Always a pleasure watching your videos sir! The only times I have seen a mistake, verbally or with technique you cover it with a screen popup and own the mistake, I would recommend your vid's to anyone. And that is something that even the top vid makers can't compete with. Well done and keep them coming.
Phonetic alphabet. Instead of saying A as in Apple over the radio we just say Alpha or Bravo, etc. Much easier way to communicate. Look up phonetic alphabet and you’ll see the entire list.
Really liked your videos, very organized. Kinda remind me of my instructor when I was going for PPL. One place in my training where I struggled during my initial days was flare or modern days transition to slow flight before landing. I used to take power off little early; then to compensate I used to come with faster air speeds on approach, but ultimately learned to fly speed and maintain correct attitude. Would love if you can bring up one video on this topic. May be with both high and low wing aircraft. Also not seeing much activity since your last one :) .
@@GZA036 it shows, I do not know where his license is but for the FAA standards, you have information in the Advisory Circular of Non-Towered Airport Flight Operations.
Hi SIM CFI! How you doing? It's been a year since your last video and I miss your presence and your insightful tutorials! Is there any chance to see more of yours videos in future?
Attilio Da Riva I feel like I’ve covered most of the VFR flying and I’m not sure what else to cover VFR. I’m going to interview with an airline soon and once that takes off I’ll be getting very proficient flying IFR. Then I’ll feel more comfortable making IFR videos. I might even put out some airline related videos depending on what I think of.
That's great news! That's actually what I was missing... more complex/high performance aircrafts and more IFR. I wish you the best luck for the interview!
Yes this is technically correct. But. Being realistic, if I’m still rolling just fine approaching the line I’m going to make the announcement anyways for anyone waiting to takeoff.
Hi through communication and visual recognition. The 45 degree entry into the downwind gives you the chance to observe traffic as you enter the pattern and to figure out your sequence if there is other traffic on downwind. Ideally, if everyone entered on the 45 entry then traffic management wouldn’t be so bad. But in the real world, everyone enters from every direction possible so you have to keep up your scan. This is why it’s important to learn the visual sight references to fly the plane instead of focusing on the instruments all of the time. Keep your head outside and make your radio calls. The radio is not required at non-towered fields which adds to the challenge when someone isn’t using the radio. Keep up your visual scanning, fly the proper procedure, and don’t be afraid to exit the pattern if it doesn’t feel safe. Patterns can get overcrowded and when someone makes a bad move, it may be best to just leave and come back in a couple mins.
SIM CFI I appreciate the quick reply. I recently finished my private and I have never flown in a traffic pattern with multiple airplanes going at the same time. I have obviously reviewed the AIM and it’s recommendations, but it makes little suggestions to physical separation between aircraft. My CFI hasn’t really given me details regarding this. How do you gauge spacing? If you were too close to someone, and you were behind them would it be recommended to do s turns or fly on a parallel upwind leg to increase spacing? I’ve heard that extending downwind doesn’t work well because it other airplanes to increase their spacing too, further creating a larger traffic pattern. How would you deal with this? I assume if it was only one other plane you could.
Hi if you’re on downwind and someone is in front of you, a good rule of thumb is to turn base once they are abeam you on final. If the traffic is too tight then you have a few options. Slow down / follow them but just fly an upwind leg and do another lap / do a 360 turn on downwind (if it seems safe, be mindful of traffic entering on the 45) / or just leave the pattern and re enter
@@SIMCFI Ok. Is it safe to do circles in the pattern? And what do you mean fly an upwind? You mean to the right of the person on final? Also, if you are approaching an airport and want to circle is it exeptable to fly in a circle or figure eight? Would you just do normal clearing turns like you are doing manuevers? Then turn around and circle back when safe (teardrop basically)
Hi a circle in the pattern is somewhat common (you’ll hear people say they’re doing a right 360 on downwind, assuming left hand traffic pattern) but it can have some risk. If you wanted to circle outside of the pattern I would just circle. The upwind is flying over the runway and then turning crosswind at the normal time. I usually offset it a bit to the right so that I can monitor landing and departing traffic to fit myself in with that flow.
Ah okay. FYI X-Plane has really wonderful Cherokee 140 you might want to check out if that's your main teaching aircraft. They have two different versions, one with an "original" panel and one with a more modern "six pack" panel.
I've seen that but nothing compares to A2A Accusim aircraft. This 180 is almost identical except for the extra power, so the main differences mainly lies with needing a bit more RPM in the 140 vs the 180 to get the same speed. And all the V speeds are the same, which is nice.
Hello CFI,I wanted to ask you for advice on keeping coordinated turns,especially during rough spots of air I seem to fail at keeping a turn 100% coordinated,would I be failed even in VMC for not being able to keep a 100% coordinated turn on my checkride?. another request,please make a video on checkride boundries and tips. many thanks
Shayan Hassanbigi yes I can definitely make a video regarding the FAA checkride. As for coordination, use the technique of rolling into shallow banks left and right and let the nose pivot around a point in the distance. If the nose is sliding around, you're using either too much or too little rudder.
Excellent
This lessons are very good. I've learned much quicker with SIM CFI. Thank you!
Always a pleasure watching your videos sir! The only times I have seen a mistake, verbally or with technique you cover it with a screen popup and own the mistake, I would recommend your vid's to anyone. And that is something that even the top vid makers can't compete with. Well done and keep them coming.
Crazy how realistic this is! I own a 1964 Cherokee 180 in real life
Awesome awesome how you explain, in simple & common words.
Thank. Question what are those words Wisky, Alpha, Charlie? lol
Thank you
Phonetic alphabet. Instead of saying A as in Apple over the radio we just say Alpha or Bravo, etc. Much easier way to communicate. Look up phonetic alphabet and you’ll see the entire list.
Private Pilot | Traffic Patterns, Short/Soft/Slip/Crosswind Take of and Land thank you very much!
Really liked your videos, very organized. Kinda remind me of my instructor when I was going for PPL. One place in my training where I struggled during my initial days was flare or modern days transition to slow flight before landing. I used to take power off little early; then to compensate I used to come with faster air speeds on approach, but ultimately learned to fly speed and maintain correct attitude. Would love if you can bring up one video on this topic. May be with both high and low wing aircraft. Also not seeing much activity since your last one :) .
Thanks, you're one of the 'Greats'.
"Inbound 45" never heard that before...
you never fly?
@@lucasrayo1 commercial pilot, you?
@@GZA036 it shows, I do not know where his license is but for the FAA standards,
you have information in the Advisory
Circular of Non-Towered Airport Flight
Operations.
@@GZA036 well look at you.
Hi SIM CFI!
How you doing? It's been a year since your last video and I miss your presence and your insightful tutorials! Is there any chance to see more of yours videos in future?
Attilio Da Riva I feel like I’ve covered most of the VFR flying and I’m not sure what else to cover VFR. I’m going to interview with an airline soon and once that takes off I’ll be getting very proficient flying IFR. Then I’ll feel more comfortable making IFR videos. I might even put out some airline related videos depending on what I think of.
That's great news! That's actually what I was missing... more complex/high performance aircrafts and more IFR. I wish you the best luck for the interview!
you said you were clear of the runway when you were still on the runway. you are not clear of the runway until you have passed the hold short line.
Yes this is technically correct. But. Being realistic, if I’m still rolling just fine approaching the line I’m going to make the announcement anyways for anyone waiting to takeoff.
@@SIMCFI thx for the fast response even on an older vid
How do you deal with other airplanes in the pattern?
Hi through communication and visual recognition. The 45 degree entry into the downwind gives you the chance to observe traffic as you enter the pattern and to figure out your sequence if there is other traffic on downwind.
Ideally, if everyone entered on the 45 entry then traffic management wouldn’t be so bad. But in the real world, everyone enters from every direction possible so you have to keep up your scan. This is why it’s important to learn the visual sight references to fly the plane instead of focusing on the instruments all of the time. Keep your head outside and make your radio calls.
The radio is not required at non-towered fields which adds to the challenge when someone isn’t using the radio. Keep up your visual scanning, fly the proper procedure, and don’t be afraid to exit the pattern if it doesn’t feel safe. Patterns can get overcrowded and when someone makes a bad move, it may be best to just leave and come back in a couple mins.
SIM CFI I appreciate the quick reply. I recently finished my private and I have never flown in a traffic pattern with multiple airplanes going at the same time. I have obviously reviewed the AIM and it’s recommendations, but it makes little suggestions to physical separation between aircraft. My CFI hasn’t really given me details regarding this. How do you gauge spacing? If you were too close to someone, and you were behind them would it be recommended to do s turns or fly on a parallel upwind leg to increase spacing? I’ve heard that extending downwind doesn’t work well because it other airplanes to increase their spacing too, further creating a larger traffic pattern. How would you deal with this? I assume if it was only one other plane you could.
Hi if you’re on downwind and someone is in front of you, a good rule of thumb is to turn base once they are abeam you on final. If the traffic is too tight then you have a few options. Slow down / follow them but just fly an upwind leg and do another lap / do a 360 turn on downwind (if it seems safe, be mindful of traffic entering on the 45) / or just leave the pattern and re enter
@@SIMCFI Ok. Is it safe to do circles in the pattern? And what do you mean fly an upwind? You mean to the right of the person on final? Also, if you are approaching an airport and want to circle is it exeptable to fly in a circle or figure eight? Would you just do normal clearing turns like you are doing manuevers? Then turn around and circle back when safe (teardrop basically)
Hi a circle in the pattern is somewhat common (you’ll hear people say they’re doing a right 360 on downwind, assuming left hand traffic pattern) but it can have some risk. If you wanted to circle outside of the pattern I would just circle.
The upwind is flying over the runway and then turning crosswind at the normal time. I usually offset it a bit to the right so that I can monitor landing and departing traffic to fit myself in with that flow.
4:37 Cherokee 140?
I made these videos with my current students in mind and they fly Cherokee 140s so I wanted to let them know where the differences are from the 180.
Ah okay. FYI X-Plane has really wonderful Cherokee 140 you might want to check out if that's your main teaching aircraft. They have two different versions, one with an "original" panel and one with a more modern "six pack" panel.
I've seen that but nothing compares to A2A Accusim aircraft. This 180 is almost identical except for the extra power, so the main differences mainly lies with needing a bit more RPM in the 140 vs the 180 to get the same speed. And all the V speeds are the same, which is nice.
Hello CFI,I wanted to ask you for advice on keeping coordinated turns,especially during rough spots of air I seem to fail at keeping a turn 100% coordinated,would I be failed even in VMC for not being able to keep a 100% coordinated turn on my checkride?.
another request,please make a video on checkride boundries and tips.
many thanks
Shayan Hassanbigi yes I can definitely make a video regarding the FAA checkride. As for coordination, use the technique of rolling into shallow banks left and right and let the nose pivot around a point in the distance. If the nose is sliding around, you're using either too much or too little rudder.
Thanks 👍
dumb question. What software is this? thanks.
Prepar3D v3.2
1000pi per minutes on descend dont take pax with you