If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#11
|
|||
|
|||
It only takes one...
"Kyle Boatright" wrote in message . .. In my local area, there are enough public and private fields that one is in range 80% or more of the time if I'm above 5,000' AGL. That makes me feel a little better about leaving the pattern. As the old farts say, the question isn't "if?", but "when?" the engine will fail. I try and stack the odds in my favor if the answer to the question is "now"... Then I guess you don't fly out of a field that is under class C airspace. We have to fly about five miles away from the field before we can climb above 1200 feet. There are no landing fields in that five miles. Even worse, that means that all of the light plane traffic is concentrated in about 200' of altitude, greatly increasing the chances of two (or more) planes trying to occupy the same dab of airspace at the same time. FAA's reason for this arrangement is to "increase safety". Still, we seem to survive. Vaughn |
#12
|
|||
|
|||
It only takes one...
|
#13
|
|||
|
|||
It only takes one...
I correctly made radio calls of RIGHT downwind, RIGHT base, and final. G I've been ribbed enough about it that it no longer counts! Barry, I frequently fly RH pattern to the unused cross wind runway.. Of course I announce my intentions and keep a sharp eye for anyone that might get confused by me... But this IS an uncontrolled airport... Training maneuvers and practicing emergency procedures is legal... No one ribs me about it they don't even mention it... denny |
#14
|
|||
|
|||
It only takes one...
On 5/1/2007 11:12:37 PM, "Mortimer Schnerd, RN" wrote:
I'm not arguing with the general point of your posting but I will take a poke at your assertion about being outside of gliding range of the field. Isn't this guideline based on the theory that there is a higher chance of engine failure during changes in power settings? A reduction of power while entering the pattern, I recall reading, presents a statistically higher chance of engine failure than while at cruise. -- Peter |
#15
|
|||
|
|||
It only takes one...
Denny wrote:
I correctly made radio calls of RIGHT downwind, RIGHT base, and final. G I've been ribbed enough about it that it no longer counts! Barry, I frequently fly RH pattern to the unused cross wind runway.. Understood. I did it to the in-use runway at an uncontrolled field, with other guys in the published pattern. They took it in stride, and spaced me right in. What I did still deserved a "poke" or two, because of the intentions involved. G |
#16
|
|||
|
|||
It only takes one...
"Kyle Boatright" wrote in message . .. This evening, one careless, clueless, oblivious, inattentive (choose one) pilot made a shambles of the pattern at my home field for 10 minutes. It was 20 minutes before dusk and the flock was returning home - there were aircraft in the pattern and at least 3 inbound. A guy (in a Cessna) announced a midfield crossover entry into the pattern for a touch and go, but indicated that he'd have to extend his downwind because he was 500' above pattern altitude. Fair enough, I thought - the guy is gonna fly a normal downwind + 1/2 mile. Long story short, the guy flew a normal downwind plus 2.5 miles, and his downwind was literally a mile wide to boot... So the airplane behind him (another Cessna) had to fly the same B-52 pattern, the Grumman behind *him* had to fly a B-47 pattern, and I followed with a B-29 pattern. Two inbound aircraft recognized that the traffic pattern was a mess and opted to do loiter outside the pattern to let things correct themselves. Then the original Cessna flying doofus flew an abbreviated upwind and crosswind after his touch and go and cut off the folks who had loitered waiting for everything to sort itself out. Aargh! I don't think I'll ever understand this type of pilot... The question in my mind was... Did the Cessna flying doofus even realize that A) he was flying a dumb and dangerous pattern, being outside of gliding range from the field, or that B) he caused a bad chain reaction in the pattern.?? As I said: It only takes one. One? http://www.avweb.com/news/pilotlounge/189177-1.html February 20, 2005 The Pilot's Lounge #84: Arrogance, Etiquette And Big Fat Traffic Patterns 'Are you going to land here or keep going on downwind into the next county?' It's painful to be in the pattern behind a pilot who thinks a stabilized final approach in a Cessna means a two-mile final. But just what are the rules and safe practices regarding the size of a traffic pattern? AVweb's Rick Durden looks into it this month in The Pilot's Lounge. By Rick Durden, Columnist |
#17
|
|||
|
|||
It only takes one...
We shall term this the "McNicoll effect", for while being entirely
within the bounds of the law, was being a complete ass and mucking it up for the rest of us. Excellent. Well done. Actually, I think you are really on to something here. This newly coined phenomenon could explain much about what happens in the air -- and on the ground. In fact, this "McNicoll Effect" just might explain everything that is wrong with our society -- and even the world! There is so much of this sort of thing going on -- often completely unexplained -- that some sort of a blanket explanation was just begging to be discovered. And you did it! Dang, Gnu, you may have just tipped the sociological and political world on its ear today -- good show! :-) -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#18
|
|||
|
|||
It only takes one...
On Wed, 2 May 2007 08:19:42 -0400, "Peter R."
wrote: Isn't this guideline based on the theory that there is a higher chance of engine failure during changes in power settings? A reduction of power while entering the pattern, I recall reading, presents a statistically higher chance of engine failure than while at cruise. Of course you change your power at the beginning of a climb, top of the climb, beginning of a descent, and the bottom of the descent. If you are flying IFR you will do this a number of times and you may not even be able to see the ground much less be looking for a good landing spot. If you are flying an ILS approach you are certainly not within gliding distance of a runway. But take heart. As has been pointed out many times most accidents are not the result of mechanical failure. |
#19
|
|||
|
|||
It only takes one...
Flying the pattern also means understanding who's ahead or behind you. It's
unrealistic to expect a G-V fly a pattern behind a guy in a 150. Both of my planes have a difficult time flying a pattern with a 150- I need to be at least at 100, and preferably 120k. Otherwise I'll be hanging on the prop in slow flight, and SOL if the engine quits, or in the other case, well below Vyse if an engine quits. Neither is a good situation. Yet, flying a wider and faster pattern commensurate with the safer speeds often leads me to be either cut off, or having to do S turns for the 150 pilot doing a five mile 65K final. The same guy who flies the 5 mile final also tends to use all of the 5500 foot runway to turn off as a matter of convenience. So, how about thinking about the people behind you as well as in front of you in the pattern? "Matt Barrow" wrote in message ... "Kyle Boatright" wrote in message . .. This evening, one careless, clueless, oblivious, inattentive (choose one) pilot made a shambles of the pattern at my home field for 10 minutes. It was 20 minutes before dusk and the flock was returning home - there were aircraft in the pattern and at least 3 inbound. A guy (in a Cessna) announced a midfield crossover entry into the pattern for a touch and go, but indicated that he'd have to extend his downwind because he was 500' above pattern altitude. Fair enough, I thought - the guy is gonna fly a normal downwind + 1/2 mile. Long story short, the guy flew a normal downwind plus 2.5 miles, and his downwind was literally a mile wide to boot... So the airplane behind him (another Cessna) had to fly the same B-52 pattern, the Grumman behind *him* had to fly a B-47 pattern, and I followed with a B-29 pattern. Two inbound aircraft recognized that the traffic pattern was a mess and opted to do loiter outside the pattern to let things correct themselves. Then the original Cessna flying doofus flew an abbreviated upwind and crosswind after his touch and go and cut off the folks who had loitered waiting for everything to sort itself out. Aargh! I don't think I'll ever understand this type of pilot... The question in my mind was... Did the Cessna flying doofus even realize that A) he was flying a dumb and dangerous pattern, being outside of gliding range from the field, or that B) he caused a bad chain reaction in the pattern.?? As I said: It only takes one. One? http://www.avweb.com/news/pilotlounge/189177-1.html February 20, 2005 The Pilot's Lounge #84: Arrogance, Etiquette And Big Fat Traffic Patterns 'Are you going to land here or keep going on downwind into the next county?' It's painful to be in the pattern behind a pilot who thinks a stabilized final approach in a Cessna means a two-mile final. But just what are the rules and safe practices regarding the size of a traffic pattern? AVweb's Rick Durden looks into it this month in The Pilot's Lounge. By Rick Durden, Columnist |
#20
|
|||
|
|||
It only takes one...
On 5/2/2007 9:47:13 AM, ArtP wrote:
Of course you change your power at the beginning of a climb, top of the climb, beginning of a descent, and the bottom of the descent Not in my case. My turbo-normalized Bonanza is typically run at WOT from take off thru approach/pattern (depending on IFR or VFR and also depending on how turbulent the air is). The first throttle reduction would be just before the IAF or a few miles outside the traffic pattern. -- Peter |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
See if you have what it takes to be a pilot !!! | Dave Kearton | Aviation Photos | 24 | January 7th 07 09:59 AM |
Do you have what it takes? | Flyingmonk | Piloting | 6 | February 4th 06 05:22 PM |
What Kit takes a TCM IO-240 | Bob | Home Built | 8 | December 22nd 04 02:36 AM |
What Kit takes a TCM IO-240 | Bob | Home Built | 0 | December 18th 04 05:38 PM |
DG takes over LS | Greg Arnold | Soaring | 3 | March 3rd 04 08:32 AM |