Standard Traffic Pattern altitudes are 1,096 feet MSL piston aircraft, 1,896 feet MSL turbine aircraft.

Normal traffic pattern flow is
Runway 22L - left traffic
Runway 22R - right traffic
Runway 4R - right traffic
Runway 4L - left traffic
If traffic allows, turbojet aircraft will use left traffic for runway 22R and right traffic for runway 4L.

SierraFoot note: The provision above is an exception to standard practice, which would call for right traffic on 22R and left traffic on 22L, Mather's shorter runway. This field procedure keeps jet approaches on the south side of the field, over generally rural land instead of over residential areas to the north. This noise abatement procedure requires traffic for 22R/4L to cross the approach paths normally used for 22L/4R, the 11,000-foot runway. Normally jet traffic uses 22L, with left traffic as the standard that would be expected by all pilots, including those unfamiliar with this specific airport. This is an example of a left traffic approach for an arrival from the south, using the approach course as the base leg of the landing pattern for left traffic to Runway 22L. Click on the small image to see this at full resolution.

ATC noise abatement procedures in effect from 2200 to 0600.

Runways 22L/R Departures: All jet departures turn left to and maintain heading 090 through 4,000 feet MSL before proceeding on course. Northbound departures maintain 090 heading until passing through 6,000 feet MSL prior to proceeding on course.

SierraFoot note: This sample of this procedure is for a northbound departure. Click on the small image to see this at full resolution. Nonpilots should note that headings used in air navigation are magnetic headings, as would be seen on a magnetic compass, and differ from true headings by the locally-specific variation of the earth's magnetic field relative to true directions. Thus a heading of 090 degrees in the Sacramento area is in an east/southeast direction instead of running due east. When this flight track image was captured the departing freighter was climbing through an altitude of 11,811 feet.

Runways 4L/R: All jet departures turn right heading 100 until reaching 4,000 feet MSL, northbound departures maintain 100 heading until passing 6,000 feet MSL.

Arrivals form the North and East: Vectors to intercept the approach east of CAMRR (20nm from the runway end) at or above 6,500 feet MSL.

SierraFoot note:  The two approaches shown below are examples of such arrivals, showing the aircraft as it passes through CAMRR, descending through 6,500 feet. Such approaches frequently are flown as Constant Descent Approaches. The most common deviation from constant descent is to reach 6,500 feet farther out than CAMRR and to fly level until reaching it and joining the ILS glide slope. Click on either image to see it at full scale. An approach with the freighter tracking the Mather ILS localizer course frm as far out as Squaw Valley. This is the most common approach route to be flown as a CDA (Constant Descent Approach) for minimum noise over El Dorado Hills and Folsom. An approach from the direction of South Lake Tahoe. The freighter is turning onto the Mather ILS localizer course at CAMMR, the Initial Approach Fix, as it descends through 6,500 feet.

Arrivals from the South through the Southeast: Vectors to intercept the approach east of LDOOR (15nm from runway end) at or above 5,000 feet MSL.

Aircraft entering a downwind from the Southwest of Mather must turn final prior to 10 miles. If unable, aircraft will be vectored to intercept final approach east of LDOOR at or above 5,000 feet MSL.

Pilot information on noise abatement (916 874-0359)

• Airport curfews  -  None
• Noise level limits - None
  

  Sierrafoot note:  Although the airport does not have its own explicit noise limits, it is governed by a Sacramento County standard requiring a maximum CNEL noise level of 60 dB in residential areas. This is 5 dB below the state standard of 65 dB CNEL as the threshold between reasonable and unreasonable noise levels.

• Stage 2 restrictions - Stage 2 airplanes >75,000 lbs are prohibited from operating at airports within the 48 contiguous states.
• Stage 2 phaseout - U.S. Stage 2 Phase out complete as of 12/31/1999 (CFR Part 91.801). Stage 2 airplanes >75,000 lbs are prohibited from operating at airports within the 48 contiguous states.
• Stage 3 restrictions - None
  

  Sierrafoot note: Restrictions on noise produced by aircraft have been made more stringent in stages over the past 40 years. The first level of restriction was Stage 1, the second Stage 2, the third is Stage 3. Stage 4 is the newest stage, and applies to the newest aircraft. Most aircraft currently in service are certified for compliance with Stage 3. U.S. regulation is through FAR 36 (14CFR36), Part 36 of the Federal Aviation Regulations, with corresponding restrictions defined internationally by IATA Annex 16.