Contents

Airport Pattern Authority
Except for traffic conditions where ATC (Air Traffic Control) has override powers, airport pattern directions, and altitudes are decided by local jurisdictions. It is often difficult to find out just why a particular local rule exists. I know of an airport where a 10 degree heading change was required shortly after takeoff. This requirement existed years after the original home and person making the turn necessary were long gone. Much like the 7000' winds aloft figures that existed for years only because it had always been there.

Pattern Safety
It is a matter of self-preservation that the pilot should be aware of the world around him. What we hear over the radio and from the airplane gives information of varying significance. Out eyes should tell us of the signs of wind direction and velocity. (ATIS can be an hour old) Wind acts as a weather forecaster. Learn to read the wind. What we see serves as a double check to confirm existing conditions.

When traffic gets heavy you can sense when the controller is getting behind. He may mention the number of planes he's working or tell someone to remain clear for a few minutes. You can help the situation by going elsewhere, offering to change runways or making a full stop.

Separation is the controllers sequencing problem and the pilot's responsibility is to fly a pattern size and speed that will make the ATC system work. Being under ATC control does not relieve the pilot of his see and avoid responsibilities. The pilot MUST not rely on the controller for separation. Ask the controller to call your traffic, base turn, or spacing maneuver or get approval to do these on your own. The vigilance of the pilot in a controlled pattern is just as important as in an uncontrolled pattern.

Knowing where to look is a big part of the pilot's solution. Knowing checkpoints is not just for your arrival and departure and radio procedures. Knowing checkpoints allows you to be sensitive to where a traffic conflict is likely to occur and then gives you options for your taking avoidance measures to help ATC. Little things, like going to slow flight, offering to change runways, squaring your pattern, or requesting a 360 can take the pressure off the controller. One 'idiot' in the pattern can make it difficult for everyone.

Any accident you have in an airplane is almost certain to be ruled by the FAA as a violation of the FARs. FAR 91.113(b) says, "When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid another aircraft. " FAA lawyers have written and interpret the ambiguity of all the FARs. The standards of see and are seen vigilance is absolute in that if you have a midair accident you were not vigilant. The maintenance of "perfect no accidents ever" vigilance exceeds possibility. The courts have had more reasonable interpretations of the absoluteness of this FAR vigilance requirement.

Takeoff/Pattern Procedure
Standard operational procedure requires that no turns are to be made during takeoff until reaching the end of the runway unless ATC directs otherwise. There is a safety reason for this since it avoids traffic conflict in aircraft entering on the 45.

Why 30-degree Banks
If a 30-degree bank is safe, 20-degree is safer. Not so. Is a limit of 20-degrees in the traffic pattern being over cautious? There is no significant increase in load factor at 30 degrees, you still have sufficient of margin for error, and you will soon become comfortable with that bank.

One of the very first flight lessons I give consists of a demonstration/student performed 30-degree hands-off banking circle. I prove to them that the 30-degree bank is the most stable of banks. Any bank angle of more or less than 30-degree requires the application of opposite aileron to counter the inherent stability of the aircraft for the 30-degree bank. I do teach some cross-control Dutch rolls and stall entries but I do not want them being performed in the pattern at pattern altitudes. By trimming for the level 30-degree turn, (1/2-turn down) the angle of bank can be held very easily with the rudder. Every student should have this experience.

A related experience for the student is to trim for level flight and make some rudder-only turns at shallow angles. One of the learning experiences from such turns is the demonstration that leveling the wings will cause an increase in altitude. This explains the necessity for anticipatory thumb pressure on rolling out of turns.

The major objection to 30-degree banks has to do with the discomfort that they give passengers. Much as landing on one wheel in crosswinds can and should be explained to passengers, so should the 30-degree bank be explained. The fact is that a 30-degree bank has a negligible increase in g-loading of only 15/100-ths of a g.

I first came on the problem of the shallow pattern bank when controllers complained to me that it was often very difficult to tell if a aircraft's wings were just being held one-low, wobbling, or turning. A low wing can take 100 fpm off the rate of climb. There is no intrinsic greater safety in a 20-degree bank over a 30-degree bank for the flying student.

It is far more important in the pattern for the student to maintain airspeed and coordination. Banking more or less than 30 degrees is acceptable as long as excess rudder is never used to increase the rate of turn. This is an IFR standard rate turn device on instrument approaches sometimes known as ruddering-it-around that is not a part of this learning situation.

While 45 degrees coordinated bank has no basic problems you are not leaving enough margin for error. Should a distraction occur that causes an additional bank increase and possibly a slowing or lack of coordination. The stall speed in a 45-degree bank is only slightly less than normal approach speed. Not much less, but less. Stall speed is unpredictable in a skid, and it is very likely that only the trailing wing will stall. When the wing drops, instinctive use of the aileron to pick it up will only aggravate the stall and most likely turning it into a spin.

Patterns Using the Heading Indicator
I was a math teacher for many years and used to teach the kids how to do tricks with numbers. The sum of the digits is just a shortcut for knowing when you have turned 90-degrees. 360 if you add to get the sum of the digits gives 3 + 6 + 0 = 9. 90-degrees to the right you get 090 = 9. Another 90 degree turn gives 180 or 1 + 8 + 0 = 9. Next turn gets you to 270 2 + 7 + 0 = 9.

The sum of the digits works for all other headings that are 90-degrees from another. It is just an easy way to remember the number you are turning to when most of your turns are 90-degrees. If I recall correctly Auburn's primary runway is 25. In flying a no-wind pattern you would take off on a heading of 250. 2 + 5 + 0 = 7. Your left crosswind heading would be 90-degrees to the left or 1 + 6 + 0 = 7. Your downwind left turn would be to 070 = 7 and base would be to 340 3 + 4 + 0 = 7. This is quite easy to do by looking at the heading indicator.

The numbers on the heading indicator are a great help when you are making a base entry at a controlled airport. For right base the runway number will be to the right side of the HI. For a left base the runway number will be to the left side of the HI. When entering a left 45 entry for 25 at Auburn the runway heading will be at the lower left 45 position of your HI. This works for all runways and all airports. It makes making 45 entries to downwind much easier.

For most compass numbers the reciprocals can be quickly obtained when the first digit is 0 or 1 by adding 2 to the first digit and subtracting 2 from the second digit. When the first digit is 2 or 3 subtract two and add two to the second digit. Third digit is always the same.

I've had a number of students express interest in the sum-of-the digits relationship between all the compass numbers that are 90, 180, or 270 degrees from a given number. I find this quite helpful when making pattern turns.

030 = 3...... 060 = 6
120 = 3....... 150 = 6
210 = 3 .......240 = 6
300 = 3 .......330 = 6

It even works on

045 = 9
135 = 9
225 = 9
315 = 9

Landing Suggestions
--On downwind pick a go-around point for the runway
--Rig every preflight with a discrepancy
--Use the squat test after your preflight
--Every takeoff contains an abort
--Every landing contains a go-around
--Use a tape recorder

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