But, things have changed a bit, so I did in 2018 take several hours of instruction in a Cub in Jacksonville, FL, flying out of the very busy Jacksonville Executive (Craig) Airport (KCRG) that lists having 435 daily operations. I found the busy airspace a bit distracting but I was comfortable with the radio. I had one memorable experience when I was cleared to land, and a faster plane on a long direct-final approach came very close as I landed--so close that he had to execute a go around. Apparently, both he and the controller underestimated the difference in speed.
My first flights in my Sport Cub N998SC were at KDMW (Carroll County, MD) that does not have a tower. It has left traffic on runway 16 and right traffic on runway 34. My biggest concern here was that many pilots did not pay attention to changes in wind direction, so there was quite a bit of flying on both runways and opposite directions on downwind! Very attentive radio work, and diligent visual situational awareness was required.
I moved the plane to KTHV (York, PA) that also does not have a tower. Both KDMW and KTHV have about the same activity, around 140 operations a day. Both runways 17 and 35 have left traffic. Again, pilots would often land on 35 when 17 was the favored runway. Once, I was taking off and noticed another plane turning final for the opposite runway without any annoucement.
York decided to demolish the old hangars, one of which I rented. So I searched for a new "home". I decided that KLNS (Lancaster, PA) and KCXY (Capital City-Harrisburg, PA) were both good candidates even though both had control towers. I convinced myself that the tower controllers might keep me safer than I would be at uncontrolled airports.
I liked KLNS a lot, especially because it was surrounded by lots of cleared farm land that could be a candidate for emergency landings in case of engine failure. KCXY, except for the Susquehanna River, does not provide many cleared unpopulated places for an emergency landing other than the airport itself. But, KCXY is about 60% less busy than KLNS (75 vs 218 operations per day) and compared to KCRG's 435 per day, KCXY seemed like a pretty calm place. In fact, KCXY appeared to be about half as busy as KTHV.
In preparation of my first flight to KCXY, I undertook an intense self-study program. I studied the 80 page "VFR Communications-A Pilot Friendly Manual" published by Pilot Workshops. I listened to "LiveATC.com" and watched many YouTube videos published by various CFI's. I even visited the tower at KCXY and asked lots of questions.(I perhaps gave them the wrong impression. While being a "rusty and old" pilot, I think they underestimated my experience, knowledge base and requirement to always fly with an abundance of caution.) Finally, I read as many posts as I could find in pilot forums on Class D, TRSA communications.
So I felt both prepared and nervous as I flew from York and annouced my arrival just outside Class D airspace on the radio including the suggested "negative TRSA" description. (I was not reporting to Harrisburg Approach which is the procedure for optional non-use of the Harrisburg TRSA.)
Below is a recording of my communication with Capital Ciry Tower.
It appears that I arrived in the midst of at least three other planes, two approaching to land, and one taking off. I was surprised that I was told to circle outside of Class D airspace for quite awhile. Finally, I was cleared to approach the left downwind leg for runway 30. The controller commented that I was only flying 60 knots. She seemed surprised. (I was flying in the 75-80 mph range which is 65-69 knots.) When "in sight" the controller gave me clearance to land. It did seem like a long time after I was cleared to land before I decided to turn on the left base. I "turn base" quite "early" with my Cub--it has a very steep glide and I keep close to the runway on downwind so that I can always glide to the runway in the event of an engine failure. The radio was and had been quiet, and I was concerned that my "early" turn might be unexpected, so I announced my action. I was immediately corrected for making an "unnecessary communication", and again reminded after landing. Essentially, she told me "you don't have to report what you are doing, just do what we tell you".
My plan for "orientation" was to follow, on another day, with pattern work, otherwide known as "closed traffic" in ATC phraseology. So, a few days later, I did just that. This required me to taxi from my hangar, accross one runway and down another taxiway to the the departure area for runway 30. Everything that I read told me to use Tower frequency for communications on the runway and in the air and Ground frequency for communications everywhere else in the "movement area" of the airport. I was also aware that some airports when not busy have only one controller for both. So I was not surprised to hear the same voice on both frequencies, but a bit surprised that it seemed at least that I was being asked for information while on Ground that I expected to give to the Tower and was receiving information from Tower that I expected from Ground. (Part of the difference here is that Ground also serves as "Clearance Delivery" for the TRSA. I should have announced "ready to taxi with Information Uniform, negative TRSA, runway 30 for closed traffic". And, I should have realized that the tower controller not only gave me clearance to exit at charlie, but also to proceed to my hangar.)
I felt pretty comfortable with the closed traffic activity except a bit of concern when I was told to report on downwind but was given clearance for a "touch and go" before I reported even though I intended to "land" i.e. to exit the runway after landing, coming to a full stop on a taxiway. So I made that annoucement. In addition, the controller warned me that I was below the published 1500 MSL "pattern altitude" on entering downwind. And, I was more than a bit concerned about wake turbulence from the Citation jet that took off before me on runwat 26, upwind and crossing runway 30.
I really want to "do things right". That is why I visited the tower, asking many questions before flying. The controller that day was particularly impressive in his communication clarity, so I called the tower, spoke to him and asked for "constructive" feedback. He hesitated, asking if I could handle criticism and he then honestly shared his opinion by stating "You talk too much". He mentioned that he knew I had "not flown into a controlled airport for 30 years". (He did not mention that I had experience flying with a CFI recently at a very busy Class D airport--a fact that I had specifically shared during my tower visit.) He also, again was critical regarding my choice to make my crosswind turn at 600 AGL, entering downwind below the published 1150 AGL (1500 MSL) altitude. I had planned to do three closed traffic take off and landings, but his comments, in combination with comments from the controller on my earlier arrival flight, all of which I took very seriously as "constructive and well intentioned" caused me to decide to go home and "reflect and study" a bit.
Here is a recording of my communication with Capital Ciry Tower that day:
There are two issues for evaluation. First, radio communication with ATC is intended to enhance the safety of pilots and the public. I am sure that working the tower can be stressful when busy. So safety is best served when communication is necessary, adequate but efficient. But, each person's judgement regarding what is necessary, adequate and efficient is probably different. Second, the importance of flying the published traffic pattern altitude at an airport with an operating control tower seems subect to some interpretation and good judgement.
My "reflect and study" that followed, included an intense review of two important publications: The 700+ page Aeronautical Information Manual (AIM) and the 700+ page ATC "Bible" aka FAA Order 7110.65W Air Traffic Control. I recommend that pilots download the pdf versions on a PC and then using Adobe Acrobat, you can search for information on any "term" word or word combination.
One thing that is especially important: § 91.123 Compliance with ATC clearances and instructions. "(b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. "
While much of the information in the AIM is a recommendation rather than a strict rule, while a Pilot is "in command", while in controlled airspace, the ATC controller is "in control".
There is no regulation prohibiting pilot communication that he/she judges is legitimately helpful to enhance safety and/or efficiency. Talking "too much" may be better than "too little" especially if the pilot is unsure that he/she is complying with controller's instructions OR, if he/she sincerely believes that the pilot's action may be unexpected by the controller and other traffic. (As is mentioned in Section 3 of the AIM Unexpected Maneuvers in the Airport Traffic Pattern and as mentioned in 14 CFR 91.113 regarding right of way. In addition, technically speaking, the tower is not required to provide separation service for VFR traffic in Class D space. It is the VFR pilot's responsibility to maintain separation--which is why in an "abundance of caution" I felt that announcing "turning base" as acceptable and prudent-whether this was common practice or not.) Remember my experience in Jacksonville---I think if I had "annouced" when I was turning base or final, that the faster plane would have been "alerted" and might not have been surprised by how close he was to me. Even when being observed by the tower, other planes nearby are looking and listening and processing information to maintain situational awareness. On the other hand, if the controller chides you for talking too much--pay attention and modify your future behavior accordingly. And, if the tower tells you it is OK to taxi to your hangar and you do not need to cross any runway to do so, then stopping and contacting the same controller on the ground frequency is not efficient--despite Section 3 of the AIM Exiting the Runway After Landing.
The issue of Traffic Pattern Altitude is quite straightforward at airports without an operating tower. Operating according to the "normal" and recommended practice--at the published Traffic Pattern Altitude is VERY IMPORTANT for safety. This includes the AIM instruction: "If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude." and "Maintain pattern altitude until abeam approach end of the landing runway on downwind leg.." Other pilots need to know you will be where they expect you to be when you announce your turns.
The issue of Traffic Pattern Altitude at a controlled airport can be a bit different. Pilots are under control of the tower as far as their position, and the controller will provide clearances so as to reasonably assure safe separation.
The other specification of traffic pattern is the size. In other words, how far away from the runway is the pattern to be flown. There is no regulation regarding this other than in the AIM it states that you are to "Complete turn to final at least 1/4 mile from the runway." Fast planes require a large turning radius and "bigger" pattern. Planes with high glide ratios can fly "bigger" patterns and still reach the airport in an emergency engine out landing. Slower planes, with high drag, like the Cub have a low glide ratio and need to fly a "smaller" or "tighter" pattern to insure they are able to reach the airport in an emergency engine out landing.
The pictures above show the area around Capital City KCXY. The red line in the first picture shows the "fast, high glide ratio plane" pattern. The white line shows the "slow, low glide ratio plan" pattern--or at least how I would prefer to fly at KCXY. The white line path avoids flying over residential/developed areas and is close enough that one can always "make the field" in an emergency. It calls for an "early " turn to downwind, at an altitude much lower than 300 feet below the 1500 MSL TPA. It continues the climb to TPA in the downwind leg. It flys the downwind along the PA Turnpike--where the ground is the same as the airport elevation--FAR away (more than a mile) from the towers on the hill. The "early" turn to base provides a safe margin to reduce/eliminate risk of collision with the buildings below while still being more than 1/4 mile from the runway when turning to final. (I also made my early turn in an attempt to minimize my exposure to wake turbulence from the Citation jet that took off before me on the crossing upwind 26 runway.)
Another issue is that an emergency landing for a tailwheel airplane in a tailwind increases the chances of a ground loop and possible rotation or flip to the upside down position (with probable injury to pilot and passenger) so not only getting back to the airport is a goal, but being to land into the wind at the airport is the goal as well.
Here is another 3D View from Google Earth. My path is in green.
I specifically asked if an early turn onto crosswind was acceptable to the tower during my visit there and was told that it was "at my discretion". Yet, I was warned twice about not being at TPA entering the downwind and that the towers on the hill created a risk. I did not think that "at my discretion" required notice on the radio of my intent or motivation-especially when told that I was talking too much and that I was sure that I had more than adequate and safe ground and obstacle clearance...and that I probably would be "inside" or closer to the airport on my downwind than any other fast plane that might be approaching. In any case, I am assuming that entering the downwind leg at 1500 MSL is an "ATC instruction" that I will comply with until told or given clearance otherwise.
This pattern altitude issue seems to vary by airport. At another busy towered airport, myself and a CFI were given clearance to fly a lower than "published" TPA in the interest of "efficiency" so that we could get more take off and landings in less time. We were flying a S-LSA cub in a "tighter" pattern, closer to the airport and reaching only 500' AGL. This is in harmony with the new TPA rules in AC 90-66B (see link below) that call for THREE Traffic Pattern Altitudes: Turbine Powered (1500 AGL); General Aviation (1000 AGL), and UltraLights (500 AGL).
This issue and experience does bring one important issue to the fore. I fly for the pleasure of it and only with "an abundance of caution". While flying at Class D airports is not particularly intimidating, I am not sure you could describe the experience as "fun". This is especially if one has to circle outside waiting for permission to enter the space waiting for two other planes to land ahead of me. (Perhaps the concern is a Cub is slower than many other planes and requires a different separation schema. My wait was not rediculously long, but the uncertainty of how long it would be was a bit disconcerting--another couple of turns and I would have returned to York.)
I like KCXY a lot, it is a nice airport, but strict compliance with the 1500 MSL (1160 AGL) TPA, flying past the end of the runway until I reach 860 AGL requires me to fly over heavily populated areas and reduces the probability of reaching the airport for an engine out emergency landing. It would take me 86 seconds to climb that distance at 600 fpm (more or less 10 fps or 520 fnm) and I would have traveled 7600 feet after liftoff (over Drexel Hills area and near Hillside Elementary School) before my turn to crosswind. If I ignore the 300 foot rule and abide only with the 1500 MSL on downwind, I would still need to fly to 710 AGL, 6200 feet past lift off before turning crosswind, and still over populated areas for quite some time. And, probably not able to make it back to the runway safely while in the crosswind leg and the early part of downwind. Under the right conditions (cool temperature, stronger head wind) flying a best angle of climb and maximum full throttle until turning downwind, it is possible that I could turn crosswind at less than 1000 feet past the runway, but I prefer not to push the engine that hard with high cylinder head temp followed by fast cooling in closed traffic. So, closed traffic "practice" flying at KCXY with the ATC instructed 1500 MSL (1160AGL) TPA may not fit my need for flying with an abundance of caution and care. So, my "practice" flying will probably have to be somewhere else, limiting my flying to departures and arrivals from/to KCXY to/from other airports. (BTW--this applies to runways 30 and 26---my concern is much less if taking off from runways 12 or 8 in regards to risk of going down in a populated area. Although on runway 8, the risk of having to make an emergency landing in the river is a bit of a concern.)
And, if arriving in Class D as the "69 knot slow cub" plane is going to mean that I wait, circling, until everyone else entering the space with a cruising speed of 90-100 knots or higher has landed, then each arrival could be quite frustrating.
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