Narrative:

As we approached our destination; which is a non-tower/uncontrolled airport - we heard on the unicom frequency a single engine aircraft in closed traffic; report on left downwind for runway xx. The ILS at this airport was on runway xy; a 5000 ft runway with a 1 degree upslope. For these reasons; the captain had expressed his preference to use runway xy. I reported our position 10 mi out and then later on the midfield overhead for runway xy. As we approached the airport we heard an air carrier announce its position northeast of the field and that it would use whatever runway became the commonly used runway; in fact they mentioned they didn't care which. As we entered the pattern at approximately 1500 ft AGL; the air carrier (5 miles out) announced it would use runway xx. At this point the flying pilot (captain) declared he would accommodate the prevailing traffic (with a sense of frustration). He directed me to report entering a right downwind to runway xx. I queried him twice as to this choice stating my understanding that we should make left traffic - not right. He declared his intention to continue in right traffic. As I didn't think the time was appropriate to argue the point; I reported us turning onto the right downwind to runway xx; at which point an unknown person (I expect from the FBO on the field) stated on the unicom frequency that left traffic was the accepted pattern on this runway. With greater frustration the captain told me to report an extended left base for xx. At this point in time we were still east of the field. We turned southwest and made a 270 degree turn to enter the left base to final. There was no direct conflict that involved avoidance maneuvers with other aircraft and the sequencing worked out between us and the light aircraft and the air carrier. It became apparent later; the light aircraft was a student pilot in closed traffic. I expect the captain thought the light aircraft would give way to a larger jet. Upon landing and while discussing this with the personnel at the FBO; I learned that the airport strictly adhered to the left traffic pattern guideline. I have always adhered to this practice in my career. At those times upon departure; when a turn contrary to the preferred traffic pattern direction was most efficient; I have always climbed above pattern altitude before making the turn. On this flight; it was clear that anywhere in close proximity to the destination was not the place to brief the arrival including traffic patterns. Briefings were very short for the entire duration of this contract; something I've noticed previously among the 'old school' pilots. On my part; I hadn't considered traffic patterns in much detail; assuming; incorrectly; that we would use the correct pattern. That and the fact that I felt to some extent I was along for the ride and not in a real position to contribute to the flight. Although I have been in aviation for 20 years of which; for the last 12 years; as a captain leading flights to all parts of the world and considered myself a qualified crewmember. This pilot complained a lot to me and the passengers; that he disliked uncontrolled airports and smaller fields such as this; before and after this flight. Even though the aircraft was well able to land on a runway of this size; (landing distance was 2400' and landing field length 4000'). This attitude may have contributed to his predetermined conviction to land on the upslope runway; regardless of prevailing traffic. A better alternative on this flight would have been to simply enter the left downwind to runway xx; a practical and more efficient entry as we arrived from the southwest. We also should have briefed the pattern prior to arriving in the vicinity.

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Original NASA ASRS Text

Title: First Officer aboard a corporate CL604 expressed concern the Captain was insufficiently schooled in traffic patterns at non-towered airports.

Narrative: As we approached our destination; which is a non-tower/uncontrolled airport - we heard on the UNICOM frequency a single engine aircraft in closed traffic; report on left downwind for Runway XX. The ILS at this airport was on Runway XY; a 5000 FT runway with a 1 degree upslope. For these reasons; the captain had expressed his preference to use Runway XY. I reported our position 10 MI out and then later on the midfield overhead for Runway XY. As we approached the airport we heard an air carrier announce its position northeast of the field and that it would use whatever runway became the commonly used runway; in fact they mentioned they didn't care which. As we entered the pattern at approximately 1500 FT AGL; the air carrier (5 miles out) announced it would use Runway XX. At this point the flying pilot (Captain) declared he would accommodate the prevailing traffic (with a sense of frustration). He directed me to report entering a right downwind to Runway XX. I queried him twice as to this choice stating my understanding that we should make left traffic - not right. He declared his intention to continue in right traffic. As I didn't think the time was appropriate to argue the point; I reported us turning onto the right downwind to Runway XX; at which point an unknown person (I expect from the FBO on the field) stated on the UNICOM frequency that left traffic was the accepted pattern on this runway. With greater frustration the Captain told me to report an extended left base for XX. At this point in time we were still east of the field. We turned southwest and made a 270 degree turn to enter the left base to final. There was no direct conflict that involved avoidance maneuvers with other aircraft and the sequencing worked out between us and the light aircraft and the air carrier. It became apparent later; the light aircraft was a student pilot in closed traffic. I expect the Captain thought the light aircraft would give way to a larger jet. Upon landing and while discussing this with the personnel at the FBO; I learned that the airport strictly adhered to the left traffic pattern guideline. I have always adhered to this practice in my career. At those times upon departure; when a turn contrary to the preferred traffic pattern direction was most efficient; I have always climbed above pattern altitude before making the turn. On this flight; it was clear that anywhere in close proximity to the destination was not the place to brief the arrival including traffic patterns. Briefings were very short for the entire duration of this contract; something I've noticed previously among the 'Old School' pilots. On my part; I hadn't considered traffic patterns in much detail; assuming; incorrectly; that we would use the correct pattern. That and the fact that I felt to some extent I was along for the ride and not in a real position to contribute to the flight. Although I have been in aviation for 20 years of which; for the last 12 years; as a Captain leading flights to all parts of the world and considered myself a qualified crewmember. This pilot complained a lot to me and the passengers; that he disliked uncontrolled airports and smaller fields such as this; before and after this flight. Even though the aircraft was well able to land on a runway of this size; (landing distance was 2400' and landing field length 4000'). This attitude may have contributed to his predetermined conviction to land on the upslope runway; regardless of prevailing traffic. A better alternative on this flight would have been to simply enter the left downwind to Runway XX; a practical and more efficient entry as we arrived from the southwest. We also should have briefed the pattern prior to arriving in the vicinity.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.