This video focuses on VFR operations at a non-towered airport, Bremerton National (KPWT) a few miles west of Seattle. It’s a typical non-towered airport, often busy with VFR and IFR training flights, air-ambulance helicopter traffic, and, increasingly, bizets.

Now, few topics generate as much spirited “conversation” among pilots as joining and flying the traffic pattern at a non-towered airport—and what to say as you do so.

The key guidance from FAA about operating around such airports is in AC 90-66 Non-Towered Airport Flight Operations and AIM 4−1−9 Traffic Advisory Practices at Airports Without Operating Control Towers.
Of course, each airport has its quirks, and when potential conflicts or confusion arise, use plain language as necessary. But this video demonstrates general practices that can help you communicate clearly and concisely.

First, consider what other pilots in the area really need to know about who you are and your intentions. Focus on the essentials, not a detailed description of your complete plan.
Including your aircraft type helps others know what kind of aircraft to look for and gives them some of idea of your expected speed and performance. Per the AC, use your call sign—not your aircraft type and color—when you transmit.

Give your position relative to the airport using distance and direction, not just local landmarks that may not be familiar to transient pilots. It’s OK sometimes to include prominent landmarks that may help clarify where you are, but don’t rely on them.

When announcing your intentions, don’t include more than one leg of the intended traffic pattern. When the frequency is busy, other pilots may not hear or understand your complete transmission. Saying that you’re “on the 45 for the downwind” can be confusing. “Did that Cessna say it was on the 45 or the downwind?” After all, if you’re going to join the pattern via the 45 or if you’re already on the 45, the next leg is a downwind. (If you’re planning some other, non-standard maneuver after the 45, then say so.)
If radio traffic allows, announce each leg as you’re wing-up, turning to that leg. You’re much more visible in a bank than when you’re wings-level.
It’s also good idea to state that you’re on a left (or right) downwind, base, or crosswind, especially when you’re flying to a runway that has at least one non-standard, right-hand pattern.

Stating your intentions—full-stop, touch-and-go, stop-and-go—as you fly the pattern helps others plan spacing behind you. If the CTAF is busy, you can omit that part of your announcement on some legs. Use good judgment.

As you leave the pattern, don’t announce “last call.” Doing so just tells folks that you’re about to switch frequencies and won’t hear any transmissions that they might make. Instead, make a call as you exit the pattern off the departure leg or via the recommended 45-degree exit paths. If you hear or see other aircraft that might pose a conflict as you leave, state your intentions and resolve the situation as necessary.
That final point is important. Standard, concise, clear statements of your position and intentions are key. But if you or another pilot in the area perceive a potential conflict, use plain language to the extent necessary to work it out. But please don’t use the CTAF to argue.

Neither the AC nor the AIM can include standard phraseology for every conceivable situation, but sticking to the basics helps everyone develop and maintain situational awareness, especially when the CTAF, which may serve several airports, is busy.

Now join me in the cockpit as I enter and fly the pattern at Bremerton.