Rather than heading out over the water to set up for a 45 entry I would just continue my heading while overflying, then, about two miles past the field, make a nice and easy 180 for a straight-in landing. Much simpler. When you say "we know how we have to enter the pattern" I think that may be a misperception. Straight-in landings are not prohibited, and in this scenario may well be the better option. Oh--I do want to say I think you have some of the very best avi vids on youtube; thank you.
Coming in on the downwind is the standard, when teaching I think the standard should be used? Of course nothing is illegal, its just respect to other pilots
Interesting comment regarding your flaps, once down - "leave alone" (6:57). I was taught when you were securely down take out the flaps, as your want as much weight on the wheels and less chance of lift (wind gust or other aircraft) as the standard procedure. Maybe because I learned at an active airport (on Cherokees).
You can argue either way. I think the worry with bringing flaps up on the rollout are two reasons: 1) If one flap fails to come up, it could lead to some unexpected roll/yaw, and 2) (if you look down to make sure that you're moving the right lever) it takes your attention away from keeping the plane on the runway and watching for hazards on/crossing the runway ahead and, if you *don't* look down to make sure you have the right lever, shame on you. I used to being the flaps up on the roll... nowadays, since I haven't seen a good reason to bring them up, I just leave them down unless I'm doing T-n-G's.
In all of your radio calls is it required that you speak as fast and garbled as possible? The only parts understandable is Venice traffic and runway number.
I am a new student pilot and I had trouble centering the aircraft on the runway. I was off to the left of the white line and had to make corrections as I was using the nose of the plane to center on the runway with difficulty. You stated to center it between your legs. I am going to try this. Wow. I think that will make it easier to center the aircraft on the white line.
This pattern entry as depicted in the video is what an aircraft could use if you are coming from the opposite side of the airport from where the traffic pattern is, such as from the east. However in the example given, the airplane is coming from the N/NW. In this case, there is no need for the maneuver where you turn out to the NW for 2 miles, not just half a mile. (essential if you are crossing 500 ft above the TPA, something everyone in my area seems to forget - I see people cross 500-800 ft over TPA then start a "teardrop" almost right away) Rather, if you are coming from the NW, swing out a bit further west while still 5-10 NM from the airport, descend to TPA while you are about 2 miles out on the 45, then enter the pattern. An aircraft operating commercially would never fly a pattern like this, it's a big time waster. Likewise, even if you are coming from the east, if the airport is not busy, cross mid-field, or over the DER at TPA, and enter the downwind. This is the other method shown in the AIM, and there is a time to use both entry methods. And why are we overflying the field if there is an ASOS? That just adds to the congestion. (15year CFII)
Great info however one part I’m not too keen on is I wouldnt be telling my students if their too high to pull back extra vs power to idle. They are learning the fundamentals pitch for airspeed power for altitude. I would be more concerned about my student stalling low and slow vs shock cooling which is deemed to be a myth or at any case less likely. I have my students focus on keeping their airspeed stabilized at the approach speed and use other methods such as flaps, power reduction, slips, sturns in that order.
Not 'throwing rocks' here...but I've struggled (at times) in the pattern to clearly hear and understand voice transmissions (intentions) that are spoken so quickly. Some of us fly really 'loud cockpits'( re; S2L sport plane) and even with noise cancelling headsets, really fast comms. are often hard to understand. No cause to speak like a sloth, but no need to bark at the speed of a machine gun either...just my 2 cents. I am not alone on this one. No disrespect intended. ;-) Otherwise a very good and informative training vid. Thanks for posting.
this guy speaks so fast, assuming everyone who flies a plane is even a native English speaker. My English is on bi-lingual fluency level but I struggle to understand his radios and many terms.
I also have a hard time picking up what they are saying when they speak at a high speed. I always talk slowly on purpose to ensure anyone listening understands me and that I'm not in a hurry to communicate. Seems almost like an attitude of "I'm a pilot, so I can say everything at warp speed".
Excellent videos thanks very much, let me clarify that in the pattern indicator marker what appears an L is not a letter, the short arm is the Traffic Pattern Indicator (the direction we should be coming in on base) and the long arm is the Landing Strip Indicator (final).
As a primary flight instructor for many years, I have no objections to anything you said during this short tutorial. I also like that you emphasized not to touch anything until the aircraft has turned off the runway. Additionally, I like that you lifted the wing and looked both ways for traffic before you made your turn. If anything, in order to lose altitude on a high final, a little trick I've used is to point the nose down with full flaps so long as the airspeed does not exceed the top of the white arc on the airspeed indicator, rather than bringing the nose up to lose altitude. With full flaps, you will fall like a rock and bleed off airspeed very quickly when you raise the nose. Also, there is no prohibition in Cessnas when slipping with full flaps, although it's usually unnecessary.
I also prefer to level off with flaps vs. pull the nose up and potentially get too slow. I didn't like that move in this video. With regard to slipping a Cessna, I believe the 172 POH says not to hold a slip longer than 30 seconds, not that you'd likely need to for that long.
hey, i noticed something hanging possibly from the nose wheel like the metal tenon . Because, when the nose wheel touched the runway, the nose wheel spun all over the place like a bad wheel on a shopping cart
As someone starting out learning - how can you tell the left and right traffic for the runways from the windsock @2:26 - I don't see how he got that information
Is that first pattern an FAA published maneuver? Couldn’t it interfere with anybody taking off and entering a left crosswind or turning downwind? Or could it be dangerous for anyone climbing out runway heading, or departing to the right? Isn’t that why they recommend perpendicular out a few miles and the. turning back around for a 45 degree entry? Did that short final seem to have a pretty high angle of attack and descent rate? For anyone other than a fighter pilot? 😉
Great video as always. Question for you on descent. Sounds like you’re starting descent on downwind. That’s how I was taught too. There’s a counter opinion on that for traffic visibility reasons we should not start to descend until base leg. What are your thoughts on why we should start descending on downwind vs waiting until base?
Great video! I too agree that you’re talking too fast for an instructor. Also, a short break between points for the brain to absorb is good before going to the next point. Your landing technique was hard on the nose gear. Land on the mains and hold the nose wheel off until speed bleeds off. Use Aerodynamic braking to reduce the need for wheel brakes saving them for Later to complete the stop. Raising flaps on rollout helps to hold the nose wheel up.
Dude, he was already under 40 kt when the mains hit (check the ASI). That's why the nose came down so soon. He wasn't hard on anything. To the contrary, it was exceedingly gentle.
I fly an arrow IV turbo. Shock cooling is always a concern. Because of the t tail I come in with power and very little flare. Any other suggestions that I may attempt?
Around @3:09 when making the call, isn't the phraseology backward? Shouldn't "1,500, 2 north" be said before "overflying the field", because the former is your location and the latter is your intention?
3 years ago, no reply... this guy, as good as he is about explaining things, hes terrible at following up on his own mistakes and questions from students.
how do you effectively avoid traffic during uncontrolled field patterns? What if you are too close to another plane? How can you gauge if you are too close to not?
Where did you mount the camera? When I placed it in that region on my Cessna it was buffeting the whole time (I assume from the prop wash or the aluminum vibrating)
At 2:42, you suggest checking the AFD to identify left/right for the runway you wish to use. What if (as with KRBG) the supplemental chart does not list it?
I was curious at entering the downwind at 1500ft instead of traffic pattern altitude. If that's the correct procedure do you start descending to traffic pattern altitude (1000ft) once you are on the down?
He entered at pattern height and went out over the ocean to descend from 1500 to 1000, thus entering pattern at a 45 degree angle midfield and downwind.
Depends greatly on sink rate and speed, however as a general rule for a stabilized approach I would keep some power in until just a few feet over the runway. Typically 1,700rpm abeam the numbers, start on down, power hangs around 1,500 on base and final, somewhere on short final I'd reduce to a 1/4" or so (1,200-1,300 rpm) and carry that down into ground effect.
Unpopular opinion here. Granted, I'm a low time pilot, and this opinion may be coming from a place of ignorance and/or inexperience, but...I very rarely use trim and don't understand its heavy use as seen in a lot of videos. Especially in the landing phase. Heavy aircraft climbing slowly in a tailwind? Trim all day. At your desired cruise altitude and want to maintain straight and level flight? Trim away. But when landing...why so much trim? There are variables - wind gusts can change your airspeed, you may need to make fast adjustments if your approach becomes unstable, you may need to go around, etc. I want to know that I'm operating from a place of neutrality and be able to know as best as possible how my controls will react. For every landing, conditions can be a bit different, thereby changing the amount of trim, and thereby changing the amount of actual control input needed. Why would I want to fly every landing with differing amounts of trim? Doesn't that mean I would potentially have to make different control inputs to achieve the same desired result from one landing to the next if I'm trimmed differently (even just slightly) for each one? And especially in the case of a go-around when there is wide variation in airspeed and pitch in a short time. It just adds another task that doesn't need to be there. I'd be interested to hear anyone's thoughts.
You should always relief your controls on landing, even if its just to get it out of a nose high attitude, its fun to set up your trim for your approach speed. Trim is there for a reason, so use it to your advantage, and if your worried about adding another task in flying then maybe its not for you. juggle juggle juggle. fly safe.
@@fly8ma.comflighttraining199for real , dude? In response to my honest question, you insinuate flying may not be for me because I’m asking about potentially eliminating an unnecessary task? Really?
I just started training so, I may be all wet, but I noticed that your turn coordinator is inoperative. This is acceptable because you are flying VFR, correct? Thanks. Good video. I picked up some good info on determining the pattern and how to approach the field.
OK KVNC's elevation is 16 MSL' and you overflew at 1500' MSL which should be 500' above pattern altitude. But you're making your turn to base at 1700' MSL? That doesn't make any sense. Did you mean 700' MSL because that would be about right for base.
Ok, but why slowing to final approach speed before turning base?? . If that engine quits there you will go below best glide speed and will be very hard to recover the speed when low. Also is too easy to get distracted on base and kill speed to almost stalling speed when turning final. Cherokees on a 30 degree bank stalling speed is around 70mph if you pull a bit to align on final. Too many accidents with a perfect engine due too slow on base leg, then the banking stall increase. I teach engine fails before each turn of the 5 legs of the traffic pattern. Try to teach them, you will surprise a lot of "old pilots" that dont know them.
It depends on aircraft speed, pilot ability and preference. However for your typical GA aircraft you can expect 1/2 mile to 1 mile to be common. There will be some aircraft that do fly a 2-3 mile spacing from the airport, although more rare.
I agree. I would never do this that close to the ground while going at the slow of a speed. That’s a recipe for disaster. In any case if I need to lose altitude, I would consider doing a forward slip first.
Yeah, I agree. But if you're good and know what you're doing, pulling up to slow down works wonders in certain aircraft. But you've got to know your airplane and be very comfortable flying at the edge of the flight envelope. The forward slip is preferable, assuming one knows what to do as well. I've seen too many people pull the nose up too high on a slip. If you stall in that position, get ready for a snap roll. That could be worse than pulling up to slow down.
Yeah... I've heard some mechanics point out that the engine shock-cools when you shut it down (although I wouldn't be surprised if there were cases where some parts of the engine cool faster in flight due to the airflow over the cooling fins). But the crucial bit about the rapid cooling of the engine after shutdown: the parts aren't moving against each other!
There's a reason the FAA recommends it. It is in fact a safe spot to be, given the low volume of jet traffic, and the fact that jets fly a very wide pattern compared to small piston aircraft. You're not going to encounter jet aircraft overflying midfield at 1,500' agl
The chapter referenced recommends 500' above the pattern (i.e. usually 1500') unless large or turbine aircraft operate from the field, in which case 2000' is recommended instead to avoid that traffic.
I must say, I find some of these practices insane and suicidal. Like, for example, that RP13 nonsense at Venice. I mean ... seriously! Even a moron can see the problem with that ... right? Just in case not, I'll point it out. If airplanes fly a right-hand pattern to land on runway 13, and fly a left-hand pattern to land on runway 31, then airplanes will end up flying in opposite directions at the same place (in the same places in both patterns, but going opposite directions). When the wind is calm, or gradually shifting back and forth, some pilots will land on runway 13 and some on runway 31. Therefore you're likely to have airplanes flying both right-hand patterns to runway 13 and left-hand patterns to runway 31. *!!!!! KABOOM !!!!!* Is FAA insane? Are pilots suicidal? Both seem highly probable.
It's due to a noise abatement procedure. Not ideal but as long as it is considered in your preflight you should be ok. Listen in to what traffic is using and keep an extra sharp eye out for any yahoos flying the wrong runway pattern. I too think it is dumb as I have flown out of there plenty.
Helpful but talking way too fast--there is no reason to talk fast. It only increases the chances someone will not understand a key communication--and what does it save? One second? Half a second? Not good.
That’s what I like about your videos not just simple and informative, but more visual for visualize people like me on map and on real ❤
So very helpful! What did student pilots do without UA-cam...
They paid more and got less.
We read books….
Your intro landing: What is the thing hanging off your nosewheel and is the wheel supposed to turn 90 degrees perpendicular in an instant at landing?
Rather than heading out over the water to set up for a 45 entry I would just continue my heading while overflying, then, about two miles past the field, make a nice and easy 180 for a straight-in landing. Much simpler. When you say "we know how we have to enter the pattern" I think that may be a misperception. Straight-in landings are not prohibited, and in this scenario may well be the better option. Oh--I do want to say I think you have some of the very best avi vids on youtube; thank you.
Coming in on the downwind is the standard, when teaching I think the standard should be used? Of course nothing is illegal, its just respect to other pilots
Interesting comment regarding your flaps, once down - "leave alone" (6:57). I was taught when you were securely down take out the flaps, as your want as much weight on the wheels and less chance of lift (wind gust or other aircraft) as the standard procedure. Maybe because I learned at an active airport (on Cherokees).
You can argue either way. I think the worry with bringing flaps up on the rollout are two reasons: 1) If one flap fails to come up, it could lead to some unexpected roll/yaw, and 2) (if you look down to make sure that you're moving the right lever) it takes your attention away from keeping the plane on the runway and watching for hazards on/crossing the runway ahead and, if you *don't* look down to make sure you have the right lever, shame on you. I used to being the flaps up on the roll... nowadays, since I haven't seen a good reason to bring them up, I just leave them down unless I'm doing T-n-G's.
In all of your radio calls is it required that you speak as fast and garbled as possible?
The only parts understandable is Venice traffic and runway number.
Man I love this video!! I’m 15 hours into training and this is super helpful!
Glad this could help! Make sure to check out our website to for more helpful information!
www.fly8ma.com
I am a new student pilot and I had trouble centering the aircraft on the runway. I was off to the left of the white line and had to make corrections as I was using the nose of the plane to center on the runway with difficulty. You stated to center it between your legs. I am going to try this. Wow. I think that will make it easier to center the aircraft on the white line.
i really like your in cockpit training - easy to follow - remind me of my instructor back in the day!!!
I appreciate it!! We try to make it as easy as possible
This pattern entry as depicted in the video is what an aircraft could use if you are coming from the opposite side of the airport from where the traffic pattern is, such as from the east. However in the example given, the airplane is coming from the N/NW. In this case, there is no need for the maneuver where you turn out to the NW for 2 miles, not just half a mile. (essential if you are crossing 500 ft above the TPA, something everyone in my area seems to forget - I see people cross 500-800 ft over TPA then start a "teardrop" almost right away) Rather, if you are coming from the NW, swing out a bit further west while still 5-10 NM from the airport, descend to TPA while you are about 2 miles out on the 45, then enter the pattern. An aircraft operating commercially would never fly a pattern like this, it's a big time waster. Likewise, even if you are coming from the east, if the airport is not busy, cross mid-field, or over the DER at TPA, and enter the downwind. This is the other method shown in the AIM, and there is a time to use both entry methods. And why are we overflying the field if there is an ASOS? That just adds to the congestion. (15year CFII)
Great info however one part I’m not too keen on is I wouldnt be telling my students if their too high to pull back extra vs power to idle. They are learning the fundamentals pitch for airspeed power for altitude. I would be more concerned about my student stalling low and slow vs shock cooling which is deemed to be a myth or at any case less likely. I have my students focus on keeping their airspeed stabilized at the approach speed and use other methods such as flaps, power reduction, slips, sturns in that order.
Not 'throwing rocks' here...but I've struggled (at times) in the pattern to clearly hear and understand voice transmissions (intentions) that are spoken so quickly. Some of us fly really 'loud cockpits'( re; S2L sport plane) and even with noise cancelling headsets, really fast comms. are often hard to understand. No cause to speak like a sloth, but no need to bark at the speed of a machine gun either...just my 2 cents. I am not alone on this one. No disrespect intended. ;-) Otherwise a very good and informative training vid. Thanks for posting.
this guy speaks so fast, assuming everyone who flies a plane is even a native English speaker. My English is on bi-lingual fluency level but I struggle to understand his radios and many terms.
I also have a hard time picking up what they are saying when they speak at a high speed. I always talk slowly on purpose to ensure anyone listening understands me and that I'm not in a hurry to communicate. Seems almost like an attitude of "I'm a pilot, so I can say everything at warp speed".
Excellent videos thanks very much, let me clarify that in the pattern indicator marker what appears an L is not a letter, the short arm is the Traffic Pattern Indicator (the direction we should be coming in on base) and the long arm is the Landing Strip Indicator (final).
As a primary flight instructor for many years, I have no objections to anything you said during this short tutorial. I also like that you emphasized not to touch anything until the aircraft has turned off the runway. Additionally, I like that you lifted the wing and looked both ways for traffic before you made your turn.
If anything, in order to lose altitude on a high final, a little trick I've used is to point the nose down with full flaps so long as the airspeed does not exceed the top of the white arc on the airspeed indicator, rather than bringing the nose up to lose altitude. With full flaps, you will fall like a rock and bleed off airspeed very quickly when you raise the nose.
Also, there is no prohibition in Cessnas when slipping with full flaps, although it's usually unnecessary.
I also prefer to level off with flaps vs. pull the nose up and potentially get too slow. I didn't like that move in this video. With regard to slipping a Cessna, I believe the 172 POH says not to hold a slip longer than 30 seconds, not that you'd likely need to for that long.
hey, i noticed something hanging possibly from the nose wheel like the metal tenon . Because, when the nose wheel touched the runway, the nose wheel spun all over the place like a bad wheel on a shopping cart
As someone starting out learning - how can you tell the left and right traffic for the runways from the windsock @2:26 - I don't see how he got that information
Look at the base leg and imagine the runway
Is that first pattern an FAA published maneuver? Couldn’t it interfere with anybody taking off and entering a left crosswind or turning downwind? Or could it be dangerous for anyone climbing out runway heading, or departing to the right? Isn’t that why they recommend perpendicular out a few miles and the. turning back around for a 45 degree entry? Did that short final seem to have a pretty high angle of attack and descent rate? For anyone other than a fighter pilot? 😉
Thanks for making these videos. They're a big help to me in advance of flight training.
Great video as always. Question for you on descent. Sounds like you’re starting descent on downwind. That’s how I was taught too. There’s a counter opinion on that for traffic visibility reasons we should not start to descend until base leg. What are your thoughts on why we should start descending on downwind vs waiting until base?
Great video!
I too agree that you’re talking too fast for an instructor. Also, a short break between points for the brain to absorb is good before going to the next point.
Your landing technique was hard on the nose gear. Land on the mains and hold the nose wheel off until speed bleeds off. Use Aerodynamic braking to reduce the need for wheel brakes saving them for Later to complete the stop. Raising flaps on rollout helps to hold the nose wheel up.
It's a video. Hit the pause button. You can also click the gear icon and slow the playback to 75%.
Dude, he was already under 40 kt when the mains hit (check the ASI). That's why the nose came down so soon. He wasn't hard on anything. To the contrary, it was exceedingly gentle.
is the landing gear supposed to do that in the first clip?
I fly an arrow IV turbo. Shock cooling is always a concern. Because of the t tail
I come in with power and very little flare. Any other suggestions that I may attempt?
Around @3:09 when making the call, isn't the phraseology backward? Shouldn't "1,500, 2 north" be said before "overflying the field", because the former is your location and the latter is your intention?
3 years ago, no reply... this guy, as good as he is about explaining things, hes terrible at following up on his own mistakes and questions from students.
Excellent video, thanks
how do you effectively avoid traffic during uncontrolled field patterns? What if you are too close to another plane? How can you gauge if you are too close to not?
Excellent presentation. Thanks
You are welcome!
Where did you mount the camera? When I placed it in that region on my Cessna it was buffeting the whole time (I assume from the prop wash or the aluminum vibrating)
Another big secret to find out what runway to use. Tune the AWOS
For the left Downwind you entered, was that a teardrop entry?
NO.. a 180..
How do you brake and use right rudder at the same time?
Just push the toe brakes with your toes and push the right rudder pedal to the floor with the ball of your right foot.
At 2:42, you suggest checking the AFD to identify left/right for the runway you wish to use. What if (as with KRBG) the supplemental chart does not list it?
Hey there! If the AFD does not specifically specify right traffic, left traffic is standard!
Thank you!
I was curious at entering the downwind at 1500ft instead of traffic pattern altitude. If that's the correct procedure do you start descending to traffic pattern altitude (1000ft) once you are on the down?
He entered at pattern height and went out over the ocean to descend from 1500 to 1000, thus entering pattern at a 45 degree angle midfield and downwind.
I was just searching for this today! Thank You!!
Glad you found it! Safe Flying!
While landing, why not land with middle of the aircraft and aim of middle of legs?
Wow! Chock full o' valuable information! Well done!!
Thanks! Safe Flying!
Do sport pilots still use the PTS or the new ACS? I cannot find this information anywhere. Thanks
Darrell Collins use pts
I understood all the way until minute 3:46 after that I could not make any sense of what was being said in relation to the "green line"....
In the Cherokee, when do you pull full power? Looked to be right over the numbers...just curious.
Depends greatly on sink rate and speed, however as a general rule for a stabilized approach I would keep some power in until just a few feet over the runway. Typically 1,700rpm abeam the numbers, start on down, power hangs around 1,500 on base and final, somewhere on short final I'd reduce to a 1/4" or so (1,200-1,300 rpm) and carry that down into ground effect.
+FLY8MA.com Flight Training thanks for your response.
I always add flaps during the turn to base. Its how I was taught.
Don't add flaps during turns. In case of a symmetrical flap extension
Unpopular opinion here. Granted, I'm a low time pilot, and this opinion may be coming from a place of ignorance and/or inexperience, but...I very rarely use trim and don't understand its heavy use as seen in a lot of videos. Especially in the landing phase. Heavy aircraft climbing slowly in a tailwind? Trim all day. At your desired cruise altitude and want to maintain straight and level flight? Trim away. But when landing...why so much trim? There are variables - wind gusts can change your airspeed, you may need to make fast adjustments if your approach becomes unstable, you may need to go around, etc. I want to know that I'm operating from a place of neutrality and be able to know as best as possible how my controls will react. For every landing, conditions can be a bit different, thereby changing the amount of trim, and thereby changing the amount of actual control input needed. Why would I want to fly every landing with differing amounts of trim? Doesn't that mean I would potentially have to make different control inputs to achieve the same desired result from one landing to the next if I'm trimmed differently (even just slightly) for each one? And especially in the case of a go-around when there is wide variation in airspeed and pitch in a short time. It just adds another task that doesn't need to be there. I'd be interested to hear anyone's thoughts.
You should always relief your controls on landing, even if its just to get it out of a nose high attitude, its fun to set up your trim for your approach speed. Trim is there for a reason, so use it to your advantage, and if your worried about adding another task in flying then maybe its not for you. juggle juggle juggle. fly safe.
@@fly8ma.comflighttraining199for real , dude? In response to my honest question, you insinuate flying may not be for me because I’m asking about potentially eliminating an unnecessary task? Really?
why you called it ten east?
I just started training so, I may be all wet, but I noticed that your turn coordinator is inoperative. This is acceptable because you are flying VFR, correct?
Thanks. Good video. I picked up some good info on determining the pattern and how to approach the field.
Excellent teacher.
OK KVNC's elevation is 16 MSL' and you overflew at 1500' MSL which should be 500' above pattern altitude. But you're making your turn to base at 1700' MSL? That doesn't make any sense. Did you mean 700' MSL because that would be about right for base.
Nice video, very informative
Thanks! Safe Flying!
Great videos...Thank you
you the man!! Thanks
Thanks bud! Fly Safe!
Ok, but why slowing to final approach speed before turning base?? . If that engine quits there you will go below best glide speed and will be very hard to recover the speed when low. Also is too easy to get distracted on base and kill speed to almost stalling speed when turning final. Cherokees on a 30 degree bank stalling speed is around 70mph if you pull a bit to align on final. Too many accidents with a perfect engine due too slow on base leg, then the banking stall increase. I teach engine fails before each turn of the 5 legs of the traffic pattern. Try to teach them, you will surprise a lot of "old pilots" that dont know them.
What is the offset distance between runway and downwind?
It depends on aircraft speed, pilot ability and preference. However for your typical GA aircraft you can expect 1/2 mile to 1 mile to be common. There will be some aircraft that do fly a 2-3 mile spacing from the airport, although more rare.
is it acceptable to be further out for students ? Just curious if this is a 'strict' thing or more of a requested thing ?
That bit about pulling the nose up to sink on final seems like a great way to stall.
Not at all. One always pulls up the nose ["up" meaning from its current attitude, not necessarily above the horizon] to slow down.
I agree. I would never do this that close to the ground while going at the slow of a speed. That’s a recipe for disaster. In any case if I need to lose altitude, I would consider doing a forward slip first.
Yeah, I agree. But if you're good and know what you're doing, pulling up to slow down works wonders in certain aircraft. But you've got to know your airplane and be very comfortable flying at the edge of the flight envelope. The forward slip is preferable, assuming one knows what to do as well. I've seen too many people pull the nose up too high on a slip. If you stall in that position, get ready for a snap roll. That could be worse than pulling up to slow down.
take a lesson
Great information , but slow down please . I am trying to write what you are saying.
You can use the UA-cam playback speed function! You can select to either play back the video slower or faster if you want to take notes!
What's up with the wiggling fusage? 5:00
This is the video where the technique of flying clicked.
Shock cool the engine....lol..riiight. funny how no one worries about shock cooling when they shut the engine down after parking. Old wives tales
Yeah... I've heard some mechanics point out that the engine shock-cools when you shut it down (although I wouldn't be surprised if there were cases where some parts of the engine cool faster in flight due to the airflow over the cooling fins). But the crucial bit about the rapid cooling of the engine after shutdown: the parts aren't moving against each other!
Overflying aircraft at 1500" is worse place to be! Jet pattern is 1500'.
There's a reason the FAA recommends it. It is in fact a safe spot to be, given the low volume of jet traffic, and the fact that jets fly a very wide pattern compared to small piston aircraft. You're not going to encounter jet aircraft overflying midfield at 1,500' agl
www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/09_afh_ch7.pdf
The chapter referenced recommends 500' above the pattern (i.e. usually 1500') unless large or turbine aircraft operate from the field, in which case 2000' is recommended instead to avoid that traffic.
in your initial call you don't mention your altitude, nice video though.
Not required.
1:24
thankayou ^.^
Glad it helps! Fly Safe!
your information really helps for when I start my flight training. thanks again ^.^
do you have a video on how to taxi/lean for taxi?? cause that would really help
I must say, I find some of these practices insane and suicidal. Like, for example, that RP13 nonsense at Venice. I mean ... seriously! Even a moron can see the problem with that ... right? Just in case not, I'll point it out. If airplanes fly a right-hand pattern to land on runway 13, and fly a left-hand pattern to land on runway 31, then airplanes will end up flying in opposite directions at the same place (in the same places in both patterns, but going opposite directions).
When the wind is calm, or gradually shifting back and forth, some pilots will land on runway 13 and some on runway 31. Therefore you're likely to have airplanes flying both right-hand patterns to runway 13 and left-hand patterns to runway 31. *!!!!! KABOOM !!!!!*
Is FAA insane? Are pilots suicidal? Both seem highly probable.
It's due to a noise abatement procedure. Not ideal but as long as it is considered in your preflight you should be ok. Listen in to what traffic is using and keep an extra sharp eye out for any yahoos flying the wrong runway pattern. I too think it is dumb as I have flown out of there plenty.
Helpful but talking way too fast--there is no reason to talk fast. It only increases the chances someone will not understand a key communication--and what does it save? One second? Half a second? Not good.
why waste time say lot word when few words do trick?
hahah helicioter go burrrrrrr straight to the fuel farm
Dude... you talk wayyy too fast for us newbie students. No need to grandstand at an uncontrolled field like this