Vintage Instructor THE
BY Steve Krog, CFI
That turn to final
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any of you reading this article are experienced pilots and have excellent flight safety records, while others are relatively new to the world of Classic, Antique, and Contemporary tailwheel flying. However, both groups are probably thinking, “Who is this guy and what does he know about flying old airplanes?” I have had the pleasure of flying airplanes and providing flight instruction for more than 40 years. For the past 25 years I’ve focused almost exclusively on tailwheel (conventional gear) instruction, providing me an opportunity to fly with a lot of individuals in a lot of different tailwheel airplanes. I offer primary instruction, tailwheel instruction leading to a tailwheel endorsement, FA A W I N G S i n s t r u c t i o n , a n d numerous FAA-required flight reviews. Most of the flying time has been uneventful, but some has proven to be quite interesting! One can always learn something new and helpful from the viewpoints of others. For those of you who are relatively new to the world of vintage tailwheel flying, you may find this information of interest as you prepare for the 2010 flying season. Perhaps the single greatest weakness I see in pilots young and old is the portion of the traffic pattern from the point of power
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reduction to landing, especially the turn from base leg to final. Why should that be so hard? It’s not! But executing that portion of the flight smoothly, safely, and comfortably can be a challenge when additional factors are added to the equation. L e t ’s t a k e a c l o s e l o o k a t a typical scenario that you may face when flying into a nontowered airport. The wind is from 260 degrees at 10-12 knots, and the active runway at our destination is Runway 29. The airplane you are flying could be any one of a dozen different models, as many have similar approach and landing speeds. In this case you’re slowing to 90 mph after applying carburetor heat and making the i n i t i a l p o w e r r e d u c t i o n . Yo u r final approach speed will be 70 mph. The traffic pattern is the traditional left-hand with a published traffic pattern altitude of 1,000 feet AGL. What’s so unusual about this? You deal with this scenario all the time at your own airport. How can this be a problem? So far, it isn’t anything unusual. But let’s add to the equation the fact that we have two additional airplanes in the pattern. The first is a slower airplane ahead of you just making the turn from downwind to the base leg. The second airplane is a light twin entering the traffic pattern behind you, and based on his radio call,
he’s in a hurry! Entering the traffic pattern using the normal 45-degree approach, you turn to 110 degrees, apply carburetor heat at the runway midpoint, make your initial power reduction to 1200 rpm, and establish your 90-mph glide attitude. While completing the pre-landing checklist assuring the fuel selector is on the proper tank, making trim adjustments, and securing maps and other loose items lying on the seat, you momentarily lose sight of the slower airplane in front of you. It takes a few seconds, but the airplane is finally located. “Man, he sure is taking his time,” you think! You’ll need to extend your downwind leg just a bit to give him more time for his approach. Now where is that twin behind you? Finally, the slow airplane is on final approach. You’re wingtip to wingtip, he on final and you on downwind, so the turn to base can be initiated. As you establish your bank angle for the turn, things don’t seem quite right. But no problem. You’ve landed this beautiful old bird many times before. Gosh, that slow plane in front of you is sure taking his sweet time. To compensate, you roll out of your base turn a few degrees early and add 100 rpm. That should provide a few seconds’ more time and better spacing. Things still don’t seem quite right. You have no worries, though. After what seems to be an