The Pattern

Flying in the pattern is usually some of the most enjoyable time you’ll spend.  Some days you can’t wait to park the plane, and everyone has had one of those days.  But with the proper mindset and technique, those days will be few and far between.

The first segment of the climb should be done at your best rate of climb (Vy). There are two reasons for this.  First, it will give you some altitude to work with should you need it.  Second, you will minimize the noise you produce by getting up in the air as soon as possible.  Communities around airports are almost always noise sensitive.

Once at altitude I like to keep things fairly slow.  Speed is relative to the type of plane you’re flying, but unless there is a specific need or request from the tower, slower is better.  Slowing the pace a little allows you plenty of time to stay ahead of the plane.  It is also much easier to trim the airplane at slower airspeeds, making precise control of the plane a simpler job for you.  One of the techniques I use is to fly from the downwind leg and beyond with the first notch of flaps deployed.  This gives the plane a nose down attitude and better forward visibility, a plus for all but the tallest pilots.  Another benefit of flying at or near the flap deployment speed is that if you’re asked to make a short approach by the tower, it’s much easier to accommodate their request.  It takes time to slow down, and you can’t use the flaps to help until you get into the flap deployment speed range.

From downwind abeam to the runway, there are as many techniques as there are pilots.  But you’ll need a good foundation to start from, so you can meet the needs of the many situations you’ll encounter.  Generally you will fly with at least some power on until you are on “short final”.  Your ability to judge, when and where to descend and turn onto the base leg will grow with experience.  A good starting position is at the point where you are approximately 45 to 60 degrees past the touchdown location.  That is looking straight out at the wing tip, and then back behind your shoulder 45 to 60 degrees from tip to tail.

The key to all of this is to put yourself into a position on final that provides for a stable descent and steady airspeed all the way to the runway.  The less you have to change or alter on final, the easier it is to judge if you are in the correct position to make your landing.  If you are headed for your aim point, it will remain motionless in the windshield, but get larger as you move closer to the runway.  If it moves up in the windshield, then you are coming in too low.  If it moves down, then you are too high either way you will not arrive at your aim point.

The round out and flare are the last flying segment.  The round out is used primarily to arrest the descent, before stating the flare.  Care must be taken during the round out, not to start too high.  You will bleed off all of your excess speed too high before you can start the flare.  I see a lot of pilot almost subconsciously nudge the nose up early, because they think they are descending to fast.  This is an illusion, brought on by your proximity to the ground.  As you get closer to the ground it appears to be coming up to you faster than it was.  This is an especially important technique during short field approaches, and is corrected by monitoring your airspeed all the way to the flare.

Lastly, fly the plane until it is stopped.  As long as it is moving the wings can generate lift, you’re not done flying even though you think you are safely on the ground.