Straight-In Traffic at Cottonwood

The entry should be a standard left downwind to a 45-degree entry to the midfield left downwind for the runway actually in use, at pattern altitude - typically about 1,000 feet above ground, so roughly 1,850 feet MSL here.

Sequence of calls:

1. Ten miles out: "Cottonwood traffic, Cessna 172, ten miles southeast at three thousand five hundred, inbound for landing, will advise, Cottonwood." This gives the Champ and the twin time to place the traffic.
2. Before entering the downwind: "Cottonwood traffic, Cessna 172, five miles southeast, entering left downwind runway one-eight, Cottonwood." State the runway, not just the direction.
3. On downwind: position call, then "left base runway one-eight" and "final runway one-eight, full stop."
4. If the runway in use is in doubt: ask directly - "Twin Cessna at Cottonwood, confirm you are landing runway three-six?" - rather than assuming.

Key points: pattern altitude is reached before entry, not descended into; all turns in the pattern are left as published; and the calls are for the benefit of the aircraft with no radio, which cannot announce itself and must be found visually. Radio calls do not separate traffic - eyes outside the cockpit do.

The twin has the right of way, but not because straight-in approaches are standard - they are not, and they are the most common source of pattern conflicts.

14 CFR 91.113 gives an aircraft on final approach at the lower altitude the right of way over other aircraft approaching to land, and an aircraft in flight the right of way over aircraft on the ground. The pilot turning downwind for the opposite runway is not on final and cannot claim priority. More importantly, right-of-way rules only assign responsibility for yielding; they do not prevent collisions, and a head-on runway conflict is not resolved by citing a regulation.

Practical handling:

• Wind 200 at 8 against runway 36 (heading 360) gives only about a 3-knot tailwind component - trivial for a 3,000-foot runway at 850 feet elevation. Following the twin onto runway 36 is safe and legal if the pilot prefers to sequence in behind.
• Alternatively, announce and extend the downwind to let the twin land, then turn base for runway 18 only when the runway is clearly clear - landing opposite direction while another aircraft is rolling out is exactly how runway collisions happen.
• Never cut inside or land opposite a departing or landing aircraft.

Best answer: sequence behind the twin, keep the Champ in sight, and make the decision early enough that it never becomes an evasive maneuver on short final.

Go around. Immediately, without negotiating on the radio.

The Champ has no radio, so no amount of transmitting changes its crew's awareness; the only reliable channel is visual. The Champ is already on the runway, which makes it the aircraft on the ground - but right-of-way rules do not help an airplane 200 feet above a runway with another aircraft on it. The pilot's job at that point is separation, not precedence.

Actions in order:

• Full power, carburetor heat cold, establish a positive climb, and maintain runway heading until well above the Champ's altitude and past the departure end.
• Do not attempt to slip or dive over the aircraft; the sight picture at low altitude lies, and a low go-around without enough altitude has its own stall risk.
• Announce on CTAF: "Cottonwood traffic, Cessna 172 going around runway one-eight, climbing left crosswind, Cottonwood." That informs the twin, which may be on final behind.
• Rejoin the pattern, fly a full circuit, and confirm the runway is clear visually before the next approach.

Lessons for the next arrival: at a nontowered field, assume at least one aircraft has no radio, treat every runway as occupied until seen empty, and be prepared to go around from any point in the approach. The go-around is free; the alternative is not.