When I began flying a few years ago (1943) the standard traffic pattern altitude for general aviation aircraft was 600 feet AGL.  The closed pattern consisted of taking off, climbing straight ahead to 400 feet where one leveled off, reduced power slightly and then executed a level 90-degree turn.  Upon completion of the 90-degree turn full power was reapplied and a climbing turn was made to downwind.  Downwind was flown at 600 feet AGL and the rest of the pattern was flown as it is today, except that for most smaller airplanes (Piper J-3, Aeronca Chief, T-Craft, etc,) the throttle was retarded to idle opposite the intended touch-down point for a power-off glide to the runway.

  

The reason for the level turn after take-off was that many light aircraft of the period did not have, and were not required to have, an airspeed indicator (a $15 extra item.)  Therefore, the first turn was made in level flight to insure that one had sufficient airspeed to prevent "stalling out and spinning in."  Engines ranging from 36HP to 65HP in the "high powered" models powered these airplanes.  Climb performance was limited.

  

By 1945, however, things had changed; war surplus instruments were cheap ($1.00 apiece); everyone now had an airspeed indicator on and the regulations were changed to make it mandatory.  As a result the departure procedure was changed to permit a climbing turn to crosswind as we do today.

  

Harvey Field, naturally, has to be different as we have a non-standard departure procedure for runway 33 to provide noise abatement for the sensitive citizens on the west side of Snohomish.  As you know the procedure calls for turning left to a heading of 290 degrees upon reaching the end of the runway and then continuing the 290 degree heading to the power lines and at least 1000 feet before departing the pattern.  If staying in the closed pattern, upon reaching 700 feet turn directly to downwind (no crosswind leg) and continue to climb to 1000 feet.

  

The 290-degree heading was carefully chosen for the following reasons:

1. It is sufficient to reduce noise complaints.
2. It keeps the departure path on the north side of the railroad tracks.  Incoming traffic tends to stay on the south side of the railroad tracks so you can avoid a confrontation.
3. It keeps the closed pattern in close enough so that it is possible to turn directly from upwind to downwind at 700 feet without the need for a short 45 degree re-entry leg.
4. It ensures clearance from helicopters operating on the "western sod."

So, in summary, do yourself a favor when departing on Harvey runway 33 by nailing that 290 degree heading.  Try it, you'll like it.  It works for me every time.  I almost forgot - if you're on a checkride, it also makes a good impression on the examiner.

  

Skydive Snohomish won the Best in the Northwest award for the best skydiving adventure.

  

See the video on Evening Magazine 

We have just installed a miniature weather station which is accessible from the Snohomish Flying website.  On the Web Cam page a link is provided below the webcam picture to the new weather station page. 

Please note that that the information presented on the weather station page is not FAA approved and therefore not to be used for flight planning purposes.

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