Pietenpol-List: Single strand of bungee
Posted: Wed Aug 04, 2010 1:06 pm
Original Posted By: "kevinpurtee"
Subject: Re: Pietenpol-List: Re: Brodhead flybysBill, Minor variations to pattern flying is expected and anticipated based upon severalfactors aircraft configurations, nuiances,wind/weather conditions and obviouslythe remote possibility of a declared or implied emergency, all within reason.Cutting in or cutting off aircraft in the pattern is foolishly dangerousand unnecessary, onlyacceptable only in cases ofdeclaredemergency, which everyonein the patter would be aware of assuming the emergency was visually obviousor declared on the radio. Cant say I buy Dan's argument that a small pattern is preferred over the 3/4 milebig fat pattern hold much creditability in my mind. Either you trust your enginesreliability and performanceor you don't fly. Flying aclose in pattern because you may have an engine out is no different thanthesame concern foran engine out on departure or in route, I see little differencein the condition and more in the outcome of the event.The possibility ofan engine out is always there to some degree when relying on any piece of machinery,however I cant rationalize flying a tighter pattern on the possibilityof that occurring. I would suspectif that's a concern that prevails based uponpast performance or other information the flight should not take place. Engineout on departure is a more frightening possibility than on approach, not thatanyone wants either. The airplane, I believe is well satisfied and happy to stay on the ground. It isthe decision ofpilot and responsibility to make certain its worthy of flighton each trip and if concerns are warranted maybe its not such a good day to fly.Again just opinions, itmay be something worthy ofpublication in the news letterprior to the gathering, no big shakes just a reminder to the community for thesafety and sake of all in attendance. John Having stated that I was taught to fly an arc to landing in a biplane, let me alsosay that in a high-wing especially, I prefer a square turn from base to finalso I can get one last check that someone isnTt racing in on a straight-in.I totally agree with having an understanding between pilots on how to approachand fly the pattern and the suggestions here are good (as are the AIM) " justshort of creating rules. Also, unlike closing the extra runways, there isnTta way to communicate the agreed procedures to a new arrival until after theyTreon the ground.YouTre totally right John that we should all utilize the commonly accepted procedureswe are all taught " somehow I got the feeling we might be headed towardsvigilantism and I was concerned that a C-150 pilot might criticize a Hatz orPitts pilot for flying a little different (or visa-versa).Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Single strand of bungee
Subject: Re: Pietenpol-List: Re: Brodhead flybysBill, Minor variations to pattern flying is expected and anticipated based upon severalfactors aircraft configurations, nuiances,wind/weather conditions and obviouslythe remote possibility of a declared or implied emergency, all within reason.Cutting in or cutting off aircraft in the pattern is foolishly dangerousand unnecessary, onlyacceptable only in cases ofdeclaredemergency, which everyonein the patter would be aware of assuming the emergency was visually obviousor declared on the radio. Cant say I buy Dan's argument that a small pattern is preferred over the 3/4 milebig fat pattern hold much creditability in my mind. Either you trust your enginesreliability and performanceor you don't fly. Flying aclose in pattern because you may have an engine out is no different thanthesame concern foran engine out on departure or in route, I see little differencein the condition and more in the outcome of the event.The possibility ofan engine out is always there to some degree when relying on any piece of machinery,however I cant rationalize flying a tighter pattern on the possibilityof that occurring. I would suspectif that's a concern that prevails based uponpast performance or other information the flight should not take place. Engineout on departure is a more frightening possibility than on approach, not thatanyone wants either. The airplane, I believe is well satisfied and happy to stay on the ground. It isthe decision ofpilot and responsibility to make certain its worthy of flighton each trip and if concerns are warranted maybe its not such a good day to fly.Again just opinions, itmay be something worthy ofpublication in the news letterprior to the gathering, no big shakes just a reminder to the community for thesafety and sake of all in attendance. John Having stated that I was taught to fly an arc to landing in a biplane, let me alsosay that in a high-wing especially, I prefer a square turn from base to finalso I can get one last check that someone isnTt racing in on a straight-in.I totally agree with having an understanding between pilots on how to approachand fly the pattern and the suggestions here are good (as are the AIM) " justshort of creating rules. Also, unlike closing the extra runways, there isnTta way to communicate the agreed procedures to a new arrival until after theyTreon the ground.YouTre totally right John that we should all utilize the commonly accepted procedureswe are all taught " somehow I got the feeling we might be headed towardsvigilantism and I was concerned that a C-150 pilot might criticize a Hatz orPitts pilot for flying a little different (or visa-versa).Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Single strand of bungee