Takes me back to what might have been. I met my now wife in college Avaition Club back in 1978. We got married on graduation in 1980 and were poor as church mice. Eventually we got into sailing (NY has GREAT lakes) and got up to a 34 ft sailboat after a series of smaller ones. Could have bought a nice small plane for that $127,000 in 1999. But I do wonder if small changes might have gotten us into private pilot pursuits instead.
Opposite side mid-field entry at pattern altitude, when a pattern isn’t congested is a well accepted alternate entry. It gives an excellent view of the pattern and any traffic approaching from the pattern side. It also minimizes the time spent in the vicinity of the airport and at low altitude vs flying over at least 1000’ above and well past to descend and return back on a 45.
@@planeplaces copy. I was always under the impression that you fly about 2000 agl over the field to possibly avoid turbine aircraft and then teardrop away from the field and then enter 45 to downwind.
@@christopherbrown1730 that’s the called the preferred method now in all the FAA publications but the midfield crossing as well as straight ins are also contemplated . Ultimately in non-towered operations a lot is up to pilot judgement as there are infinite variations of what is “best” at any given airport at a given time. The guidelines try to put everyone on a common play book but you have to expect the unexpected.
@@planeplaces thank you again for all the responses. Kind of like recommended entries into procedure turns or holds where you are on the line between parallel and teardrop entries.
I run Garmin pilot on both my phone and my iPad (the iPad is on my kneeboard). It connects via bluetooth to the Garmin 345 transponder and gets live weather, traffic, attitude reference, and GPS position. I run the 'traffic' screen on my phone set to 6 mile range so that I always have a clean display for showing other nearby aircraft. Traffic is also displayed on the panel GTN 650 and iPad moving maps but I like having a decided display that is always easy to reference. I also run the SkyTimer app on my phone which is the simplest and best fuel tank timer / reminder app I've found.
This article states a number of the reasons but fundamentally it’s a technique to maintain focus and reinforce making sure checklist items are done vs only thinking you did them. Every pilot has their own style and some don’t verbalize but it’s always worked well for me. www.flyingmag.com/cfi-wildes-self-talk/
Takes me back to what might have been. I met my now wife in college Avaition Club back in 1978. We got married on graduation in 1980 and were poor as church mice. Eventually we got into sailing (NY has GREAT lakes) and got up to a 34 ft sailboat after a series of smaller ones. Could have bought a nice small plane for that $127,000 in 1999. But I do wonder if small changes might have gotten us into private pilot pursuits instead.
I spent a long time with boats while my kids were younger and just recently returned to the air
Why did you cross midfield to enter a left downwind vs a teardrop to 45 downwind entry like the AIM recommends?
Opposite side mid-field entry at pattern altitude, when a pattern isn’t congested is a well accepted alternate entry. It gives an excellent view of the pattern and any traffic approaching from the pattern side. It also minimizes the time spent in the vicinity of the airport and at low altitude vs flying over at least 1000’ above and well past to descend and return back on a 45.
@@planeplaces copy. I was always under the impression that you fly about 2000 agl over the field to possibly avoid turbine aircraft and then teardrop away from the field and then enter 45 to downwind.
@@christopherbrown1730 that’s the called the preferred method now in all the FAA publications but the midfield crossing as well as straight ins are also contemplated . Ultimately in non-towered operations a lot is up to pilot judgement as there are infinite variations of what is “best” at any given airport at a given time. The guidelines try to put everyone on a common play book but you have to expect the unexpected.
@@planeplaces thank you again for all the responses. Kind of like recommended entries into procedure turns or holds where you are on the line between parallel and teardrop entries.
Yes. Flying is always a dynamic situation of weather, geography, and other pilots so there's never a single solution for most things.
nice landing!
Thanks!
What app is on your phone?
I run Garmin pilot on both my phone and my iPad (the iPad is on my kneeboard). It connects via bluetooth to the Garmin 345 transponder and gets live weather, traffic, attitude reference, and GPS position. I run the 'traffic' screen on my phone set to 6 mile range so that I always have a clean display for showing other nearby aircraft. Traffic is also displayed on the panel GTN 650 and iPad moving maps but I like having a decided display that is always easy to reference. I also run the SkyTimer app on my phone which is the simplest and best fuel tank timer / reminder app I've found.
@@planeplaces Thanks for sharing!
@@timeads2036 If there is interest I plan to do some videos on how I use the avionics and mobile apps during vfr and ifr flights
Did you touch the nosewheel first???? Penalty box for you! I hope your Private CFI didn't see that!
A bit hard to see but the right main touched down first
yeh...this Aviator Knows fighter pilot greaser touchdowns... jus' fine.(no nose high wallowing roun')🤨🇺🇸👏👏
Why do you talk to yourself.
This article states a number of the reasons but fundamentally it’s a technique to maintain focus and reinforce making sure checklist items are done vs only thinking you did them. Every pilot has their own style and some don’t verbalize but it’s always worked well for me. www.flyingmag.com/cfi-wildes-self-talk/