Aces High Bulletin Board
General Forums => The O' Club => Topic started by: saggs on August 23, 2011, 08:37:34 PM
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:rofl
http://www.youtube.com/watch?v=f6q2VKsvQEQ&feature=feedf
I concur.
:bolt:
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Some pilots seem to think they have a right to fly B52 patterns
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Unless you are a B52 pilot, then you have the right to fly B52 patterns.
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:rofl
Just yesterday I entered a pattern behind this cessna that was making wide a** turns in the pattern, I was thinking "what's wrong with this guy, I'm bigger and I don't even need to make such wide turns". So now after watching this video I understand that he had a CFI with him :D.
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I liked how he accumulated more stripes on his epaulets as the video went on. :lol
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Jokes aside I don't know any CFIs that make you fly a super large patterns, most are reasonable.
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Jokes aside I don't know any CFIs that make you fly a super large patterns, most are reasonable.
Yea, the one person I know who flies 747 patterns in his Cherokee 180 is in his 50's and has been flying for many years.
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Lol, my instructor wasn't anything like what this vid was referring to. Then again, maybe I just got lucky.
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Yea, the one person I know who flies 747 patterns in his Cherokee 180 is in his 50's and has been flying for many years.
Could you be more specific as to how large and why? I'm trying to figure out the logic behind it.
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Could you be more specific as to how large and why? I'm trying to figure out the logic behind it.
I don't think there is any logic.
All I know is at this particular field, most small planes turn base to final right behind the hospital, this guy always flies a bit wider downwind, and goes at least a half mile further. I had the chance to fly in a WWII bomber (PV-2 Harpoon) there, and they flew a slightly shorter final then he does.
Also I think he talks way to much on the radio, it is an uncontrolled field, but he calls out his position like every 20 seconds starting 10 miles out I swear. Granted I'm not a pilot yet, so I don't know the exact regs, but he seems excessive, he honesty makes 4 times as many radio calls as anyone else I've heard there.
I think he's just a quirky old man. I met him while doing a 100hr on his plane, he just seemed odd.
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I don't think there is any logic.
All I know is at this particular field, most small planes turn base to final right behind the hospital, this guy always flies a bit wider downwind, and goes at least a half mile further. I had the chance to fly in a WWII bomber (PV-2 Harpoon) there, and they flew a slightly shorter final then he does.
Also I think he talks way to much on the radio, it is an uncontrolled field, but he calls out his position like every 20 seconds starting 10 miles out I swear. Granted I'm not a pilot yet, so I don't know the exact regs, but he seems excessive, he honesty makes 4 times as many radio calls as anyone else I've heard there.
I think he's just a quirky old man. I met him while doing a 100hr on his plane, he just seemed odd.
I don't really know where the hospital is so I can't say whether he was right or wrong, I usually turn base at the 45 of my intended landing point, if there is traffic that would create a hazard I'd adjust my pattern. For example if there is a slower plane than me on final I'd keep it in the downwind a little longer (or/and slow down) to give him time land & clear the runway. Maybe that was the case?
I usually do a 10nm call so everyone around the airport would be expecting me and see me coming. The next calls would be midfield downwind, turning base, turning final, and clear of runway. If there there are aircraft around me that are too close for comfort I'd make sure he knows of my existence by making extra calls or asking him specifically if he sees me.
Depending on your speed you might end up doing some calls 20 or even 10 seconds apart.
There is really nothing wrong with someone reporting their position so often as long as he's not telling his life story.
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:rofl agreed. Paterns are too big when you have follow the space shuttle turning downwind in a cesna
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Seems to me local regulations dictate traffic patterns. In some instances you just can't fly over certain things. That and air traffic seem like they'd have more to do with how you line up and time your approach than jumping in ahead of someone who's making a long slow turn, flying over a DHS no fly zone, and getting rammed and fined on landing.
That being said, only planes I take a really long profile landing w/ in here are the 262 and AR234, just cause once you get em slow enough to touch down, you really don't want to be turning em all that much. F4U's require a near 90 degree runway approach and high angle of attack for me to land with any success, stall through the turn and touchdown at under 80MPH so my bellybutton end doesn't swing around in front of the plane. 109's and 190's I stall in w/ as much flaps as I can and try and power through touchdown so I don't snap or torque the gear off, and Buffs and P38's get a nice unpowered glide and touchdown with a couple notches of flaps, both usually from the 109/190 angle of attack, but much more forgiving in the stall touchdown.
As for real life? Never flown a plane in my life... Starting to get stuff in order to get my license. My cousin is commercail and supposed to be sending me all the books and study stuff she had for her things. Says it'll save me a couple thousand off the top. From there, my local field is about $140/hr last I checked for cesna flight instruction including fuel. Hopefully someday I can have as many stripes as that guy.
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Wil3er: You will really enjoy the framerate and the graphics and force feedback are *excellent* .. in real flying :)
Also .. no one will be tryin to cherry pick yas on final :)
You *will* get the opportunity to use, more than once, the line from Aliens, somewhat paraphrased:
'How many hours do you have?'
'Actual .. or simulated?'
LOL ,.. *always* got a chuckle about that one.
-Frank aka GE (and yes, my instructor to this day still thinks I was an F-4 jock out of George AFB just pullin his chain..when in fact, I actually did only have an hour of dual instruction when we went thru stall protocol ..and 7 hours when I solo'd .. and so on .. I mean, dood, Cessna's are *easy* compared to an A-26 with an engine out and controls shot up :)
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I like to fly just above the tree tops, no radio calls or nothing. Just fly straight in, drop some flaps, reduce speed and land.
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I've flown longer downwinds before while practicing short field landings before. It's good to give yourself extra time to set up on final in that situation.
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Can't edit that post...had one too many before :bolt
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Uncontrolled I do 10m, 5m, 45 entry, downwind, base, final, clear. Just the schools policy so I stick to it.
If I'm on my own it mostly depends on how busy it sounds on the way in, some of the fields down here that the schools target for training can end up with as many as 6-7 planes in a pattern. Way too many, and I see myself out in those situations.
Also some places have really funky noise abatement procedures.
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I like to fly just above the tree tops, no radio calls or nothing. Just fly straight in, drop some flaps, reduce speed and land.
Please tell me your joking?
Is it at least a low wing airplane (so you can see what's above you)? Because your a lot harder to spot when your just flying straight & level than when you turn. See no one is expecting people to fly a low 10nm final without a radio.
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As for real life? Never flown a plane in my life... Starting to get stuff in order to get my license. My cousin is commercail and supposed to be sending me all the books and study stuff she had for her things. Says it'll save me a couple thousand off the top. From there, my local field is about $140/hr last I checked for cesna flight instruction including fuel. Hopefully someday I can have as many stripes as that guy.
Start with this:
Advice for AH players starting real flight training:
1. Avoid the urge to initiate rolling scissors with nearby air traffic.
2. Do not call "tally ho" when sighting nearby air traffic.
3. Avoid urge to strafe buildings with the guns you don't have.
4. Do not attempt to impress flight instructor with hammerhead turn.
5. Do not ask Chewie to post mission.
6. Do not offer to "run sups" for airport service vehicles.
7. Do not try to set up a crossing shot with nearby air traffic.
8. Multi-engine aircraft are not referred to as "buffs"
9. Do not try to vulch.
10. For the love of dog do not HO.
:rofl
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Very funny machfly/muzzy. I have to say that since I took up jump flying some of my antics resemble stuff I did on AH. Once the load is dropped there follows a spiral descent with the VSI off the scale, a close pass for the high canopy. Then a curving Spitfire style approach from the overhead to short final at about 120 knots shedding speed until touchdown at 60 knots. Just like in sim life. :airplane:
But that's on days when I have the field to myself. When the local flying club is out they fly those massive cross country patterns. No good reason for it, there's no noise issues locally. I end up following behind frustratedly. Not only do they fly these massive patterns. One take off direction takes them over the town, yet they doggedly fly a dead straight line over the centre. Lose power and they end up scattered over three streets and all over the evening news. It's the same on landing they drag it in over the houses and schools. It really isn't sensible or safe. I take an early turn and head for the countryside or turn in tight on landing.
One day somebody will pay the price for such huge patterns.
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:rofl
http://www.youtube.com/watch?v=f6q2VKsvQEQ&feature=feedf
I concur.
:bolt:
i learned early to fly a nice tight neat pattern. for some odd reason, my engine used to keep acting up, when i'd fly a little fat, and i'd have to tryt o glide to the runway. :devil then it'd mysteriously come back. :uhoh
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Please tell me your joking?
Is it at least a low wing airplane (so you can see what's above you)? Because your a lot harder to spot when your just flying straight & level than when you turn. See no one is expecting people to fly a low 10nm final without a radio.
Yes it was referring to AH.
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Runways? I guess you have towers, too?
You all need to build one of these...(I have plans if you want a peek) http://www.youtube.com/watch?v=yjhpbQGeR3s (http://www.youtube.com/watch?v=yjhpbQGeR3s)
I had the pleasure of meeting this gentleman back in May at this particular field (which is really his front yard).
Yes it is a small and cramped as it looks :D
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Yes it was referring to AH.
Ah, okay than. In AH you can just split-S onto the runway. :cool:
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I got a huge kick outta the video .. the disclaimers are excellent.
I always flew my approaches using 'Stick and Rudder' principles as a guide.. worked fine.
FBO operator greeted me with 'you here to dive bomb my runway again?' after she watched a few.
Mike (my instructor) told me it was a great system because if the engine failed I would still make the runway.
Paraphrased from 'Stick and Rudder':
When wing lines up with the numbers on downwind, reduce throtte to idle, trade alt for airspeed onto base, then final
.. ideally you should flare for landing right at the numbers without touching the throttle.
Don't get married to the concept or push a bad setup, you gotta be on top of what yer ship is doin and what's happening around you.
I had to add throttle for go-rounds and crosswind components (hi-desert, SoCal) about half of my landings.
That said .. for my final checkride before solo .. the landing was perfect, mains touched down smoothly right on the numbers as she stopped flyin ;)
ya ..I had 7 hours dual by then .. but .. tens of thousands of hours in various sims over the years, mostly Air Warrior :)
-Frank aka GE
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I got a huge kick outta the video .. the disclaimers are excellent.
I always flew my approaches using 'Stick and Rudder' principles as a guide.. worked fine.
FBO operator greeted me with 'you here to dive bomb my runway again?' after she watched a few.
Mike (my instructor) told me it was a great system because if the engine failed I would still make the runway.
Paraphrased from 'Stick and Rudder':
When wing lines up with the numbers on downwind, reduce throtte to idle, trade alt for airspeed onto base, then final
.. ideally you should flare for landing right at the numbers without touching the throttle.
Don't get married to the concept or push a bad setup, you gotta be on top of what yer ship is doin and what's happening around you.
I had to add throttle for go-rounds and crosswind components (hi-desert, SoCal) about half of my landings.
That said .. for my final checkride before solo .. the landing was perfect, mains touched down smoothly right on the numbers as she stopped flyin ;)
ya ..I had 7 hours dual by then .. but .. tens of thousands of hours in various sims over the years, mostly Air Warrior :)
-Frank aka GE
bolded........
was flying with a friend of mine, in his super decathalon. we went out over the warren grove moa, as it was "cold", and did a few divebombing passes on the fake migs on the fake runway down there. was kinda fun. :devil
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bolded........
was flying with a friend of mine, in his super decathalon. we went out over the warren grove moa, as it was "cold", and did a few divebombing passes on the fake migs on the fake runway down there. was kinda fun. :devil
Nice, did he let you sit in the front?
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Nice, did he let you sit in the front?
i wish.....
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i wish.....
Roger
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I don't think there is any logic.
All I know is at this particular field, most small planes turn base to final right behind the hospital, this guy always flies a bit wider downwind, and goes at least a half mile further. I had the chance to fly in a WWII bomber (PV-2 Harpoon) there, and they flew a slightly shorter final then he does.
Also I think he talks way to much on the radio, it is an uncontrolled field, but he calls out his position like every 20 seconds starting 10 miles out I swear. Granted I'm not a pilot yet, so I don't know the exact regs, but he seems excessive, he honesty makes 4 times as many radio calls as anyone else I've heard there.
I think he's just a quirky old man. I met him while doing a 100hr on his plane, he just seemed odd.
i self anounce when on the 45 for the downwind, then when i enter downwind, then base, then final. i try to keep em short and clear. i want everyone/anyone to know what i am, and where i am.
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Since we're on this topic; does anyone here say their tail number in the pattern?
Just curious.
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Since we're on this topic; does anyone here say their tail number in the pattern?
Just curious.
my first instructor wanted that.
my calls used to be "flying w traffic, skyhawk 46 foxtrot whisky entering right downwind for 01, flying w. to me, being brand new, it didn't seem that bad really.
then, as my primary instructor was hired away, and i changed from the "W" to ken marsons on south jersey regional, in order to fly with one or our cap cfi's, he explained to me why the tail number is usless, and it took up more air time than necessary on the radio.
when another pilot is looking for you in the pattern, he doesn't give a dam about the tail number, and most likely won't have an angle to see it.....most important, is for other pilots to know what they're looking for, and where. once i stopped using the tail number, i then realized just exactly how long it really was taking me to use the tail number.
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my first instructor wanted that.
my calls used to be "flying w traffic, skyhawk 46 foxtrot whisky entering right downwind for 01, flying w. to me, being brand new, it didn't seem that bad really.
then, as my primary instructor was hired away, and i changed from the "W" to ken marsons on south jersey regional, in order to fly with one or our cap cfi's, he explained to me why the tail number is usless, and it took up more air time than necessary on the radio.
when another pilot is looking for you in the pattern, he doesn't give a dam about the tail number, and most likely won't have an angle to see it.....most important, is for other pilots to know what they're looking for, and where. once i stopped using the tail number, i then realized just exactly how long it really was taking me to use the tail number.
Flying W = N14? I been there a few weeks ago, nice place.
I agree with the idea of not saying tail numbers, but when there are two aircraft in the pattern with the same name the tail number becomes important. The majority of the people I see in untowered patterns though do say their tail number all the time.
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when another pilot is looking for you in the pattern, he doesn't give a dam about the tail number, and most likely won't have an angle to see it.....most important, is for other pilots to know what they're looking for, and where. once i stopped using the tail number, i then realized just exactly how long it really was taking me to use the tail number.
It takes almost no time to say the last 3 of your tail number. I agree that folks look for aircraft type, but if there's more than one Belchfire 400 in the pattern they need to know which one to talk too.
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It takes almost no time to say the last 3 of your tail number. I agree that folks look for aircraft type, but if there's more than one Belchfire 400 in the pattern they need to know which one to talk too.
I guess it just depends on how common is your aircraft type. I don't remember the last time I said my tail number (at an untowered field), I'm sure when you were flying the B-17 you were not saying your tail number either, right?
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Flying W = N14? I been there a few weeks ago, nice place.
I agree with the idea of not saying tail numbers, but when there are two aircraft in the pattern with the same name the tail number becomes important. The majority of the people I see in untowered patterns though do say their tail number all the time.
for more than one aircraft, if i see 1 in front of me, then i add "#2 on downwind", or whatever leg i'm on.
i like the "W". when i fly there at night though, i totaly ignore the vasi on 01.....i can't see the trees there at night, so i fly a higher, steeper final.
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It takes almost no time to say the last 3 of your tail number. I agree that folks look for aircraft type, but if there's more than one Belchfire 400 in the pattern they need to know which one to talk too.
#2 in line. :aok
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I guess it just depends on how common is your aircraft type. I don't remember the last time I said my tail number (at an untowered field), I'm sure when you were flying the B-17 you were not saying your tail number either, right?
We always used the tail number. It's a requirement when using the radio to use your call sign.
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If I didn't fly out of the no-tower field I am landing, I get an airport advisory at 5 miles out on unicom.
Then I announce the 45 to downwind.
More than once, I have landed downwind and find the tetrahedron stuck in place by vegetation pointing the wrong way.
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We always used the tail number. It's a requirement when using the radio to use your call sign.
At untowered airports?
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he may mean a company policy.
i believe it is not required at non-towered airports.
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he may mean a company policy.
i believe it is not required at non-towered airports.
I'm 100% sure it's not required for non-towered airports, but I think Colmbo might be talking about towered.
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I'm 100% sure it's not required for non-towered airports, but I think Colmbo might be talking about towered.
good possibility. that's the only time i use tail number........but i've probably got less than 2 dozen times i've flown into or out of a towered airport.
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good possibility. that's the only time i use tail number........but i've probably got less than 2 dozen times i've flown into or out of a towered airport.
Yeah I don't go there that often either.
Last time I been to one they did not have fuel for me :cry
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Yeah I don't go there that often either.
Last time I been to one they did not have fuel for me :cry
when i wanted to practice talking to the tower, i'd go to acy, or pne. one time that my cfi was flying with me, and we had my squadron commander in the back of the cessna, he had me fly over to pne. the sun was low, and the pattern was busy. at first, i was king stutter....after the 3rd or 4th touch n go, i got better though.
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I fly helicopters, so I always ask for "Direct to..whatever pad I am heading for"..so I don't clog up the regular traffic pattern. Most Times I am cleared direct, when I am not I ask for joining downwind and am always granted that. Us Helicopters can be a bit slower than the regular traffic, so we are generally accommodated when we want to clear the circuit.
What really peeves of us helicopter types though are NORDO's. We have alot of them up here (much sparsely populated areas) and they are a hazard for sure.
At any rate, whatever you fly, fly safe and have fun.
If you stop having fun, stop flying.
Cheers,
RTR