Airport Departures
The departure from an airport begins with the preflight, progresses through the run-up, and to the entrance of the runway. The first step in any departure is to clear the approach area. This includes the close-in base from either side. There are several different takeoffs and each of these have variations. (See Takeoffs) The normal takeoff is an early lift-off and climb at Vy, which is the usual noise-abatement climb and gives the most altitude over duration of flight.

The initial climb is normally straight out until reaching a locally determined altitude at which turns are permitted. At the turn altitude all the departure options exist. Common departures are:
1. Straight out
2. Left/right standard 45 degree
3. Left/right crosswind
4. Left/right downwind
5. Left/right 270

To all of these can be appended the term "on course...destination. This 'on course' has the advantage of being more precise as to direction. This means that ATC and other listening aircraft will have a better means of finding you. During the climb you should be varying your heading so as to clear below your flight path Never make a turn without first clearing. When you level off select an altitude within 3000' AGL (Above ground Level) that avoids thousands and five-hundreds. The airport departure is second only to the landing as a hazard area.

From a single runway there are nine standard departures that may be requested if there are no special considerations. If departures can be made from both ends then we have a total of eighteen. If left traffic is standard there are two of these eighteen that need not be requested. They are the two left standard (45 degree) departures, one from each end. If no request is made you are expected to make a left standard departure. The tower may ask for confirmation of as standard departure just to make sure. From any ATC controlled runway you can request a...(they can, also, say no......on course (destination) may be appended to any of these. A low visibility or weather related departure would be to request a climb in the pattern.

The crosswind takeoff requires a distinct set of procedures from the crosswind landing. You hold the yoke full over into the wind and maintain directional control with the rudder. Keep the aircraft firm on the runway until reaching just short of normal lift off speed. Level the yoke, pop the plane into the air and apply rudder to crab into the wind while flying in ground effect. I do not believe that partial aileron has any particular advantage in this sequence.

Runway heading is the magnetic direction that corresponds with the runway centerline extended, not the painted
runway number. When cleared to "fly or maintain runway heading," pilots are expected to fly or maintain the heading that corresponds with the extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual magnetic heading of the runway centerline, fly heading.

Class-D Airport Departures
If no request is made you are expected to make a left standard departure. The tower may ask for confirmation of as standard departure just to make sure.
From any single runway you can request a...
--straight out
--left crosswind
-- left downwind
--left 270
--right standard
--right crosswind
--right downwind
--right 270

You can  just say request left/right turn on course (destination) The advantage of naming a destination is that other aircraft are given a more specific idea of the flight line you will be flying. A low visibility or weather related departure would be to request a climb in the pattern.

Typical call would be..."Podunk tower Cessna 1234X ready 32 request right 270 on course Lost Hills" No punctuation should be used in talking or writing airplane.

Noise Abatement
The FAA lets local jurisdictions set patterns as to altitudes, direction, minimum turn altitudes, routes, etc. Once saw a Swiss airport diagram which directed avoidance of individual homes, groups of homes and buildings in such a manner that the airport pattern resembled a sports car racetrack.

At Concord different runways have different local rules and preferences. Left turns off 32L are prohibited until past the second set of railroad tracks. No turns are allowed below 600' AGL. No descent is to be made (recommendation) until turning base on any runway. For noise abatement one runway direction may be designated at the landing runway while another runway direction is used for takeoff. Only a certain number of planes are allowed to be based on the field. There are four assigned arrival and departure routes for helicopters. Inside the Class D airspace they are to maintain 600' AGL. When the tower closes, left patterns are flown even for right runways. This last item varies among airports.

There is no one source for a visiting pilot to find this information. The A/FD has several items such as hours of operation, pattern altitudes, and after-hours procedures. The runup areas have signs with special instructions for departing aircraft and pattern turn altitude minimums. The airport lobby will often have noise-abatement diagrams showing routes to use for high sensitivity area avoidance.

The airport (CCR) is surrounded by noise sensors, which can be cross-checked with a particular time and aircraft on the ATC tapes when someone in the area makes a complaint. Places like SFO have an automatic alarm system on its sensors where the tower is notified when a certain decibel level is exceeded.

The root problem is the permitting encroachment of homes on airport flying space. Because of the 'noise' the land is relatively cheap. Once enough homes are built the 'noise' becomes a political problem. Pilots who learn to fly at airports where noise is not a problem tend to slow down before reaching the numbers and then descend at the numbers. This type of pattern is not accepted at airports like CCR. It is relatively common to be told to extend your down-wind at CCR because of traffic. For that reason, among others, The downwind altitude is supposed to be maintained. (Pattern used to be 800')

A very minor adjustment in landing procedure makes the 1000' pattern work quite well. Cruise speed is maintained until the numbers. Altitude is maintained until deceleration to approach speed. Interestingly, this sets beautifully Cessna 45 degrees for the 'key' position turns to base.

Flying the Pattern
There is a helpful logic behind Concord's ATC always requesting that you report a two-mile final or two-mile base. A 45-degree entry to downwind to a mile-long runway would allow a mid-field downwind turn 1/2-mile from the numbers. A 45-degree entry to downwind to a shorter runway should be made at the departure end to prevent the optical illusions that lead to close-in downwind patterns. With a half-mile to do the pre-landing before reaching abeam the numbers, another half-mile to slow down and reach the key position, still another half-mile base, and a half-mile final we have adapted the ATC two-mile base and straight-in call-up distances to the basic downwind entry.

In the landing practice pattern the takeoff and climb to downwind can be just a precise as any other part of the pattern. The lift off occurs at Vso or slightly higher in crosswind conditions. Climb is delayed until Vy unless Vx is a requirement. Runway alignment is maintained with crab as appropriate with at least one visual check around 300 feet. Takeoff ranks #2 behind landings as a source of accidents. You can't achieve a successful landing without first making a successful takeoff.

The turn to crosswind is initiated after visually clearing the turn area and selection of a visual or heading reference. In the turn the eyes and head are not turned but are used to maintain attitude, bank and airspeed until the visual point comes into view. Very slight forward pressure is used both during entry and recovery from turns if a constant airspeed is to be maintained. At the thirty-degree point of bank, backpressure is used to maintain airspeed. All climbing turns are with coordinated controls at altitudes according to local practices at Vy. Entry and recovery from the turn bank is coordinated with anticipated rudder and aileron as required by the direction. Begin turn recoveries 15 degrees early. Left and right climbing turns are significantly different and should be practiced equally.

Just where the turn to downwind occurs is usually determined by wind and terrain conditions but occasionally traffic may require turns sooner or later. The width of the downwind must be adjusted wider for any wind that blows the aircraft toward the runway and closer to prevent a wind from blowing the plane too wide. This downwind adjustment is a critical flight positioning of the pattern, which can only be made with repeated exposure to varying conditions. A short base is a prelude to tragedy.

Leveling the aircraft at pattern altitude and anticipating the amount of trim required must be done according to the downwind speed desired. There is no one best way to select this speed. My personal preference is to use level cruise speed for several reasons. Trainers are the slowest aircraft in the air. Using a slow trainer speed downwind places unfair hardship on non-training aircraft in the pattern. The cruise speed is a familiar trim, power, and sound condition. The reduction of power at the numbers while maintaining heading and altitude gives a relatively constant key position for the base turn. Most urban airports require (request) that pattern altitudes be maintained until turning base. This technique allows each aircraft to select its pattern key position according to its performance.
Making Friends in the Pattern
---Learn how to correct for the problems created by others.
---Instantaneous slow flight when #3, conflicting base traffic or on extended downwind.
---Learn how to make short and short-short approaches with and without flaps
---You slowdown to get down
---Slower reduces turn radius and shallower bank angle for S-turns and maneuvers
---Slower final provides more options
---Slow flight skills are required in the pattern
---Practice flight changes from slow flight to cruise and back with turns.
---Use the same procedure and sequence for a straight-in as for a regular pattern
---Two airplanes can be on the same runway, ATC requires 3000' intervals

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