EAA Sport Aviation - April 2012

Keeping the transmission concise can help reduce the chatter and allow all players to get into the game. Rather than, “Block Island traffic, Cherokee 2359 Papa, turning left base for a full stop on Runway 28,” we might say something like, “Block traffic, white Cherokee, left base 28 full stop.”

LOOKING FOR TROUBLE

While position reports are a key element in traffic pattern collision avoidance, not all aircraft are radio-equipped, so keep a sharp eye out. Consider the case of the student and instructor making a practice instrument approach to Fort Collins-Loveland Municipal Airport in Colorado. The instructor made a concise sequence of position reports as the two completed each step of their practice approach procedure. Nearing the airport, the instructor suddenly came nose to nose with an oncoming ultralight. He grabbed the controls and barely evaded disaster. The ultralight pilot, operating sans radio, never even saw him.

All the best position reports in the world do nothing to increase awareness of our position for those who are on a different frequency (or wavelength!), but there are steps we can take to make ourselves more visible to others. Perhaps the simplest is to turn on the landing light for daytime flights. Especially when haze or poor lighting conditions tend to obscure our position, a brightly burning landing light can help others pick us out of the haze.

STANDARD PATTERN

We all know the standard aircraft traffic pattern: 1,000 feet above field elevation with left-hand turns, and a recommended entry made midfield at a 45-degree angle to the downwind at pattern altitude. While following standard procedures minimizes the risk of a midair collision, not all pilots follow this procedure—nor should they!

The way in which aircraft enter the pattern often depends on their type, as well as the rules under which they fly and what they’re doing. Turbojet aircraft typically fly their patterns at 1,500 feet AGL and make considerably larger patterns than the typical

trainer. Many aircraft—large and small alike—will follow an instrument approach procedure that puts them on a straight-in approach from 7 to 10 miles out or brings them into the pattern at a lower-than-stan-dard altitude. Those are the ones to listen for, and for whom we should be looking.

For our own part, we should avoid flying into the pattern until we’re ready to enter it properly, and we should watch for those flying the pattern wider, closer in, or at a slightly different altitude. Above all, we should never enter a pattern in a descent, as this is the classic setup for a midair collision—particularly when a low-wing aircraft is descending into the path of a high-wing aircraft.

We should never enter a pattern in a descent, as this is the classic setup for a midair collision.

At the busier towered airports, some of the “standard procedures” can go out the window. Controllers are likely to have us enter standard or non-standard patterns from any point, sequencing us in with other fast-moving traffic. Some of the challenges we face come in the form of requests to “expedite,” to “keep your speed up,” or to “land and hold short.” We’re often faced with simultaneous approaches to parallel runways and spacing that makes us worry about wake turbulence. Complying with controller requests requires a high degree of skill, and what trips pilots up is granting a request that requires performance beyond our capabilities or those of our aircraft. The important point for pilots to recognize is that the tower request is simply a request. If we can’t safely comply, we should respond with a phrase that includes the word “unable.” While this may cause us a delay, and foul up the controller’s otherwise great plan, it can prevent a serious incident or accident.

ABNORMAL AND EMERGENCY SITUATIONS Any time we’re in the pattern, we should be ready to cope with abnormal and emergency situations. Remember that an aircraft in distress always has right of way, so be prepared to yield to others. Keep in mind that an aircraft might do something unexpected, such as pull onto the runway and initiate a takeoff when we’re on short final. In this case, it might be appropriate to go around, and sidestep into a parallel flight path so we can keep the traffic in sight.

WHERE COURTESY COUNTS

Especially when a non-tower-controlled airport is busy, we can help maintain safety and efficiency by extending courtesy to our fellow pilots. For example, where a short runway requires a back-taxi to use its full length, an arriving pilot could extend his downwind leg to allow a departure or two ahead of him.

Likewise, an aircraft departing a busy airport should not tie up the pattern performing a run-up on the runway in use. We should be ready to go when an opening is available to us. The run-up (pre-takeoff checklist) should ideally be completed before taxiing to the departure runway to avoid undue delays.

While strobes and landing lights can help make us more visible to other pilots in the pattern, care should be taken when using these on the ground at night. Flashing strobes and brightly burning landing lights can distract or blind a pilot attempting a takeoff or landing, so be courteous and turn them off when not on the active runway.

With the coming of warm weather, we should expect to see an uptick in the traffic count wherever we go. By knowing what to expect and having a plan to deal with it, we can cope with the madness that comes when May turns to mayhem.

Robert N. Rossier, EAA 472091, has been flying for more than 30 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.