On Monday, August 1, 2016 at 1:04:40 PM UTC-4, Dan Marotta wrote:
Hi Evan,



Of course you think there's a right answer because you're a
proponent of the square pattern which, if you've read my posts, I'm
not at all against.Â* I just prefer to fly the pattern which works
best for me and to date, nobody has complained about.



That said, I start monitoring the local field from about 20 miles
out and am aware of the traffic situation so I plan ahead and don't
get into the situation of being #3 but should it still happen:



1.Â* I can reduce my speed considerably and pull up to give time to
others.

2.Â* Take a thermal and climb

3.Â* Land on the parallel taxiway

4.Â* Land on the cross wind runway

5.Â* Land opposite direction (we have a long runway)

6.Â* Land way long

7.Â* Make a close in pattern in front of the 1-34 who's probably at
twice my distance from the runway.Â* I'll be clear at the taxiway
likely before he turns final.



I'm sure I can think of more ways to mitigate the situation but I
don't feel constrained to drive an aircraft as though it were a
train stuck on the tracks.Â* That's the main problem I see with "by
the book" flying.Â* I'm not an outlaw and don't mean to come across
that way, but I have to sniff when I'm told that there's only one
right way to do something.Â* One of my EE professors back in the
early 70s (an old German) used to sniff at what he called "cooking
book engineers".Â* I took that to heart and try to do what I think is
best for a given situation and what works best for me.Â* I understand
that, as a CFI you're pretty much constrained to teach by the book,
but let me ask you this:Â* Is there anything in the FAA's Glider
Flying Handbook that you know to be wrong?Â* Do you teach it wrong if
it's so published or do you teach it right? I do what needs to be
done and yes, I could fly a square pattern in the situation you
described.Â*



And another question:Â* Have you ever seen someone really get into
trouble because the pilot in front of him in the pattern flew way
too far out before turning base and #2 felt that he had to fly even
further to maintain spacing?Â* I have.



Now please tell me your correct answer.Â* I'm genuinely interested
and I've enjoyed this discussion and hope that others less
experienced might undertake to learn to think outside the box.



Regards,

Dan

Hi Dan,

No, it wasn't a trick question (good one, Bob :-)), the answer is "the standard pattern".

My $0.02: There's no science, no engineering, no product development going on, just traffic sequencing for landing.

The standard pattern makes you predictable, adaptable within wide bounds, visible, unhurried. What's not to like? It's the perfect way to sequence.

If you have the pattern to yourself (which is often the case where I mostly fly), then knock yourself out. There's the guy that can precision park the G-103 ride glider every time without using the wheel brake, the 2-33 pilot who likes his no-spoiler, no wheel brake precision landings and the XC hotshots doing their low passes in formation. I love that stuff. But when it's time to share with other traffic, particularly other traffic that includes student pilots, the best practice is a standard pattern.

And yes, the glider handbook has some issues.

best,
Evan