This Section is for my comments on the joyous art of flying. I am not a professional pilot, nor do I have thousands of hours. But that does not make my opinions and reflections worthless. I have been around a long time and you don't get old by being stupid or not learning from your own mistakes andusing the accumulated wisdom of those around you. So take these "gems" as being worth what you paid for them.
Flying to a new airport
(and living to tell about it)
The background
Many people get a license and then never use it to do anything other than bore holes in the local sky. Some never went to a strange field on any of their solo cross countries. Some never fly to any new fields after getting their license. Those that do, often contemplate this rash action with a great deal of trepidation. Why? I went to 4 different fields on my solo flights. I have since returned to 2 of them with the Redhead. But to this day, I have not been to any of them with my instructor. And as far as I know, there are 2 of them he has never been to.
This bugaboo seems to be one of the determining factors of how much or how well we in general aviation use our airplanes. Of what use is the license and a plane if we don't reach out? I see and occasionally participate in threads on aviation forums that touch singularly on the factors involved. The factors discussed are many: finding the strange airport, controlled Vs uncontrolled fields, pattern entry, landing procedures, and some others. The strange thing to me is that these factors are discussed one at a time with little or no indication that they are all part of a chain of decisions and events.
Trepidation over planning a trip to a new airport? Understandable. Concern over flying into an uncontrolled field? Understandable. But is it a justification for not going? No more so than planning a dinner at a new eatery on the far side of town.
Like eating any pizza, you have to do it one bite at a time.
Planning
"Plan your work and work your plan". The resources available for planning are almost limitless. Before you take off, you should know a literal ton of information about the destination airport and area. How many runways? How long? Pattern altitudes? Right or left traffic? FBO name and services available? Layout of the airport? Local eateries and attractions? This data can be obtained from: A/FD, Flight guide, AOPA Airport directory (print or online), Landings.com, airnav.com,etc.. My preference is the online AOPA airport directory. If you check there the day before you leave, you have a reasonable assurance of the latest data. Their PDF kneeboard format and taxiway diagram, when available, are the best you can do.
Armed with this and the sectional, study the layout and the direction you will approach from. Note any landmarks along that path that give you distance from the field. Plan where to begin your descent and plan to be able to arrive in the airport vicinity at pattern altitude. Know and have available any and all frequencies that you will use as well as any that you may need. This includes all the possible fields, FSS and Approach frequencies, en route and at your destination.
I have on the bottom of my Navigation Log a chart showing all of the enroute airports with FSS, App/Dep, Wx, VOR, NDB, CTAF, Tower and Ground frequencies. The chart includes a column for each of these along with the name for FSS and App/Dep. They are arranged in the order of flight, Departure airport on top and ending with destination field. This chart is filled out the day before and printed after the weather briefing along with the nav log.
Finding the airport
If the airport is in controlled airspace, you shouldn't have any trouble finding it. ATC will vector you near it and tell you "Airport at 11 o'clock and 7 miles. Report field in sight." When you do report it in sight, they will then hand you over to the tower or release you to the CTAF for approach.
Going into uncontrolled fields in uncontrolled airspace is a little different. You have to locate and identify it, determine the active runway and set up your approach. This should start as far away as ground visibility will allow. The further out you identify the field, the better you can plan your pattern entry.
As I say in my piece on navigation, start big and work your way down. You can see the town (I hope). Where is the field in relation to the town? Considering your direction of approach is it this side, far side, left side, right side, where? Is it near a body of water large enough to show up on the sectional? If you planned correctly, you already know the answers to these questions. And you know what area to look for the field in. My first solo XC was to Bridgeport (1F9). I identified it as south of town and in line with my probable position and the bridge across Lake Bridgeport.
My experience so far is that generally the airport will stand out in some way. Different colors or textures than the surrounding areas. Large buildings (hangars, etc are larger than most surrounding structures except in industrial areas.), larger than average open areas oriented in the runway direction. When you have located one or more areas in the proper area, eliminate all of them but the right one. Is the open area large enough? Is it oriented properly to contain the runway(s)? Are the large buildings in the proper relationship to the area(s) containing the runways. On that first solo, I identified the lake and the town simultaneously. Between me and the bridge was an open area running perpendicular to my westerly course with some larger buildings on the north end, far side of the area.
Following these steps, you should be able to positively identify the airport before you can actually "see" the runways. Try to identify the airport before you begin your descent. It is easier to use the above suggestions from a higher altitude. But it is also bad to "drop into" the pattern. You need to be able to get to pattern altitude well before the actual pattern entry. This gives you time to slow down to pattern speed and let your depth perception adjust to the lower altitude.
If you normally fly out of a low use field, try this. Fly at >2000' above pattern altitude for 30 minutes or so. Carefully check your altimeter for proper setting. Do a rapid descent (>500fpm) aimed at reaching pattern altitude and pattern entry simultaneously. Now look down. Don't you seem to be too low? If you do (I do), you need to get low early. If you have flown too close to the field trying to identify it, do your descent in a 360 away from the field so that you can enter the environment with your depth perception restored.
Another reason for reaching pattern altitude early is that other airplanes are more visible above or at least near the horizon rather than against the ground clutter. You should scan the entire area paying specific attention to the areas where there is announced traffic. If your scan count doesn't match the announced traffic, either you didn't see someone or there is traffic that you didn't hear announce (You didn't hear them. If you don't believe that, ask them when you get on the ground. They will assure you that they did indeed announce.)
Identifying the active runway
Which runway is active? Most uncontrolled fields have only one strip, so the choices are narrowed to two. Knowing the prevailing winds in that part of the world will give you an initial clue before you even take off. If you got a weather briefing, they gave you a more up to date clue as to what the winds were at your destination and any changes expected during your flight time.
If the destination has ASOS or AWOS, get it as soon as you can. Knowing that most of them update around xx:5x, check the time on the broadcast and note if it is at any other time than that. If so, that station updates more often. If it is xx:5X, and the current time is xx:4x, it will update again before you land. If there will be one, plan to get the update.
If the field doesn't have AWOS, ASOS, you should have already planned to use the nearest AWOS, ASOS or ATIS. What I am talking about here is knowing the probable winds as far in advance as possible. In the last 15 miles before the field, if you don't have available broadcast weather, try Unicom. If they come up, They will give you general wind direction and speed. They will also give you general pattern information and active or preferred runway. I use the general terms because most Unicom will not give you specific data. But they will give you enough data to make a good choice.
If you have no other way, start looking for visual clues. Smoke stacks, grass or trash fires, wind riffles on any bodies of water.
Pattern entry
Here is where I diverge from much of the "conventional wisdom". To me there are 3 points of entry to the traffic pattern in descending order of preference:
- 45 degree entry to downwind
- Straight in to downwind
- Entry on the crosswind.
I know, your excellent navigation is going to bring you right dead center to the field. Sure!. Look at the figure And assume that north is up. Before entering the yellow area, approximately 1.5 miles or 3 pattern widths from the runway, you should be at pattern altitude, speed in the white arc and on one of the pattern entry paths. The blue areas indicate the "funnels" I use to determine which entry path I am going to use. As soon as you identify the field, begin aiming into one of those funnels. On the flight to Bridgeport, identifying the airport from 7 miles out allowed me to head for a point just south of the airport, making a smooth entry to the 45.
If you are approaching from the northwest, head towards the funnel to the 45 entry unless you are already south of the yellow area. From the south southwest, if you are still well south of the yellow area, head for the downwind entry. I only use the crosswind entry if I am too far north to make passing the extended centerline problematic. Note also, that the downwind and crosswind funnels close well outside of the yellow area.
Contrary to everything you have heard, I find no benefit to be gained from going over the top and looping back when approaching from the non-pattern side. I have discussed this many times with the hangar rats and my CFI and watched many discussions on aviation forums.
The reasons given are many, and herewith, are my answers:
To read the wind sock. Unless you know exactly where it is, and it is in good repair, large and bright colored, it is very hard to pick out among the ground clutter. And my luck would put it directly under the nose anyway. There are many other ways to get the wind direction: ATIS, AWOS, ASOS, smoke stacks, wind riffles on ponds, etc. To say nothing of asking Unicom or observing current traffic.
To check the segmented circle for pattern information. Right.... If you did your homework before launching for a strange airport, you already know what the pattern is. Also, many of the segmented circles I see are in such disrepair as to be more confusing than elucidating.
To observe the current traffic. While the body of your plane (and wing on a low wing) obscures most of your downward vision? Plus, you are fixing to turn your back on the traffic while you fly out far enough to safely turn and descend into the 45. I have this mental picture of the kids on their best behavior while I can still see them, going into a Chinese Fire Drill when I pass over the downwind path, and scattering like chickens. When I turn back onto the 45, I will have to relocate every one of them.
Notes About entering on the 45
Consider that you want to be on the downwind long enough to stabilize your speed, altitude and any crab setup and ease down some flaps. If you roll out on downwind at midfield on a 2000' runway, you only have 1000' or less than 7 seconds (at 90mph) to do this.
Considering that most controlled fields are less than a mile long, I do this: I aim my 45 at the approach end of the runway. If I roll out 1/2 mile from the runway, I will also be 1/2 mile from the approach end. This gives me ample time for the downwind tasks. It also gives me a consistent length of time on downwind so that these tasks can be done in a consistent rhythm.
Pattern judgement
Setting up your pattern at a strange field may take some discarding of ingrained habits. You can't judge your downwind entry by the water tank at your home field because the tank ain't there. Learn where the runway is over the nose as you make your turn off the 45. Learn how to judge 1/2 mile to the left of the runway from 2 miles out on downwind. Learn where the runway should be on your wing on the downwind. If other aircraft in the pattern give you the downwind line, adjust your altitude to put the runway in that spot.
You also don't have any known ground reference to begin your base turn. If you had the runway in the correct spot when you passed the approach end and began your power reduction, the turn should begin when it is about 45 degrees behind you. This will place you 1/2 mile from the touchdown point. Don't get hung up on this distance. No one is going to pull your ticket because you ran your base leg at 2500' or 3000' instead of exactly 2640'.
On final to a new airport, there is only one point of commonality to any other runway you have landed on before. That is the runway itself. The buildings at the airport, the trees alongside the runway, the taxiways and runup pad are all different. Note them, but don't use them for judging height, etc.. Be aware that this runway may slope up or down, may have a crest in the center, etc. This information is available beforehand, and you should already know it.
But the fundamental point is to make the runway picture look the same as it does at your home field. Don't look at the end of the runway during roundout. You may not be able to see the end of the runway at this new field. It may be higher or lower (relative to home) than home which will change the picture. Look down the runway at about the same distance as you watch the highway at 75mph.
You are on the ground. Now what?
(We have an agreed division of tasks before landing: the Redhead looks for the local Wal-Mart, I look for the ramp/tiedown area.)
The first thing to not expect at a small uncontrolled field is that someone is going to meet you with a "follow me" truck. There will probably be no line boy to direct you to parking either. Back to the airport diagram that you got from A/FD, Flight Guide or AOPA on line. From that diagram and what you can see, figure out where the ramp/parking area is and go there. Look for "T"s, tiedown loops in the concrete, other airplanes, etc.., and park there. Failing all else, ask Unicom for help. We had to do this at Graham as the FBO parking area was not close to the taxiways.
At many small airports (and some larger ones), fuel is either self serve or you order it from inside. Don't expect a line boy to take your order unless he asks. The FBO, airport manager and line boy are possibly the same overworked, underpaid individual. Expect to do your own button up, chock and tiedown.
Enough with the downside of small FBOs. The things you can count on are clean facilities and friendly, helpful people. Most of them have a Chamber of Commerce rack with town maps and attraction brochures. The desk person will also be able to suggest the best local eatery, even if it is a Dairy Queen. There is no magic phrase for asking for a courtesy car. If one is available (AOPA Airport directory or Flight Guide are usually correct), just ask about getting to the eatery and they will usually toss you the keys.
Rules of thumb for the "courtesy" car
Do not expect a clean, low mileage limo.
Do not plan to keep the car more than 2 hours. Even if yours is the only bird on the ramp right now, you may have been the pathfinder for a gaggle of geese on their way there for a late lunch. Two hours is normally plenty of time to get to the eatery, chow down and take a swing through town on your way back to the airport.
If the car is obviously city owned, you probably need to add gas if you feel like it (as a reward for exceptional service) or you made more than a direct trip to the eatery and back. Or if you are not going to buy Avgas. Or if it is nearly empty.
If the car is the personal vehicle of the desk person, add gas regardless of how far you drove or how long you kept the vehicle.
And last but not least, on departure, thank them on Unicom. If you wait until you are at pattern altitude, people for miles around can hear you.
