Turn Pattern

1. Description. The turn pattern (TP) is a series of constant angle of bank turns while maintaining altitude and airspeed.

Turn Pattern: Clearing the Area

2. General. The TP is started in normal cruise on a cardinal heading (north, south, east, and
west). The TP consists of two 15º angle of bank turns in opposite directions for 30º of heading
change, two 30º angle of bank turns in opposite directions for 90º of heading change, and two 45º angle of bank turns in opposite directions for 180º of heading change. A smooth reversal is made going from one turn into another, eliminating a straight and level leg. (Figure 6-4). Throughout the pattern, check the area clear, check the aircraft attitude with the horizon, and then crosscheck the nose attitude with the altimeter-VSI and the angle of bank with the attitude gyro. Correct the visual attitude as necessary. Crosscheck your instruments by periodically scanning the RMI for turn progress and the airspeed for power required. Note that the absence of a wing attitude crosscheck instrument (other than the gyro) allows you to scan the RMI frequently for turn performance and thus keeps you from overshooting headings.

The 15º angle of bank turn will require little backstick pressure or additional power. For the 30º and 45º angle of bank turns, it will be necessary to raise the nose slightly to increase the angle of attack in order to compensate for the loss of vertical lift as the bank steepens. Additional power will be  equired to maintain airspeed. To avoid overshooting the rollout headings, lead the rollout heading by a number of degrees equal to one-third the angle of bank. (For a 15º angle of bank turn, lead the rollout by 5º, etc.) Strive for smooth reversals between turns.

Trim the aircraft as necessary throughout the pattern. Remember, as the reversal or rollout occurs, the nose must be lowered back to the level attitude, and since it has been trimmed "up" during the turn, the nose will require forward stick pressure to lower it. Remember to use the P.A.T. principle.

3. Procedures

Figure 6-6 Turn Pattern 

a. Establish the aircraft straight and level on a cardinal heading, base altitude, and normal cruise.
b. Clear the area. Turn for 30º of heading  change using a 15º angle of bank. Clear the area (in the other direction) then reverse the turn, leading by the one-third rule for 30º of heading change using a 15º angle of bank.
c. Clear the area. Reverse the turn leading by the one-third rule and turn for 90º of heading change using a 30º angle of bank. Maintain altitude and airspeed with power and nose attitude; retrim. Clear the area (other direction) then reverse the turn using the one-third rule for 90º of heading change using a 30º angle of bank.  Remember to adjust nose attitude as necessary to maintain airspeed and altitude while rolling through wings level.
d. Clear the area. Reverse the turn leading by the one-third rule and turn for 180º of heading change using a 45º angle of bank. Adjust power and nose attitude to maintain altitude and airspeed; trim. Clear the area (other direction) then reverse the turn leading by the one-third rule; hold slight forward stick pressure to prevent ballooning as you roll through the wings level. Reestablish the attitude to maintain altitude; turn for 180º of heading change using a 45º angle of bank.
e. Roll out on the original heading using the one-third rule and holding slight forward stick pressure to prevent ballooning.
f. Reset power to the normal cruise power setting (as required), reset attitude and retrim for straight and level.

4. Common Errors
a. Applying the control pressures too rapidly and abruptly, or using too much backstick pressure before it is actually needed. Remember the aircraft is flown through a medium-banked turn before it reaches a steeper turn.
b. Not holding the nose attitude steady. In order to determine the appropriate corrections, you must first establish a steady attitude and allow the instruments to stabilize.
c. Staring at the nose and consequently applying control corrections too late. Divide your attention. Scan your instruments, never fixating on any one instrument. Anticipate the need for additional power and nose up. Do not wait until you are low or slow.
d. Gaining altitude in reversals. Not lowering nose as the wings pass the level flight attitude, usually due to fixating on the RMI instead of scanning the horizon.
e. Not clearing the area before and during all turns.

CHAPTER SIX T-34C FLIGHT PROCEDURES

The Next Step

He soloed, twice. The pattern work and landings had improved to the point where he could fly in good weather at his home field. Now it was time to stretch those wings. We planned a simple flight down to Airport Manatee to give him a chance to experience something new and different. For this flight we would stay out of Class B, C and D airspace to concentrate on navigation.

We sat down at one of the cafe tables to spread out the Miami Sectional. The lower shelf of the Tampa Class B follows I75 so we would stay east of that until we got far enough south. Leo used his EFB to find a few waypoints to plug into the GPS that would help define the route. We took the opportunity to review some of the information on the sectional. I recommend this link. Finally, we discussed the Nav Log. His EFB said we would use about 1.3 gallons to fly there. I gave my rule of thumb calculations and discussed "Bingo" fuel. Finally, I mentioned that there would be a lot of challenging new stuff on this flight.

After takeoff, we climbed to 1200' and finished the checklist. Leo started working with his EFB and Sally started to drift to the left. After a while, I suggested we engage the autopilot. A short brief on its operation and some cautionary comments about looking outside followed.

As we approached 48x, traffic reported using RWY25 so we prepared for that left-handed entry, but as we got closer the winds shifted more easterly so we changed to a right-hand entry to RWY07. This would be his first time using a right-hand pattern.

Turf strips usually don't have many markings, few reference points to check progress for the visual approach. It's a little disconcerting when I've been preaching to "land on the numbers" and suddenly there are no numbers.

We did soft field and short field takeoffs. Gently letting that nose come down right after the liftoff takes a lot of practice. Not bad for the first time.

Immediately after departure, I handed him the Foggles. One of the real joys of flying Sally is the fantastic view. I just took that away. Climbs, turns, speed changes and descents all take on a new meaning when you can't see the real horizon. And Sally provides a lot of cautionary distracting alerts when you approach a cell tower.

I asked for the Foggles back. It had been a good flight. I decided we had accomplished enough for the day so I canceled the emergency practice and told him to take us home.

Cutting a Shirt

A first solo.

I started by looking at the 5-day forecast. It was obvious that Saturday would be lousy. I checked aviation weather on Thursday and Friday. The weather on Saturday was still forecast for low clouds and poor visibility. Friday night I went to bed certain that I would not fly on Saturday.

I checked all of my weather sites before sunrise Saturday morning. The little circles were all colored in green. A warm front had stalled just north of us and the weather up there was lousy... but ours was...not bad. I was still doubtful, thinking we would have low lying scud, so when I texted Leo I told him it would probably end as a No Go but was willing to give it a try.

No school buses to deal with, the drive in was easy.  The only real traffic was when I almost hit a low flying Osprey chasing his breakfast. Beautiful animal. Sally was down to about 12 gallons (my no go is 10) but that would be plenty for pattern work. Leo was waiting at the FBO when I taxied up. It was overcast at 4500' with light winds from the north. Lets go!

Sandhill Cranes are very large (~4') tall birds with a long neck,
 long legs, and very broad wings.

As we took the runway 3 Sandhill Cranes were eating their breakfast just off the left side of the runway. They were kind enough to let us use their runway and the takeoff and pattern work was normal. But as Leo entered his round out to flare I saw movement on the runway centerline. Those three birds had decided to settle on the middle of runway 05. Time to Go Around! I called Skyport Aviation and told them about the birds, they said they would handle it.

The next pattern was good, and as we landed I noted that the birds had moved off the asphalt onto the grass on the left just off the runway. As we taxied back a golf cart came out to chase them away.

The next 3 landings were average or above average. Some people wonder if it is a hard decision to let a student go for the first time. Not really. After spending hours in the plane with him, you get to know the student pretty well. So it's not a sudden decision, it comes after many many turns in the pattern to get the necessary experience and the "sight picture". You both know when the time is right. It was time for me to get out and let him solo.

But why did I cut his shirt? In the early days of flight before intercoms were common instructors used to sit behind their students in a tandem aircraft and pull on their shirt tails to give directions. After successfully soloing, the student has shown that he doesn't need that direction anymore and therefore doesn't need his shirt tail. CONGRATULATIONS LEO!

Video: 1st Solo

Sebring 2019

On our way to the Sebring Expo.

I planned to fly the 60 miles to Sebring (KSEF) on Thursday. Mother Nature said no. Friday looked like a good weather day from the forecast, but when I checked the computer early in the morning it showed gusty winds (in the high teens) and low ceilings (2000' broken). The forecast said to expect improvement throughout the day so I went back to bed for an hour.

This time the forecast got it right. The winds had died down and the clouds disappeared. It would be a good day to go flying.

Tampa Executive Airport was already busy by the time I got to the run-up area. And it was cold for Florida (60°F). I actually had to wait for the oil to warm up before I could do my runup. Winds were out of the north at about 8kts, Sally jumped into the air. We turned to the southeast, climbed to 2500' and settled in for the 35-minute flight. Just a bit of a tailwind this morning, nice.

At twenty miles out I called Lake Jackson approach and was told to continue and report 3 miles north of the water tower. Since I've already done this a few times I already knew what to expect. Others on the frequency weren't quite so comfortable and not as familiar with the numerous lakes surrounding Sebring. Eventually, I was told to follow a "low wing" coming up from the south and switch to monitor tower frequency. The temporary tower was busy and when the guy in front of me was cleared for his right downwind turn I continued over the field anticipating the same instruction. It never came. So, I checked in, rocked my wings and used an extended right base leg to get back into the landing pattern. No problem. Sweet landing. Long taxi to the parking spot.

The shuttle van picked up about 5 of us for the 15-minute ride over to the show entrance. We talked about BasicMed, the use of autogas in the Rotax and many other aviation topics. Not once did anyone mention the government shutdown. Ahhh, relief. After buying my wrist band I went into the terminal to get some breakfast. It was exactly 11:00am, breakfast was no longer being served. RATS! BLT on rye.

5.5 gals/hr

TAS 113kts

It was a good family reunion. I saw Jamie as he was getting ready for his Rusty Pilot Seminar. Caught up with Walt as he walking back to his Flight Design booth. Talked to Josh and Lucas and congratulated them on a huge improvement...in their tent design. (Hopefully, this one won't blow away.) Next, I went over to see Jon and Lou at the Bristell tent, both were very busy so I was fortunate to have the opportunity to speak with Rich. He explained the canopy latching mechanism they use and it seems like a nice improvement over the SportCruiser system. Time will tell.

Next, I walked the flight line just to see if there were any new players. Not so far as I could see. It was a beautiful day to walk around looking at airplanes, but all good things come to an end.

Back on the shuttle, I spoke with a guy who is an FAA accident investigator. He has seen enough to know that the safety measures we use are important. If even the small things are ignored it can have devasting effects.

Sally was parked way the heck out on the line. It was a long taxi back to the runway and we had a few holds due to incoming traffic. When we got the runway the CHT was already warm and waiting for landing traffic was making it worse. Just as I was about to abort and taxi back to cool down we were cleared for takeoff. She cooled off quickly during the climb out.

The flight home was uneventful and very enjoyable. And the landing at home...5 stars!

Windy

First, there is the forecast weather. We check it before even going out to the airport. Two hours before takeoff the winds were forecast to be 31008Kts. Good enough for a pre-solo student to practice landings.

Then there is observed weather. The flags were flapping as I drove in. A cold front had moved through last evening and the winds were the aftereffect of the disturbed air behind that front. The broadcast weather (AWOS) at the airport reported 30010kts as we sat in the airplane listening before our taxi out to RWY 23. The windsock was nearly fully extended as it flapped in the stiffening breeze.

Finally, there is actual weather. That is what really counts, and as we lifted off the runway we knew almost immediately that we had been lied too.  The GPS showed a direct crosswind at 20kts at pattern altitude. Sally nearly stopped as we turned on base leg. The landing was going to be a battle. And a great learning experience.

Two times around was enough experience for one day.

He that fights and runs away, May turn and fight another day; But he that is in battle slain, Will never rise to fight again. ~Tacitus

Rules to Live by

1. If the plane is broken, don't fly it.
2. If the weather is lousy don't fly in it
• If the weather changes, change your plans
3. If the pilot shouldn't fly, don't.
• IMSAFE
• If you or your passenger are sick, land
4. Set a "bingo" fuel quantity and land when you reach it.
5. Know your emergency procedures and be prepared to execute them at any time.
6. Know your limitations.

So, what is your go/no-go criteria? What is "too" windy? When is the ceiling too low? What should I do if I have a bird strike?

I spoke with one of the pilots involved in the accident and he provided insight as to what occurred. There was a bird strike at 2,500' on the underside of the engine, there were no feathers and only one of the pilots saw the bird,  but the thump was heard and felt by both. Loss of fuel pressure and engine was out within 1.5 minutes of impact. He states that immediately upon the engine going out they both went into automatic mode, relying on their emergency training and not panicking at all. Radio set to 121.5, emergency declared to ATC, transponder set to 7700, adjusting belts to a tighter feel, unlocking the canopy as they were coming in for landing on the road. The road they had chosen had power lines running parallel to the road.....the ONE unexpected surprise was when they both realized there was a power line running across the road. That's the last he recalls as next thing he remembers was being tumbled around after hitting a stop sign, fence and finally resting in the trees. He is grateful that they hit a few things on the way down as each impact deflected energy. 

The parachute lines, that are visible in the picture, are not from a deployment but actually from the separation of the front part (firewall forward) of the SC.  

As of today, he is still hobbling around as his ankles are still swollen and the body aching from the impact. As for the other pilot, he's still in the hospital sedated and on a respirator. A bleed was identified at the scene and the doctors are trying to control said bleed and reducing the swelling of the brain.

-Izzy (reference) 

Another local accident occurred over the holiday break, 

"I was walking toward my yard, and I heard what sounded like someone kicking over a garbage can," said Mary Ellen Race.

She said the plane clipped a tree, then come to rest at the corner of Papaya Drive and Sailfish Court. Race and her husband immediately checked on the pilot to see if he was OK.

"The pilot was still sitting in the plane, I went over and asked him are you hurt anywhere, do you have any chest pains, he said no I have great harnesses, I'm not hurt at all," said Ralph Race. 

Race says the pilot told them the plane lost power and he tried to glide the aircraft into the Punta Gorda Airport, which is a mile from the neighborhood. 

No one else was on the Piper Sport series plane, and no one on the ground was hurt.

 And finally, tragically another LSA crashed nearby.

LAKELAND — A student pilot died Saturday morning after his plane crashed on his third touch-and-go landing at Lakeland Linder International Airport.

According to Lakeland Police reports, Gary Alan Mansell, 64, of 3316 Ranchdale Drive, Plant City, was doing touch-and-go landings at the airport at 10:12 a.m. when his plane took a hard left and crashed into the ground, bursting into flames.

The investigations are still being completed. It can happen to you so be prepared. Training could make a difference.

Reference: Oil Pressure

Just for Me

There was a scheduling error. I was at the airport but the student wasn't. There was fuel in the tanks, VFR weather and my time was already allocated. So why not?

The winds were 080 at 8 gusting to 10, so I decided to try Plant City which has an east/west runway. 10 minutes away in smooth air, I entered on a 45 for RWY10. I was the only plane in the pattern. The winds were picking up with some pretty good chop on final. I don't get to do many landings myself anymore so it was good practice. The second landing was a very nice "roll on".

I departed to the north to do a system check of all the avionics. The autopilot coupled nicely to the GPS as I wandered up to Tampa North. I flew over the outlet mall and noted lots of new construction. The traffic is already a problem up there, adding more stores and restaurants isn't going to make the situation any better. Progress.

I came back to Tampa Exec for a few more landings. Reported winds were now 090 at 12 gusting 15. My landing on RWY 5 was good so I taxied over to RWY36 for some challenging crosswind practice. There was already a Cessna 172 working there and soon a Mooney came over to join the gaggle.

This a "pilot controlled" (Uncontrolled) airport. As you look at the diagram you can see a potential conflict with crossing traffic. The base leg of  RWY5 overlays the departure leg of RWY36. In addition, the police base of operations for helicopters is located at the south end of RWY36.

My first full flap landing was fine. I planted her pretty well (intentionally) in the gusty 15+kt crosswind. (POH max recommended crosswind component.) I decided to do a no flap landing next. I called my downwind as #2 behind the Cessna. I went a little deeper than normal to give the other airplane plenty of time to clear the runway. (Usually, I start my turn after the other guy passes behind my wing. This time I added a few seconds.) I added about 10kts to my normal speed for the no-flap configuration and an additional 5kts for the gusty wind. The Cessna cleared the runway as I turned final. I was screaming in way too hot. Go around. I announced my intentions just as another Cessna using RWY5 announced his turn to base. I was lower than he was as I was just taking off, he was in his final stage of approach to landing.

§91.113   Right-of-way rules.

As I announced my downwind a helicopter announced a 5 mile final for RWY36. By the time I turned base the helicopter was at 3 miles. I spotted it and we were both at the same altitude.

§91.113   Right-of-way rules.

I made another "roll on" (Two in one day!) and was off at the first exit. A great exercise that convinced me I should fly solo more often.

BTW, don't rely on the other pilot to obey §91.113. We avoided any potential conflict by seeing and communicating with each other.