Interesting flying today....
It was a nice morning, light winds, puffy clouds with bases about 2,000?, tanks half full, and a few hours to kill. Couldn?t be a better time for a leisurely flight in the RV-4.
I drove to 28J, did my preflight, pulled from my hangar, started and warmed the engine, then taxied and departed on 17.
I flew around just sightseeing, enjoying the clouds and the very still and very clear air. I did a couple of aileron rolls, trying for better coordination of the rudder and elevator to keep the nose as close as possible to the horizon. After about 40 minutes I recalled the recent thread on VAF about practicing engine out landings, and realized that I had not done that for some time. My usual approach is to reduce power to about 1,100 RPM in the downwind and stabilize at 80 MPH, and apply full flaps abeam the numbers. That gives me about a 600 FPM sink. Today I wanted to practice pulling power abeam the numbers, stabilizing at 80 MPH, and applying flaps once the runway was made.
To do this requires a pretty tight pattern. Downwind a 1,000? or so parallel the runway, base turn at 45? from the numbers, etc. Since when I left no one was around I figured the airport would be deserted like normal, and I would have no issues flying that practice routine.
By the time I got back to the airport there was a 140 flying 747 T&G?s. I swear she made a two mile final every circuit. I followed one time and decided to leave the pattern and return when she was gone. Why do so many pilots feel the need to fly such large patterns in such small aircraft?
I came back when I heard her call for a full stop. I got in the downwind behind a Skyranger that had dropped in behind her. He decided that he didn?t feel like flying her huge pattern and when she had just turned base asked if he could land first. She said OK then decided to do a right 360 on base, which meant that I needed to do a right 360 in the downwind. Why did the Skyranger pilot figure that it was acceptable for other aircraft in the pattern to make 360?s so he could land?
She?s made her full stop (after a missed approach and ANOTHER huge circuit). Now I?m now alone in the pattern, have made a couple of T&G?s, and on my departure for the next circuit I hear a SeaRey call 5 miles north, setting up for a 45? entry to left downwind runway 9, full stop. Perfect, in my mind just how such position reports and intentions should be made. I reported turning crosswind, extended my crosswind to accommodate him entering the downwind, set spacing and was happy.
As the SeaRey announces turning base, a call comes that a Cessna (I think) is on a 4 mile final! That was the first call from that plane that I heard. The SeaRey announced again that he is on base and the Cessna says ?I see you, I think I can get in before you.? He makes an approach so hot that he lands halfway down the runway. Why did that guy decide that he didn?t need to fly a standard pattern when there were two others flying one and making regular position calls (I announced departing, crosswind, downwind, base and final every leg).
A bit later I was on my final circuit, I have announced and stabilized on left downwind, when a Piper announces he is on downwind for 9!! I try to keep my head out of the cockpit and look for other traffic, but have not seen this guy. I again look all around, ready to apply full power and climb out of the pattern, when I look across the runway and see him on a RIGHT downwind turning base for 9. Again, no other broadcast before or after that call. I extend my downwind to give him time to land. He does and I see him pull off the runway to what I thought was going to be a back-taxi on 17, common at this airport to get to the pumps. I?m just flaring for my landing and he pulls back onto 9. I give it power and depart and fly about 100? over him. I radioed ?I don?t know what you?re doing back on the runway, buddy, but that wasn?t a very smart move when you know you had traffic behind you?? I made another circuit and landed and as I was taxing to my hangar he was at the pumps and gave a look like ?What the heck is your problem!!?
I figured discretion is the better part at this point so just hangared my plane and went to the FBO for a Coke. A group of pilots was standing outside and had been watching the goings on commented on the fiascos in the pattern. They said that it must have been interesting?.
There sure seemed to be enough chances for issues today at a smaller, relatively quite airport. And ALL of them could have been avoided by flying the pattern in use at the time, and using the radio properly.
I know I am far from perfect and can always learn something. Today I learned to extend my scan from just the normal pattern in use, to cover long finals by unannounced aircraft, and people flying opposite patterns.....
