It only takes one...

On 5/2/2007 5:03:41 PM, "JGalban via AviationKB.com" wrote:

Old Wives Tale might be more appropriate.

So file that one away with the whole shock cooling thing, I see.

--
Peter

On May 2, 5:19 am, "Peter R." wrote:
On 5/1/2007 11:12:37 PM, "Mortimer Schnerd, RN" wrote:

I'm not arguing with the general point of your posting but I will take a
poke at your assertion about being outside of gliding range of the field.

Isn't this guideline based on the theory that there is a higher chance of
engine failure during changes in power settings? A reduction of power while
entering the pattern, I recall reading, presents a statistically higher
chance of engine failure than while at cruise.

--
Peter

Interesting...
Sounds to me like: "There is a higher chance that the engine will quit
while the pilot is manipulating the throttles, mixture, and carb
heat." And in the pattern, the statistics might count because there
is less time to recover than from, say, 10,000 feet

Ahh... cessna on the extended downwind.. if you are planning to log cross
country on this pattern, do you mind if I make a tight pattern and get on
the ground... great... thanks..

BT

"Kyle Boatright" wrote in message
. ..
This evening, one careless, clueless, oblivious, inattentive (choose one)
pilot made a shambles of the pattern at my home field for 10 minutes.

It was 20 minutes before dusk and the flock was returning home - there
were aircraft in the pattern and at least 3 inbound. A guy (in a Cessna)
announced a midfield crossover entry into the pattern for a touch and go,
but indicated that he'd have to extend his downwind because he was 500'
above pattern altitude. Fair enough, I thought - the guy is gonna fly a
normal downwind + 1/2 mile.

Long story short, the guy flew a normal downwind plus 2.5 miles, and his
downwind was literally a mile wide to boot...

So the airplane behind him (another Cessna) had to fly the same B-52
pattern, the Grumman behind *him* had to fly a B-47 pattern, and I
followed with a B-29 pattern. Two inbound aircraft recognized that the
traffic pattern was a mess and opted to do loiter outside the pattern to
let things correct themselves.

Then the original Cessna flying doofus flew an abbreviated upwind and
crosswind after his touch and go and cut off the folks who had loitered
waiting for everything to sort itself out. Aargh! I don't think I'll
ever understand this type of pilot...

The question in my mind was... Did the Cessna flying doofus even realize
that A) he was flying a dumb and dangerous pattern, being outside of
gliding range from the field, or that B) he caused a bad chain reaction in
the pattern.??

As I said: It only takes one.

BT wrote:
Ahh... cessna on the extended downwind.. if you are planning to log
cross country on this pattern, do you mind if I make a tight pattern
and get on the ground... great... thanks..



I had an occassion where I entered downwind, had already passed the field,
only other traffic was a guy still several miles out on a straight in final,
and the tower cleared me for immediate landing, which was no problem in a
150, so I turned base - the guy still miles out really got his shorts
bunched up and started screaming that someone had cut in front of him!!!!!
Tower told him to cool it, there was more than adequate spacing.. d:-))

"ManhattanMan" wrote in message
...
I had an occassion where I entered downwind, had already passed the field,
only other traffic was a guy still several miles out on a straight in
final, and the tower cleared me for immediate landing, which was no
problem in a 150, so I turned base - the guy still miles out really got
his shorts bunched up and started screaming that someone had cut in front
of him!!!!! Tower told him to cool it, there was more than adequate
spacing.. d:-))

He obviously was not listening to the radio, otherwise he would have heard
tower give you clearance to land!
Crash Lander

Crash Lander wrote:
"ManhattanMan" wrote in message
...
I had an occassion where I entered downwind, had already passed the
field, only other traffic was a guy still several miles out on a
straight in final, and the tower cleared me for immediate landing,
which was no problem in a 150, so I turned base - the guy still
miles out really got his shorts bunched up and started screaming
that someone had cut in front of him!!!!! Tower told him to cool it,
there was more than adequate spacing.. d:-))

He obviously was not listening to the radio, otherwise he would have
heard tower give you clearance to land!

He was listening, just not thinking. It did give me a VBG when the tower
told him to not sweat it!

Crash Lander wrote:
"ManhattanMan" wrote in message
...

I had an occassion where I entered downwind, had already passed the field,
only other traffic was a guy still several miles out on a straight in
final, and the tower cleared me for immediate landing, which was no
problem in a 150, so I turned base - the guy still miles out really got
his shorts bunched up and started screaming that someone had cut in front
of him!!!!! Tower told him to cool it, there was more than adequate
spacing.. d:-))


He obviously was not listening to the radio, otherwise he would have heard
tower give you clearance to land!
Crash Lander


Johnson County Airport south of Kansas City is a towered airport. While
working on my commerical there and doing pattern work, there would be
some one in the pattern doing very large circuits. If appropriate I
would request a short approach from the tower and he would give it to
me. A legal cut in front of....

--

Regards, Ross
C-172F 180HP
KSWI

"ManhattanMan" wrote:

I had an occassion where I entered downwind, had already passed the
field, only other traffic was a guy still several miles out on a
straight in final, and the tower cleared me for immediate landing,

I've had the same thing happen. Tower can tell if you're faster and flying a tighter pattern. In my case, if I
recall, he cleared me for the touch and go without me asking for the shortcut. Maybe it's their way of
sendng a not so subtle message to the guys flying the huge patterns.

Mike

On May 1, 9:55 pm, "Kyle Boatright" wrote:
A guy (in a Cessna)
announced a midfield crossover entry into the pattern for a touch and go,
but indicated that he'd have to extend his downwind because he was 500'
above pattern altitude. Fair enough, I thought - the guy is gonna fly a
normal downwind + 1/2 mile.

I see no-one has mentioned this part yet - descending into the traffic
pattern is dangerous in and of itself and AC90-66A specifically
recommends against it. The guy was probably cooking along at 110,
hadn't done his checklists, etc. so no wonder it took him so long to
turn base...

On Tue, 1 May 2007 21:55:56 -0400, Kyle Boatright wrote:

I don't think I'll ever understand this type of pilot...

They're at every airport. We have Doctor that shows up once or so a week
to fire up his Citabria and fly massive and unpredictable oval patterns for
an hour. It's really quite educational for those learning to fly the
pattern.

He's been given the nickname "Doctor Death" by those who have survived his
attempts to kill them.

--
Dallas