By Wayne Fischer, ATP, CFII
I like to instruct people.
It is noble to instruct oneself.
It is still nobler to teach
Others, and less trouble.
- Mark Twain
Over the years of being around airplanes and pilots I have observed much pontificating on almost every aspect of flying. You have probably noticed that the pontificator usually talks the loudest and offers more "knowledge" than his buddies, but when you have the opportunity to fly with him you notice he has much trouble teaching himself. He really exemplifies the adage "one who teaches himself has a fool for a student". Or as my friend Evan Slack would say of a man with little substance; "He's all hat and no cattle".
We have all heard the hangar pilot who can interpret every FAR, knows all of the nuances of turbocharged power management, can bluff his way through a description of differential GPS, but can't fly a standard traffic pattern! Every landing traffic pattern he flies is different and he never knows just where he should be or what configuration and airspeed is appropriate for his airplane. Now, wasn't that a sneaky way to get into a discussion of traffic patterns?
As we talk our way through the pattern please visualize the pattern and insert the power settings and speeds recommended for your model Mooney. Generally, the manifold pressure (MP) will be near 17" abeam the touchdown, 15" during the descent to final, and 13" on final approach. The TN, R and S models will be less, but generally in the ballpark. Your Pilot Operating Handbook will establish a good reference point for each segment of the pattern, and with practice and experience you can define the specific settings that will serve you well in flying the standard traffic pattern. I know some will question the need for such a basic discussion, but I'm here to tell you the need is evident!
Let's assume for discussion our airport is either uncontrolled or the tower controllers expect you to fly a standard pattern. For those of you who most often fly into a controlled airport, the odds are you will almost always forget to announce your position and intentions as you work your way around an uncontrolled airport. Also, in my opinion there are no uncontrolled airports-we the pilots keep an orderly flow by good discipline, judgment, and consideration for our fellow pilots. Let others in the area know where you are and be watchful for some who are not as disciplined as you. Another assumption we'll make is you normally fly your pattern at 1000' AGL. Not mandatory, but for our discussion we'll assume that to be the case. We will also assume a sea level airport and no obstacles and no wind. Power settings are reasonable numbers and are not absolutes, but will get you to where only minor adjustments need to be made.
Approximately 10 miles out get the landing information and approach the airport level at 1000'-do not descend to traffic pattern altitude while in the pattern! You probably do not want to piggyback a ride to the runway. Enter the pattern on a 45 degree angle to the downwind at an airspeed well below the maximum gear and flap lowering speed. Note your MP/RPM (somewhere between 17"and 19") and use these numbers for subsequent patterns. Make point A abeam the numbers or your touchdown point, and as you approach point A lower the gear and partial flaps. Allow the drag to slow the airplane as you reduce power to about 13"- 15" and begin a descent of about 500-600 fpm, in order to lose 300 ft between point A and point B. Speed should be about 90 kts. After the gear is down and locked do your before landing checklist-GUMPS. At ½ mile from the runway on downwind note the position where the runway intersects the wing, and use this reference for future patterns. When at point B note the position of the runway threshold with the trailing edge of the wing. Knowing this relationship of runway to wing will enable you to properly position your airplane at any airport. Continue your descent at about 90 kts as you turn base leg to lose another 300 ft between points B and C. You should cross point C in a descending turn to final at about 400ft. As you roll out on final approach lower full flaps and reduce MP to about 13" and slow to final approach speed. For almost all Mooney models this speed is no more than 75 kts, and is usually less, depending on weight. This is a good place to do your final landing and gear down check.
Yes, it's all very basic. Basic arithmetic, basic discipline, basic technique-all of the things we learned as we prepared for the Private Pilot rating. As you can see, in using the standard traffic pattern the only variable is the position of the base leg, and this variation is a function of wind. Placement of the base leg is the only variable! Very basic, but it's the attention to basics that make us safe pilots.
Fly Safe!
