THE LAST WORD ON VERY BIG TRAFFIC PATTERNS

I've spent time in several columns on the subject of big–really big–traffic patterns. That horse isn't quite dead yet, so I'm still committed to beating it.

The general theme has proceeded from my observation that the majority of single-engine pilots fly less than safely in the pattern by consistently extending well beyond the gliding range of their aircraft.

Why do so many do this? I advanced a whole list of reasons last month, but didn't quite finish: one that should definitely be added is the way "stabilized approaches" are taught by many instructors. It is common, even in little 152s, to hear CFIs teaching "…85 kts on downwind, 75 on base, 70 on final and 65 on short final." No wonder people fly big patterns–it takes a lot time and room to do all that! A much better–and safer–procedure is to fly downwind about 10 knots or so above your target approach speed, turn base early and immediately slow the rest of the way to the speed you want at the threshold. The "early" speed decrease will actually make your approaches better stabilized, and as a bonus, you will soon find you can begin to shorten your pattern without feeling rushed. Remember, in most light singles the ideal position to turn from downwind to base is no further than 1/2 to 3/4 of a mile beyond the threshold.

To interject a note of fairness, big patterns aren't always the result of poor piloting and poor instruction. There are at least two other sources I haven't yet gotten to: other pilots and FAA controllers. Sometimes you find yourself forced to extend despite your personal wishes, either because the guy ahead is himself extending or because a controller has told you to.

Since it's always a mistake to let other people fly your aircraft, there are measures you can take to limit the harm in both these circumstances. These techniques work equally well whether the extension is FAA mandated or simply the natural outgrowth of another pilot's poor technique.

The first and best option is to slow down–way down–when instructed or forced to extend. How slow? The goal is to stay separated while remaining close to the runway–any speed that does that is fine, as long as you stay about 5 knots above minimum flying speed.

Here are some possible objections, with responses:

°What about my stabilized approach? You can always speed up later after you get the necessary separation. Speeding up on the approach is significantly easier than the reverse, so you should have little difficulty incorporating slow flight in the pattern into your skill set.

°What about forward visibility? As necessary, S turn to keep the traffic ahead in sight. The turns will further help in keeping you from extending, so they're a good thing.

°How about planes behind me? They can slow down too–everybody will be better off.

The second suggestion–really appropriate only at towered fields–is to request a 360 on downwind. When approved, the turn will kill time and help keep you close. At non-towered fields, 360s are a poor choice: without mandatory radio usage, there is no way to guarantee you won't be turning back toward another plane following on the downwind behind you.

Well, that's it: enough time spent on B-52 patterns to hopefully change a few minds. Next month, something new.

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