How To Fly A Standard Traffic Pattern - MzeroA Flight Training
Вставка
- Опубліковано 11 жов 2024
- 2 Week Trial of Our Course - mzeroa.lpages.... - Flying a standard traffic pattern can seem like a simple task. But visualizing other aircraft and deciding how they will affect your pattern can quickly add to your cockpit workload. In this weeks video I will fly N512R around a busy pattern at the Williston airport.
This video is just as much about avoiding traffic as it is for learning the traffic pattern. Thanks for the upload.
The least I can do is to thank you for such an amazing instructional real life scenario video, it is incredible the time and effort that you invest in your videos for our safety and learning. The more I study aviation the more I appreciate your videos.
Glad it was helpful!
16:33 - “Just because I have the runway doesn’t mean they can’t cut you off or something”. So true! Great reminder to stay vigilant! Fantastic video on flying the pattern!
As a rookie I appreciate all of the dialog in this video. This is exactly what I'm practicing today. However it ends up being a talking-head style lesson for the first half of the video. I would suggest some live views or drawings would add quite a lot of clarity to this session. The live video portion was good.
Thanks for doing the preparation, making the video, and posting it.
You are certainly right about the diagrams, distances, altitudes, etc. But I (being a novice) actually found all the other talk extremely distracting. I didn't want to know what to do about the "other" aircraft around me until I first learned the basics of flying a pattern.
@@daraious-primary1007 Learning about aviation at first is like drinking from a fire hose. Im at over 100 hours and im trying to figure out why the right crosswind departures are not proper
Pre-solo student pilot here. My CFI regularly assigns your videos for me to watch. Very helpful! Thanks so much!
As a low hours student pilot I am watching a LOT of aircraft UA-cam right now and this video has really stood out for it clarity and ease of understanding. Thanks man! Subbed.
16:30 walking, driving, flying, I always like to say the Right of Way is used to determine fault AFTER the accident. It is not a guaranteed magic shield around you.
Hi Jason, your videos are great. I received my VFR-PPL five years ago and enjoy watching your videos on days I can’t go fly. Your videos reinforce good practices. Thanks for the uploads.
So nice that you actually speak slow enough that us newbies can understand what is going on
Glad we could help! Thanks for watching!
Well done Jason to you and the team. Great ground school and in flight work.
Had some struggle on my ground school lesson for the Traffic pattern, watched this on lunch break at work and it’s becoming so clear now
Wow, I learn so much from you Jason. Thank you!
Another good Acronym for downwind checks is BUMFISH
Brakes Undercarriage Mixture Fuel Instruments Switches Hatches&Harneses
Whatever makes you remember it is good! =)
Great Video. Went over traffic patterns today in ground school and this video helps connect the dots.
@11:30 Sorry to be a nag, but my CFI drilled this one in and as such it has become a major pet peeve of mine as well. In truth though, it’s a common misconception that may compromise safety.
I’m surprised to hear you say the upwind leg begins the moment you take off. The AIM is pretty clear that that is the departure leg with upwind leg being a portion of the traffic pattern in the direction of landing opposite the runway of the downwind leg. See AIM 4-3-2 and 4-3-3 including the figures:
Upwind leg. A flight path parallel to the landing runway in the direction of landing
Departure leg. The flight path which begins after takeoff and continues straight ahead along the extended runway centerline. The departure climb continues until reaching a point at least 1 / 2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude.
That one bugged me too (it is a minor bother but this is an instructional video).
Sounds like your CFI is the nag. Good catch though.
As a kiwi, that is just... weird. Here it is called the upwind leg from the moment you lift off. Then again, down here the only radio calls you make in the circuit are when you are established downwind, and when you are on final. You would *never* call crosswind or base!
This was helpful! I am a pretty new student pilot, everything is like drinking from a fire-hose at this point! One thing that would be great on this video if you ever re-do it would be a quick diagram on a whiteboard of the concepts. Great video, I have your book, too and I really found it helpful. Thanks!
Thanks for the feedback, Haley! Enjoy your training!
Thank you! i really enjoyed the video! It was very easy to follow and really helped me! this is my third summer working on my private and hopefully getting it done soon!
Great video. Longtime watcher here. I appreciate the radio communication pointers in an untowered airport like that one... smooth landing as well!
Thanks for watching, Andy! Glad we could help!
I would love to come and see you for training You are very thorough with your words,and easy to understand
I appreciate that!
Great review of proper traffic pattern. Sadly too many (lazy) pilots think the pattern is an oval, not a rectangle and like to shave those corners. My instructor way back when always stressed, "square turns" and proper, concise radio work.
with all respect since you're teaching about safety while in the pattern. it was unsafe to turn base when the other faster plane just called in 6 miles final while you're at lower speed and he's obviously faster. an extended downwind should've been the SAFE move . I'm only saying this since PPL students are probably still learning from this video.
Wonderful video. Very helpful. Thanks so much!
Glad it was helpful!
Beautifully described.
Glad you liked it. Thanks for watching!
Jason. I love your videos. This one on landing was very beneficial.
Thank You, Jason. Clemens
Thanks a lot. I really got a great deal from this now I can relax a little.
This was almost perfect. Thanks for this, it really helps me out and there was a TON of info in this video. The only thing that would have made it better was you mentioned when you added 10* flaps on the downwind leg but never mentioned adding any additional flaps on left base or final.
Thanks for the feedback! And thanks for watching!
Thank you Jason great practical learning
Good info. Visual diagrams would greatly help!
Regarding your technique of not extending flaps in a turn, there is the reduction of stall speed that happens with flap extension that mitigates the increase in stall speed that happens with increased bank angle. And, the turn helps mitigate the ballooning effect of flap extension. So, a case can be made that turns in the pattern (particularly the downwind-to-base turn) are an ideal place to extend flaps.
What would happen with an asymmetrical flap deployment in a turn. This is why we don't add flaps in a turn.
Thanks for breaking it down
Sometimes we are unaware if incoming traffic is faster or slower. I actually never heard of an Arrow but, then again I’m new to flying.
Totally Random Piper Arrow, a gorgeous plane. :)
excellent video and information
i havent made a landing yet, but this will certainly help me think about where i am, where THEY are, and working together to make sure everyone lands safely...
if the arrow had been closer before making your x-wind turn, would it have been the proper thing to extend the downwind to allow him to land first?
Really great stuff. Thank you.
I think Jason would have a smile on his face and a positive attitude even if he was in a situation where the squawked 7500!
Excellent! Very thorough. Thanks!!
I've heard about the "Perfect pattern" so many times... I'm sick of it. While you are 100% correct... you become a better pilot to assume you will never have a perfect pattern. When I was doing solo work way back when (early 90's)... the towner said they would call my base. Well... they forgot about me, and I had a 15 mi final. Totally different sight picture, and no longer became "Cookie cutter". OR... they tell you to turn in tight to get in front of something big coming in straight. So then... you get to practice a slip to get it down. OR... you think you are landing on one runway with left... but they change you to a different runway with a RP. I guess it's good to learn in a larger airport since you are forced to think and respond to more going on.
Just a few lessons in.. seems easy enough when I'm on the ground, but every time I'm in the pattern concentrating on piloting the ac, I always freeze up on the mic and my instructor has to either take controls or take over the calls. It's easier said than done but I know it will come more naturally with time. Very frustrating right now though!
Love it very simple lesson
Jason, great updated video! When will these new videos and content be updated in groundschool academy for your members?
I am guessing you cover Compensating for the wind as your flying the pattern in another video, as well as bank angle on different turns in the pattern.
What's "not correct" about a right (crosswind) departure? What's wrong with it? It's a departure. What is correct? Is an aircraft departing runway 5 (for an East, S.E., or South departure) expected to continue left traffic around the pattern (while climbing)? What calls would be made? "Cessna 12R is turning left downwind for an Eastbound departure" - "Cessna 12R is turning left base... umm ...for an East departure" - " 12R is turning left upwind... ... but we'll be breaking it off (right) for an Eastbound departure" ??? How about arrivals to runway 5 from the South (or S.W.) ? Are they supposed to enter a left upwind and circle round the pattern?
Normally in that case you would be expected to fly the normal traffic pattern (so left hand) and vacate via the left downwind (or crosswind as required), just make a radio call stating so. You *can * do a right crosswind departure, but it is non standard for a reason, and you risk meeting an aircraft joining from the overhead if you aren't careful. Especially as not all aircraft have [functioning] radios.
@@jessiegeorg6632 That is one way to do it. The easier, more practical, and ultimately safer technique would be to climb straight out until reaching pattern altitude +500 and then turning on course.
Great video. When do you start descending, when you fly a traffic pattern? I was waiting for you to say that...but I know other stuff was going on.
I know you asked this over a year ago, but if you haven’t learned yet, generally you start descending when in line with the touchdown zone on downwind.
thank you very much for the video
Needed this!
Glad we could help! Thanks for watching!
Need help in reducing the hesitation while landing (wobbling left and right and getting confused). Or may be - How to keep the final stabilized for easy landing. Please point to video or upload one. Thanks for all your videos.
So what do you do if you're on base and you realize you are about to collide with someone coming straight in? You're low, you're slow.
Do you fly upwards? (in a Cessna 152.. how soon can you get clear of the rapid oncoming traffic?)
Do you fly down? You're low, flying down seems like a very extreme evasive maneuver.
Also, what if you're on final and realize there's a faster plane behind you. How do you escape?
I ask because this happened to a student pilot (that ended up dying)
Nice video. So even though he is one step ahead of you, on final, you are number 1, just because you are closer and lower, but still on base?
Correct. And this is a perfect example of why that rule exists. Otherwise the right-of-way would be determined by who made the first radio call.
can you explain how the other 150 should have exited the traffic pattern properly? say he was taking off on runway 05 VFR to an airport that required a heading of 140 to get to? Jason said it was not correct for him to turn right crosswind. should the other 150 have made almost an entire other lap and exited to his heading of 140 on the base leg? if you could clear that up thatd really help me out.
Hi Hayden! Please reach out to us at support@mzeroa.com and we can have CFI explain traffic pattern entry/exit procedures. Thanks for watching! Fly safe!
Good video but the time in the plane did not focus enough on flying the pattern like you did on the ground. A mention of Vy while taking off; calling out altitudes and power settings; what you're doing with the nose; etc. All would have been helpful and would have reinforced what you said before you were in the air.
I am a student pilot. Can someone please explain why the two right hand departures were not proper even with the one aircraft calling out his turn to the right? Thanks in advance.
As Jason pointed out at the start of the video, the left hand circuit is always the standard unless it is published otherwise in the AIP. You *can* do a right hand departure in a left hand circuit, but it is non-standard for a reason. You also run the risk of "meeting" any aircraft that is in the process of completing the overhead join, bearing in mind that not all aircraft have radios
Somebody please please answer. How do you know when to turn during a traffic pattern? Like when you take off on to the upwind leg, how do you know when to turn onto the crosswind leg? Please answer
Well done
Question…
What if you’re taking off on the opposite side (I assume runway 23), would you still do a left pattern?
Very interesting videos, especially for a student pilot training in a 172. Quick question - why do you always fly in the right seat?
Hello! Typically the student sits in the left seat and the instructor in the right. Jason is the instructor in this video so he is sitting in the right seat! Thanks for watching!
Can anyone tell me why the AIM suggests to start the turn to crosswind @ 700' agl? It used to be 500' agl.
Mike Brown I abide by 500’ AGL. I don’t want to be blowing through PA on X-Wind when I have always anticipated PA right at the downwind turn
The guideline is 300 feet below pattern altitude. He is flying a 1000 AGL pattern. An 800 AGL pattern for singles is also acceptable, in which case 500 before starting crosswind is correct.
What would be the proper procedure to make a RH departure? Fly the runway heading until you're above TPA and then make your turn?
I believe the proper procedure would be to depart straight out or exit at a 45 degree angle in accordance with traffic pattern and then turn on course after reaching pattern altitude.
if this guy was my instructor, my life would be perfect😅. But nonetheless, this was a really good video, coz I'll be doing circuits soon😎
Do you teach cross control for landing like side slips into a cross wind for landing?
Hi! In crosswind, you want to touchdown the upwind wheel first while using rudder to maintain centerline. It is a good technique to use. Then, as you slow down, add more aileron into the wind as necessary to avoid being blown off centerline. Reach out to us at support@mzeroa.com if you have any more questions!
Great Video, thx! :)
Glad you liked it!
Which is it? Flaps only on final or downwind? Y’all contradict each other
As a flight instructor, I wonder why do some pilots landing at a non-towered airports say, the word, traffic at the end of their position report. For example, Dewitt traffic, Skyhawk 2727X, turning one mile final, runway 36, Dewitt traffic. Don't they know that you only say the word, traffic at the beginning of a transmission and not at the end. For example, Dewitt traffic, Skyhawk 2727X, turning one mile final, Dewitt. Remember, at the end of the radio call, you are making mention of the airport at which you are landing. Therefore, the last word out of the pilots' mouth should be the name of that airport; not the word traffic.
When you are arriving or taking off from a non-towered field there really isn't an official script on how or what you say. You can even take off and land without making a radio call. We do not recommend that but there isn't any regulation that states what or how you make your communications at a non-towered field. Another example is some pilots will say the color of their aircraft and other pilots will say their tail number. There is no right or wrong on what you say at a non-towered airfield.
Awesome 😎😎😎😎 great
Thank you! Cheers!
Great job Jason. I think your 152 ultralight is supposed to be at 500 agl pattern though 😊
So when flying a 172 downwind to base its optimal to have the runway about halfway up your window as a visual reference? Great video
Yes, it is a good reference to use that/about halfway up the strut in a 172! It will help keep you at the appropriate distance and help you catch yourself quicker if you are drifting! Thanks for watching!
Jason please give information on how to prevent skidding after landing.
For starters making sure you stay on the centreline helps. Otherwise just don't brake too hard
The My local FSDO told me that a iPad with fore flight or garmin pilot or apps alike for use on a check ride should not be limited or discouraged of use
It's true, and in 10 years the EFBs will be all we have.
Jonn thanks goodness paper charts E6Bs are not really applicable any more especially with the increased safety factor of the electronic flight bag
Yep, and right now is the golden age of having access to both, which is also pretty cool IMO.
Jonn oh yeah if you like “old school” or the EFB it’s up to you and not the examiner
Jason, could you do a video how to request the bridge VFR transition thru class Bravo at TPA?
West to East I normally navigate towards Clearwater/Pier area and call up Tampa approach and request "bridge transition to the east". They usually ask where you're headed. This is a way to pick up VFR flight following.
From East to West I request the transition around KVDF/Tampa executive.
I've never flown it with a local instructor but this usually has worked fine for me.
Wow, so many bad things in this video (not Jason)....9 mile straight in with 3 planes in the circuit is dangerous and making right turns departing a left hand circuit...boy there are some bad pilots out there. I nearly saw a collision when a plane decided to make a 10 mile straight in with 5 planes in the circuit, making radio calls on the wrong frequency...he nearly descended onto a plane already on final. Always best practice to join a circuit overhead and ensure you are on the right radio frequency. Planes already in the circuit have right of way.
It's very hard to maintain heading when the wind is so strong tho
Anticipate headings before you go out into pattern. Take the winds and windcard it out. Additionally, the first pattern you do that day will give you an idea of the headings you need for the rest of the day.
Justin Royer thanks! will be flying tom. ill try to apply this one.
@@TheOchoCinco no problem. Im studying for CFI now and glad some of my knowledge was transferable.
If you stare at a point for a moment you can detect side drift.
What are the standard air speeds in the Cessna 172 on the base leg and on Final Approach? And what is your airspeed as you cross over the runway threshold?
Probably 75 on base, and then 70 on final reducing to 65 as you cross the threshold
Can I ask why you always fly in the right seat?
redeemed in Christ because he is a CFI so he is used to the right seat. The student gets the left seat.
Wish an image was used in the video
Thanks for the feedback, Ganesh!
Almighty c-152
At all this info you must included deiption of you are saying demostrate it visual
Do you teach side slips?
Yes we do
Where is the animation?
No idea first left?
350?
Runway 17 is at Heading 170
A 90 degree Left turn (Crosswind) would Subtract 90 from 170 putting you on heading 080
From 080 a 90 degree turn (Downwind) to the left (Again, subtracting 90 from 080 on the compass) puts you on heading 350 (The opposite of heading 170)
The next 90 degree turn (Base) puts you on heading 260 (350-90=260)
And then the last turn (Final) subtracts 90 from the 260 putting you on the original heading of 170 for Runway 17....
nice brah you couldn't tone up the passion any higher if you tried!
I wish everyone would fly the pattern properly as you did. It would cut down on incidents and accidents. It’s certainly not rocket science.
Thanks for watching, George! A standard pattern is important!
Hey there. Recent tragic and fatal midair collision last week that really seemed similar to your base-to-final approach at the end of this video. What are your thoughts on the big similarities/differences and how to avoid? ua-cam.com/video/1MwccgpwP-o/v-deo.html
The instruction is good but saturated with things that are non specific to the traffic pattern itself, comms and other distractions are not the purpose of this lesson, a sterile flight deck would be a much better environment to learn the basics.
increase volume. cant hear anything
Thanks for the feedback Adrian.
To you said williston? Thats where my buddies would take me to do touch and gos
So it isn't always necessary to drop flaps completely on each approach in a 172? (Simmer here, not actual pilot, but trying to keep it real)
Hi! There are a variety of factors as to why you would want to not deploy the flaps fully on each approach. Usually it is due to wind. If you have any more questions or need any more help please reach out to us at support@mzeroa.com. Thanks for watching!