Get Rid Of Warbirds At Oshkosh

On Wed, 02 Aug 2006 00:19:25 GMT, (Drew
Dalgleish) wrote:

I was also taught to never be more than gliding distance
from the runway while in the pattern.

This has always bugged me about the standard pattern as it was taught
to me, especially the bit about first overflying the field, then
flying off at least a mile before descending to the 45. Why would you
leave the vicinity of a perfectly good airport, especially when your
engine is 60 years old? The FAA recommended approach makes perfectly
good sense from a collision-avoidance point of view, but it ignores
the fact that engines are not immortal.



-- all the best, Dan Ford

email: usenet AT danford DOT net

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The FAA recommended approach makes perfectly
good sense from a collision-avoidance point of view, but it ignores
the fact that engines are not immortal.

I suspect that the dangers from a MAC in a crowded airport envoronment
are greater than the dangers from an engine out.

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

On Thu, 03 Aug 2006 06:06:50 -0400, Cub Driver usenet AT danford DOT
net wrote:

This has always bugged me about the standard pattern as it was taught
to me, especially the bit about first overflying the field, then
flying off at least a mile before descending to the 45. Why would you
leave the vicinity of a perfectly good airport, especially when your
engine is 60 years old? The FAA recommended approach makes perfectly
good sense from a collision-avoidance point of view, but it ignores
the fact that engines are not immortal.

I'm not sure it's all that much better. Is there a standard for where
you let down to pick up the 45 entry? Which way you turn? And I
swear, the last time I flew into South County, when I made my turn to
get on the 45, about a mile out, there was a plane on downwind out
there. I'd heard him on the radio, but I didn't expect him that far
out.

Don

This has always bugged me about the standard pattern as it was taught
to me, especially the bit about first overflying the field, then
flying off at least a mile before descending to the 45. Why would you
leave the vicinity of a perfectly good airport, especially when your
engine is 60 years old? The FAA recommended approach makes perfectly
good sense from a collision-avoidance point of view, but it ignores
the fact that engines are not immortal.

It makes less sense from a collision avoidance point of view. Why would
you fly away from the airport into the path that incoming traffic would
take? That's just dumb.

Newps wrote:
It makes less sense from a collision avoidance point of view. Why would
you fly away from the airport into the path that incoming traffic would
take? That's just dumb.

As an aside I know of at least one pilot that failed his private pilot
checkride because he did the a midfield crosswind entry instead of
overflying the airport for 2 miles and re-entering on the 45. The DE
didn't like the fact that that airport's flight school taught the
midfield crosswind entry (mostly due to overlying class Bravo
airspace).

On Thu, 03 Aug 2006 15:08:07 GMT, Don Tuite
wrote:


I'm not sure it's all that much better. Is there a standard for where
you let down to pick up the 45 entry? Which way you turn? And I
swear, the last time I flew into South County, when I made my turn to
get on the 45, about a mile out, there was a plane on downwind out
there. I'd heard him on the radio, but I didn't expect him that far
out.

Don

I was taught the midfield crosswind for use at uncontrolled airports
as a means to determine the windsock position and runway indicator.
We crossed over at 500 ft. above pattern, could have been 1000 ft. and
reduced power as we crossed the runway we descended for 1 minute then
entered a 270 degree turn in whatever direction put us on the proper
downwind.