N941WR
Legacy Member
In another thread poster commented that while in the pattern all he looked at was the airspeed and altimeter.
This got me thinking about how we fly the pattern. I’m not looking for a discussion regarding overhead breaks, 45 entries vs. straight in, etc. Everyone knows, or should know, that the FAA doesn’t consider you in the pattern until you are three miles from the runway, etc. Assume, for this discussion everyone is flying a left hand pattern.
While our planes are mostly the same, they are also very different based on engine, weight, prop, and model. This leads me to ask, how do you fly the pattern in your RV?
(Landing lights and boost pump are turned on three to five miles from the airport, once I reach TPA.)
I fly downwind such that my left wingtip traces a line along the center of the runway. Unless noted, my altitude is 1000’ AGL. I check the windsock to make sure I am not unknowingly landing with a tailwind. Call downwind. Abeam the numbers, throttle closed, I put in full flaps and trim it for my final approach speed. (55 to 60 Kts in my -9 depending on load.)
My goal is to make my designated landing spot without touching the throttle again. That landing spot can be the very end of the runway or a fixed distance marker on large runways. It doesn’t really matter but pick a spot and aim for it.
I look right for aircraft on wide base and straight out for aircraft on long final while cross checking my speed. As soon as the touchdown point slides behind my left shoulder I turn base, cross checking the airspeed and slip ball. I also look to see where my wingtip is in relation to my touchdown target, leading, lagging, high, low, etc. Call Base.
On base I start to look for cues as to my glide path. If I need to make adjustments, I use power for distance and pitch for speed. My speed should not waver from what I have elected to use. (A FP -9 will glide forever, if you pick up even a little extra speed.)
The base to final turn generates another quick glance at the airspeed and slip ball. (This is not a good time to stall!) It also provides another time to look for aircraft on final or executing a right pattern. On final I look to see if my glide path is going to take me to my intended touchdown point. I will slip it, if necessary to hit my mark, but only at 60 kts (or higher). Call turning final.
On final I determine what kind of crosswind I’m dealing with and keep in a crab until just before touchdown. My eyes will move between my touchdown target and airspeed indicator, slipping as required. If I have done everything correctly, no slipping is needed.
The touchdown is typically performed with my eyes looking way down the runway to judge my height. In a crosswind I will kick the plane straight and lower a wing, as required and land on one wheel just before touchdown. Because our planes so light, I will “plant” the mains on with a light forward push (My RV is a taildragger.) and hold the tail up until well past flying speed. (The -9, with its longer wing, is very susceptible to wind induced ballooning. That and trying to pull the tail down too quickly after a wheel landing will cause you to find yourself floating three feet off the runway waiting for the bottom to drop out.)
Once the tail is lowered, I pin the stick back and hold it that way until engine shutdown.
This got me thinking about how we fly the pattern. I’m not looking for a discussion regarding overhead breaks, 45 entries vs. straight in, etc. Everyone knows, or should know, that the FAA doesn’t consider you in the pattern until you are three miles from the runway, etc. Assume, for this discussion everyone is flying a left hand pattern.
While our planes are mostly the same, they are also very different based on engine, weight, prop, and model. This leads me to ask, how do you fly the pattern in your RV?
(Landing lights and boost pump are turned on three to five miles from the airport, once I reach TPA.)
I fly downwind such that my left wingtip traces a line along the center of the runway. Unless noted, my altitude is 1000’ AGL. I check the windsock to make sure I am not unknowingly landing with a tailwind. Call downwind. Abeam the numbers, throttle closed, I put in full flaps and trim it for my final approach speed. (55 to 60 Kts in my -9 depending on load.)
My goal is to make my designated landing spot without touching the throttle again. That landing spot can be the very end of the runway or a fixed distance marker on large runways. It doesn’t really matter but pick a spot and aim for it.
I look right for aircraft on wide base and straight out for aircraft on long final while cross checking my speed. As soon as the touchdown point slides behind my left shoulder I turn base, cross checking the airspeed and slip ball. I also look to see where my wingtip is in relation to my touchdown target, leading, lagging, high, low, etc. Call Base.
On base I start to look for cues as to my glide path. If I need to make adjustments, I use power for distance and pitch for speed. My speed should not waver from what I have elected to use. (A FP -9 will glide forever, if you pick up even a little extra speed.)
The base to final turn generates another quick glance at the airspeed and slip ball. (This is not a good time to stall!) It also provides another time to look for aircraft on final or executing a right pattern. On final I look to see if my glide path is going to take me to my intended touchdown point. I will slip it, if necessary to hit my mark, but only at 60 kts (or higher). Call turning final.
On final I determine what kind of crosswind I’m dealing with and keep in a crab until just before touchdown. My eyes will move between my touchdown target and airspeed indicator, slipping as required. If I have done everything correctly, no slipping is needed.
The touchdown is typically performed with my eyes looking way down the runway to judge my height. In a crosswind I will kick the plane straight and lower a wing, as required and land on one wheel just before touchdown. Because our planes so light, I will “plant” the mains on with a light forward push (My RV is a taildragger.) and hold the tail up until well past flying speed. (The -9, with its longer wing, is very susceptible to wind induced ballooning. That and trying to pull the tail down too quickly after a wheel landing will cause you to find yourself floating three feet off the runway waiting for the bottom to drop out.)
Once the tail is lowered, I pin the stick back and hold it that way until engine shutdown.
Last edited: