500 above pattern we descend when WELL past the airport operational neighborhood THEN we enter on the 45. There are some airports (Santa Paula CA for example) where you to get a little creative to not hit a mountain or obstacles - but I agree with Brian - in the airport environment -THROW that IPAD into the backseat!

I recall reading about the teardrop in the AFH during my PPL. But I’ve NEVER done a teardrop or found a practical use to do it.

I think it’s fine but you need to be a certain distance out and or in pattern a certain distance in.

havent i seen this video