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Take this scenario: An aircraft is flying a standard left hand traffic pattern and is turning base when the pilot spots another aircraft flying a straight in GPS approach and is on a colision course with him. Who has the right of way and who has to go around?

Who ever is at a lower altitude usually is the rule.  Plus I believe IFR over VFR, but I don't know that for sure.  I usually always yield to other aircraft, out of courtesy, and because even if I'm right, everyone loses in a mid-air.

Take this scenario: An aircraft is flying a standard left hand traffic pattern and is turning base when the pilot spots another aircraft flying a straight in GPS approach and is on a colision course with him. Who has the right of way and who has to go around?

That's easy. The guy on base has to go around, because the guy flying the GPS approach not only hasn't bothered to announce on the CTAF, he's not looking for traffic. And he's flying a Cirrus, which means if anyone hits him, he can just pull the parachute... what does he care?

Thank you very much for the insight on my question. Just to clarify both aircraft had been transmitting correctly on the UNICOM.
Thanks again,
C170B

Just to clarify both aircraft had been transmitting correctly on the UNICOM.

I figured they had, in your scenario... which raises an important point: the radio does not keep you safe, ultimately.

I figured they had, in your scenario... which raises an important point: the radio does not keep you safe, ultimately.

That's why they call it VFR. Always keep a lookout for traffic.

I figured they had, in your scenario... which raises an important point: the radio does not keep you safe, ultimately.

That's why they call it VFR. Always keep a lookout for traffic.

And don't forget that "VMC" implies the same thing, even if you have not closed your IFR plan yet. 

I was almost in that exact situation. On the downwind, looking left to make my turn to base, a twin engine Aztec on a GPS approach was on a straight in. I knew he was coming in, as he had been polite enough to call in at 10 miles and 4 miles out.

He hollered he was a little over a mile out, and I saw him. I just announce I would extend my downwind leg, and followed him in. He was faster, so I knew it would not take him long.

My concern regarding your answer, Rottydaddy, was the going around part.  You are already on base leg, descending and slowing. If you go around, you will have to cross over, under, or (gulp) infront of the straight in apporaching aircraft? You have to gun the engine, and climb. There is still a good risk for collision. Turn back to downwind may be an option, depending on the size of the pattern, but if its smaller, as it usually is in a 172..?

[quote]I was almost in that exact situation. On the downwind, looking left to make my turn to base, a twin engine Aztec on a GPS approach was on a straight in. I knew he was coming in, as he had been polite enough to call in at 10 miles and 4 miles out.

He hollered he was a little over a mile out, and I saw him. I just announce I would extend my downwind leg, and followed him in. He was faster, so I knew it would not take him long.

My concern regarding your answer, Rottydaddy, was the going around part.

I am learning at an uncontrolled airport. I see the upwind leg used a lot there actually.

Its a single strip. Someone who wanted to come in straight from one direction, gets on the local freq and discovers that the pattern is being used the other direction, or the wind changed since their flight planning. They will take the upwind, and usually cross over at mid-field.

I agree with your above statement tho. Turning back to downwind just sounds bad. In my case, I did not have to deal with it. I was still on downwind.