Traffic Pattern Communications (Private Pilot Lesson 5k)

Hey I flew out of an airport with the exact same traffic pattern today and you have runway 9 and 27 backwards... :)

Understand a little better now. But
I’ll keep reviewing it. So after downwind of 1500 rpm it’s just flaps all the way.

Your explaination really clear. I got it. Thank you Capt. Stay healthy, cant wait for more knowledges or your experience

Bravo!!! Al fin alguien explica un patron de trafico detalle !!!!

Awesome I love Cindy

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.

A truly gifted instructor. Those of us who know
nothing really appreciate your willingness to share.
Thank-you

Thank you so much Cindy, not only your video is beautiful but also the one giving the lecture. Big thanks.

You are an amazing teacher! Thanks.

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?

Is ctaf the same in australia? Or has it got a different name?

There is 911 likes...

Capitan your lecteurs in aviation are the best

That must have taken a lot of work to keyframe that blur for 16 minutes

Great instructions You get straight tot the point without a lot of music.

Thank you so much for All of your videos, you are such a good instructor and I really appreciate you doing these!!!

At least one person who can explain it in the right way :)

New presentation, yet please write larger, use better camera.

Cindy, I am learning so much from you!!! I am very thankful that you are sharing your knowledge with all the viewers!!!

The best teacher I can find in this venue.

Thanks for the lesson. Easy to follow.

Excellent instruction! You speak slowly, distinctly and explain each action throughly. Great video!
Bob

Best explaination ever thank you so much !

Great Video. Thanks

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!

Outstanding! Thank you.

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

So how does this work if there is zero wind?? What direction is where?? How will you know where the downwind is??

Excellent…thanks Cyndy.

I am a noob but wanted to clarify when said to turn Carb heat ON; doesn't this reduce power? thanks

Clarity is good

Excellent! As an educator, this video checked all the boxes and was incredibly helpful to me in this new venture. Thank you.

Thank you! ✈️❤️

This auido seems somewhat muddled. It would be a lot better if you could use a lapel microphone.

Amazing instruction ..I haven't done this in a while (33 years ) So this is great.

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

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.

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 😊

The words “very,” “try,” and any form of the word “hope” seem ill advised in this context.

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.

she is a legend

Any comments on switching off carb heat after 200ft take off?

She’s amazing.

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.

Thank you for the information tomorrow i will try it in my class at Canandaigua airport

Great info today i will try in my class thank you

Thanks for explaining ❤