EdL
Comm Rotor Gyro, ASEL
- Joined
- Feb 11, 2018
- Messages
- 144
- Location
- Lakeway, TX
- Aircraft
- Magni M-16, Piper Warrior
- Total Flight Time
- 1300
The various posts about pattern work in gyros has prompted some very good reflections on the issue.
As a non-CFI but someone with a good amount of fixed-wing time, I’m offering the following musings.
First, regardless of what’s in or not in the regs and/or ACs, I always try to let common sense prevail AND assume I’m more or less invisible to other pilots of any kind. For me, that means using the radio often (but not excessively), being as predictable as possible, and following the rules for fixed-wings as much as possible (which is actually pretty much all the time).
Alone in the pattern where I trained, that meant short, tight patterns at 500 ft AGL with a single call at midfield on the downwind was fine.
If someone else came in to land to a full stop, I’d typically adjust my pattern so as to be out of their way when they entered the pattern (typically extending my upwind or angling my crosswind so as to be behind them). If things got busier I’d fly a 1000 ft pattern and typically stay behind them as well. If it got even busier I’d exit the pattern and go do slow flight, S-turns, etc till the pattern cleared out.
Only if the spacing clearly allowed it would I turn a crosswind in front of downwind traffic to get in another pattern before they did their landing. I’d do so well inside of them and at 500 AGL. If it sounded like it was a low-time student, though, I wouldn’t do so, so as not to unduly distract them. I’d also be clear on the radio about my intentions. I’d contend this is one situation where flying a lower and tighter pattern is at least as safe as flying a “standard” one, where the difference in airspeeds could create a hazard not present with the former.
As for the AC language, I think a key piece is being missed, even by me: we’ve all focused on the first phrase only and not put it in the context of the entire sentence. The only language specific to a gyro, 12.1.3, reads: “In the case of a gyrocopter approaching to land, the gyrocopter pilot should avoid the flow of fixed-wing aircraft before making a turn to final for the runway in use to avoid turning in front of another aircraft on final approach.” So, avoiding the flow of fixed-wing traffic is to be done specifically before the turn to final AND with the specific intent of not cutting off another aircraft ALREADY ON FINAL.
In practice, for me, that means holding off my turn to Base until the other craft has passed the point where I would interfere with them (I work hard not to be a visual distraction to them and don’t turn so soon as to appear to be heading for them). Keeping above 500 feet AGL (i.e. outside the H/V curve), I will often line up behind them on Final and slow-fly till there’s room for me to land (BUT I don’t announce being on Final until they’re on the go, so as not to distract them). Of course, if there are others behind me I do more coordination on the radio.
Oddly enough I’ve been in a pattern at another field that has several gyros and someone in a Cirrus opted to do right traffic while another gyro and I did left traffic at 1000 ft AGL (left is the norm). That actually worked fine and we all called the traffic we could and couldn’t see.
Again, I think common sense needs to be the rule, communication is invaluable, and putting yourself in the seat of others in the pattern is a big help. Those flying gyros with no radio and/or much slower than my Eurotub need to be extra vigilant and probably quicker to decide to exit the pattern when others arrive, IMHO.
/Ed
As a non-CFI but someone with a good amount of fixed-wing time, I’m offering the following musings.
First, regardless of what’s in or not in the regs and/or ACs, I always try to let common sense prevail AND assume I’m more or less invisible to other pilots of any kind. For me, that means using the radio often (but not excessively), being as predictable as possible, and following the rules for fixed-wings as much as possible (which is actually pretty much all the time).
Alone in the pattern where I trained, that meant short, tight patterns at 500 ft AGL with a single call at midfield on the downwind was fine.
If someone else came in to land to a full stop, I’d typically adjust my pattern so as to be out of their way when they entered the pattern (typically extending my upwind or angling my crosswind so as to be behind them). If things got busier I’d fly a 1000 ft pattern and typically stay behind them as well. If it got even busier I’d exit the pattern and go do slow flight, S-turns, etc till the pattern cleared out.
Only if the spacing clearly allowed it would I turn a crosswind in front of downwind traffic to get in another pattern before they did their landing. I’d do so well inside of them and at 500 AGL. If it sounded like it was a low-time student, though, I wouldn’t do so, so as not to unduly distract them. I’d also be clear on the radio about my intentions. I’d contend this is one situation where flying a lower and tighter pattern is at least as safe as flying a “standard” one, where the difference in airspeeds could create a hazard not present with the former.
As for the AC language, I think a key piece is being missed, even by me: we’ve all focused on the first phrase only and not put it in the context of the entire sentence. The only language specific to a gyro, 12.1.3, reads: “In the case of a gyrocopter approaching to land, the gyrocopter pilot should avoid the flow of fixed-wing aircraft before making a turn to final for the runway in use to avoid turning in front of another aircraft on final approach.” So, avoiding the flow of fixed-wing traffic is to be done specifically before the turn to final AND with the specific intent of not cutting off another aircraft ALREADY ON FINAL.
In practice, for me, that means holding off my turn to Base until the other craft has passed the point where I would interfere with them (I work hard not to be a visual distraction to them and don’t turn so soon as to appear to be heading for them). Keeping above 500 feet AGL (i.e. outside the H/V curve), I will often line up behind them on Final and slow-fly till there’s room for me to land (BUT I don’t announce being on Final until they’re on the go, so as not to distract them). Of course, if there are others behind me I do more coordination on the radio.
Oddly enough I’ve been in a pattern at another field that has several gyros and someone in a Cirrus opted to do right traffic while another gyro and I did left traffic at 1000 ft AGL (left is the norm). That actually worked fine and we all called the traffic we could and couldn’t see.
Again, I think common sense needs to be the rule, communication is invaluable, and putting yourself in the seat of others in the pattern is a big help. Those flying gyros with no radio and/or much slower than my Eurotub need to be extra vigilant and probably quicker to decide to exit the pattern when others arrive, IMHO.
/Ed
