If you are at a uncontrolled airport and you are the only plane in the pattern doing touch and go's, how small of a pattern is to small?
Do you still fly the same pattern as you do learning with the instructor?
Is it rude to make it really short for practice?
If you read the AIM, it sez all turns to the left unless otherwise noted,
When approaching to land. Does not apply to departures.
(a) General. Unless otherwise authorized or required, each person operating an aircraft on or in the vicinity of an airport in a Class G airspace area must comply with the requirements of this section.
(b) Direction of turns. When approaching to land at an airport without an operating control tower in Class G airspace--
(1) Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right;
All I was trying to say is do what you want to do!
Touch and go-When you are landing it is the touch, When you depart it is the go.
If I take off as in the original post??!! And then change my runway of choice I am breaking no FARS by turning around and landing (STRAIGHT IN) on my approach to landing.
As I suggested an AG turn on departure is turn to the right a bit, then to land on the runway I just departed from, when I make my decision to land all my turns will be to the left!
If I am mistaken I very apologetic, but so far I have not seen where I am incorrect.
Agian show me the FAR that says I cannot change my runway of choice on departure!
There is all sorts of "guidance" in the AIM on what the FAA considers to be "good operating practices" at uncontrolled airports. While that is "guidance" and not regulation, the fact of the matter is that if you DON'T follow that guidance and conflict with someone else who IS following that guidance, here's the two regulations you are apt to be charged with violating:
§ 91.13 Careless or reckless operation.
(a) Aircraft operations for the purpose of air navigation. No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.
§ 91.113 Right-of-way rules: Except water operations.
(a) Inapplicability. This section does not apply to the operation of an aircraft on water.
(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.
(c) In distress. An aircraft in distress has the right-of-way over all other air traffic.
(d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories—
(1) A balloon has the right-of-way over any other category of aircraft;
(2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.
(3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.
However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft.
(e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.
(f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.
(g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.
Don't believe it? Consider the notion of straight in approaches at uncontrolled airports: Clearly, the regulations don't prohibit us from conducting a straight in approach, right? Okay, so how far out does a "straight in approach" have to START to be a straight in approach? The FAA has successfully prosecuted folks for turning final from 2 miles out, when they claimed that they were flying a straight in approach. They made a RIGHT turn to final, by the way--the actual violation.
If you are doing your 180 after takeoff to return to land, and you get in someones way, even if they're not talking on the radio....you MAY receive a visit from the FAA.
If you'd like to fly non standard patterns, go find a hay field or a meadow or a ridge top and do them there. Uncontrolled airports are uncontrolled, not OUT of control.