Traffic Pattern Communications (Private Pilot Lesson 5k)
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- เผยแพร่เมื่อ 25 มิ.ย. 2018
- Explanation of the appropriate communications while operating in the pattern of an uncontrolled airport.
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Even simpler way of thinking about it: if the runway is off your left wing, you’re in a left pattern. Runway off your right wing, you’re in a right pattern. That advice single handedly helped me understand patterns 😊
This always confused me. Thank you!
The best teacher I can find in this venue.
A truly gifted instructor. Those of us who know
nothing really appreciate your willingness to share.
Thank-you
Excellent instruction! You speak slowly, distinctly and explain each action throughly. Great video!
Bob
Wow! Such amazing teaching skills and well presented. As an aviation enthusiast with no knowledge of piloting I thoroughly enjoyed your presentation. Thank you kindly Cyndy
Cindy, I am learning so much from you!!! I am very thankful that you are sharing your knowledge with all the viewers!!!
I love your videos! I just finished my cfi, and I watched your beginner videos over and over when I first started☺️
Cindy: Thank you for sharing these videos - very helpful to student pilots like myself !
Excellent! As an educator, this video checked all the boxes and was incredibly helpful to me in this new venture. Thank you.
At least one person who can explain it in the right way :)
Cyndy, I'm a huge fan of your video's. I always watch your stuff before I head out to shoot my vid's to make sure I'm explaining it right.....
askcaptainscott Captain. How do you deal with other aircraft in the traffic pattern? How do you determine if you are too close to another airplane? If you are too close should you turn parallel to an upwind leg?
You make good videos, too, Capt. Scott.
EXCELLENT! Very professional. Also, thank you for properly identifying the departure and upwind legs. Too many people dangerously confuse these. As you mentioned, "Departing runway 27 remaining in the pattern" is the standard phraseology. Too often people get this wrong and create confusion.
Thank you so much Cindy, not only your video is beautiful but also the one giving the lecture. Big thanks.
Very well done. Thank you for posting these videos.
Pre-landing checklist in Australia is BUMPFISH - Brakes-check, Undercarriage-down or fixed, Mixture-full rich, Primer-locked, Fuel- Pump on or check shutoff valve open, Instruments-Oil temp and pressure, Switches- Mags on both, lights on, Harness- secure.
Thank you so much for All of your videos, you are such a good instructor and I really appreciate you doing these!!!
Thank you Capt. Cyndy, nice lecture very clear.
Thanks again Cyndy . . very helpful . . preparing for my biennial flight review . . Bob
Your presentations are on point and very helpful!
Your explaination really clear. I got it. Thank you Capt. Stay healthy, cant wait for more knowledges or your experience
Thank you Ma'am. I close my eyes and see
Great video, thank you... from the UK!
Amazing instruction ..I haven't done this in a while (33 years ) So this is great.
Excellent…thanks Cyndy.
You are an amazing teacher! Thanks.
You are a good teacher
Thanks babe you thought me so much. Hope the surgery was a success. So modest.
Bravo!!! Al fin alguien explica un patron de trafico detalle !!!!
These are very good lessons! Every instructor is different, but I learned GUMPS rather than GLUMPS. My instructor said the S stood for "seat belts and switches." The switches check included the lights, including the landing lights, as well as the circuit breakers. The only advantage to using GUMPS instead of GLUMPS is that there is one less letter to remember.
Capitan your lecteurs in aviation are the best
This was very helpful. Thank you, ma'am.
Thank you!
Thank you. Very clear and helpful.
Columbia, Owens Field. Where my passion for flying started in 1978. I was 11 years old. :-)
Great instructions You get straight tot the point without a lot of music.
Best explaination ever thank you so much !
Thanks for the lesson. Easy to follow.
Very good teacher, I will watch other videos in this series, thanks! Only question I have in relation to this video is: how to approach & enter the pattern if we arrive from the north-side, that's the side opposite to the pattern...? Thanks again
Outstanding! Thank you.
Great Video. Thanks
Thank you for the information tomorrow i will try it in my class at Canandaigua airport
Thank you! ✈️❤️
Great info today i will try in my class thank you
She’s amazing.
1) At uncontrolled strips, it's more useful to say your aircraft type and color than a complete recitation of your N number, which no one can see. "Yellow Cub" is quicker and more useful than "Piper 1234 Delta."
2) Once you're in the pattern, declare your intentions after landing ('Touch and Go' 'Full Stop' 'Low Pass' 'Stop and Go' etc.) so others can time their actions.
3) Turn base when you have descended about 300' if you have trouble visualizing the 45 degree angle idea. You need to lose about 1,000' in total so you'll lose a little over 300' on each of the 3 legs.
4) Keep it tight. Don't make huge, drawn-out patterns with power needed on a long final. You should be able to easily make it to the runway from any point in the pattern once you enter the downwind even if the engine quits. This also makes it easier for others to spot you in the pattern and reduces your total time in the pattern.
5) Watch your coordination and airspeed like a hawk in the base-to-final turn where you are most vulnerable to a stall/spin. Start the turn a tad early so you don't need a steep turn to get lined up on final. Make small corrections and USE RUDDER appropriately. Just before you turn final, take a last look on the extended final approach line to see if someone without a radio is already on final.
6) Repeat GUMPS (or whatever acronym) checks on each leg, ESPECIALLY ON FINAL. It's your last chance to make sure the GEAR IS DOWN! Develop this habit early so transition to complex aircraft will be easier.
7) Consider the possibility/desirability of a go-around at all times. The later it gets in the approach, the more difficult a go-around will be because you will be lower, slower and have more flaps and trim to clean up (and you may have gear, too). Trim can be especially tricky to clean up. The earlier you make the decision to go-around (because the approach is not stabilized), the easier it will be to safely accomplish. Learn how to recover from a bounce properly so you have that option (recovery) as well as the more-difficult go-around from a bounce.
8) Keep winds in mind throughout the approach (not just on final): If you have a significant wind, it will increase your ground speed on downwind so you might want to start your power reduction a little early and you will need to crab into it on base in order to fly a rectangular pattern so plan for that as well as any crosswind correction and reduced ground speed on final.
Thank you !
Fantastic instruction! Thanks a lot. And those props humming in the background gave a sweet ambiance to learning :-)
Thank you
Cyndy, I also always did the 500 ft. agl crosswind turn. A few months ago an instructor corrected me on that, from the AIM,
"5. . If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude."
Thanks Cyndy, you are the best by far at explaining things.
The SearcherMan 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?
she is a legend
Clarity is good
Understand a little better now. But
I’ll keep reviewing it. So after downwind of 1500 rpm it’s just flaps all the way.
Student pilot here who has paid for other coursework online. I was still confused about a lot of this. Wish you could be my instructor!
So how does this work if there is zero wind?? What direction is where?? How will you know where the downwind is??
Her voice is very similar with Private Pilot Instructors voice in FSX during checkride ;)
I am a noob but wanted to clarify when said to turn Carb heat ON; doesn't this reduce power? thanks
Is ctaf the same in australia? Or has it got a different name?
Any comments on switching off carb heat after 200ft take off?
I would prefer to use the first notch of flaps on downwind, just after the undercarriage
Thank you. I have two questions:
1) when saying "left downwind", I don't understand why it's LEFT. Left of what ? I suppose it's left of the runway. But which axis ? Logically, it's the longitudinal axis (its length). This seems to be confirmed at 4:30. But if you look into the direction of the wind (aka downwind), you enter right of the runway, not left. (edit: solution at the end of this post)
2) what if there is no wind ? Wouldn't it have been more useful to say "27 left" rather than "left downwind" ?
edit: Oh at 4:30 I understand now, it's LEFT downwind because the traffic pattern is always turning left, not because of our position with respect to the runway.
Don’t make it complicated... think left downwind - left turns base, final. Right downwind - right turns base, final. Fly safe
Think in terms of the touch and go circuit training pattern. Take off, turn left to crosswind...turn left downwind..left base and left on to finals.
Even simpler way of thinking about it: if the runway is off your left wing, you’re in a left pattern. Runway off your right wing, you’re in a right pattern. That advice single handedly helped me understand patterns
Damn you’re just a fine lady who knows everything
Awesome I love Cindy
I believe there is something wrong about remain and exit the traffic pattern.
1） If remaining in the traffic pattern, commence turn to
crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude.
2)If departing the traffic pattern, continue straight out, or
exit with a 45 degree turn (to the left when in a left hand traffic pattern; to the right when in a right hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.
Thx for uploading Cyndy. Question on the above example. If approaching from the north, should I call 10 mile inbound? Or do I hold off on inbound call until I am positioned south west of the airfield?
Yes, make the call...and announce your intentions. Overflying midfield at (Altitude...Must be 500 ft at least above pattern altitude) to enter left downwind for 27.
How can you tell if you are 45 degrees from the runway at the turn to base-final? Also, if you mess up that turn, would you enter the pattern over the runway to crosswind leg, or would you exit the pattern?
You approximate. When you look back and can form a straight line with the corner of the runway you're at about a 45 degree angle.
Soulxlight Oh ok, thank you!
In your dialog the aircraft you are using would be a 152?
It’s a Cessna 172 Skyhawk
Very sorry ma'am your sounds level is very low can not pick up your lecture
Wouldn’t you be departing on 090? I’m confused...
090 it's upwind
That must have taken a lot of work to keyframe that blur for 16 minutes
This auido seems somewhat muddled. It would be a lot better if you could use a lapel microphone.
Please upgrade the quality
The words “very,” “try,” and any form of the word “hope” seem ill advised in this context.
11:00
New presentation, yet please write larger, use better camera.
Please use proper microphone
Cyndy..Amazing instructional skills..Constant modulation..
Don't know about them but the video was just great. Had no problem hearing her. She is very informative and an excellent cfi...
Hey I flew out of an airport with the exact same traffic pattern today and you have runway 9 and 27 backwards... :)
They’re correct
There is 911 likes...
I appreciate the effort here but you MUST get a microphone. What is the point of making a video like this if the viewer has no hope of understanding what you are saying due to poor audio quality? Please get a microphone.
Good video, audio is really bad !
Propaganda!