Dear Rod:
A fellow pilot recommends entering a pattern by flying over the field at traffic pattern altitude in the direction of final approach, then making a 90-degree entry to the inside of the traffic pattern [turning to the crosswind leg at the midfield point], followed by a 90-degree turn to the downwind leg. He claims that this procedure is the safest way to enter a traffic pattern because it allows you to see everyone in the pattern and avoid them. This seems to be in contradiction to the FAA’s entry shown in the Aeronautical Information Manual. May I ask what your opinion is about his procedure? —Tony
Greetings Tony:
This may be an acceptable entry, but only when a Starship Enterprise force field becomes a standard option on airplanes. Yes, I’ve heard of this procedure being used in some countries, but these are countries where there is much less GA traffic than we have in these United States (and apparently they have force fields, too).
The biggest argument against your friend’s recommendation is that it isn’t standard. Much of our safety in the air is based on everyone doing the same thing in the same way, so we all know what to expect of each other. Everyone knows to look for traffic approaching the pattern at a 45-degree angle from outside the pattern. Your friend, however, is opting to come at traffic from the last place other pilots will be looking! The problem with this procedure is that a 90-degree midfield turn toward the downwind leg from the inside of the pattern means that you’re approaching downwind traffic at a 90-degree angle. The FAA recommends its 45-degree entry from the outside of the pattern for several reasons, one of which is that the angle of convergence gives you more time to see and avoid airplanes on the downwind leg. It also means you have to turn 45 degrees less to avoid an airplane than the entry your friend recommends.
Using your friend’s entry, if he doesn’t see an airplane on the downwind leg or incorrectly assesses its speed, he may have to execute a steep turn to the downwind leg to avoid a collision. That increases the chance of an accelerated stall in the traffic pattern and what fun is that if you’re not directly over a marshmallow factory? If your friend is flying a low-wing airplane and makes the turn to the downwind leg from the same position, his raised wing will now block the view of the downwind traffic, which is no fun unless you have X-ray vision. The FAA’s entry recommendation is the best I’ve ever seen, and it’s what every other pilot is expecting. I recommend you use it.
Dear Rod:
I’m a student pilot who just began his flight training and I’m looking for an active noise-canceling headset. There are so many choices. Any recommendations you can offer would be welcome. —Jesse
Greetings Jesse:
Virtually all of the active noise-canceling headsets are technically excellent, so your choice comes down to one issue—comfort. Nothing—and I mean nothing—else matters as much as how this device feels on your noggin. Comfort, comfort, and more comfort is what you’re looking for. And one size doesn’t fit all.
Headsets vary considerably in weight, spring tension, and earpiece breathability. The only way you can know if one is comfortable for you is to wear it for a while. Ask your local pilot store if they will let you to try a specific headset on a flight (some stores allow this). If not, purchase a headset with a reasonable return policy and return it if you feel as though you’ve been wronged and tonged.
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