I found this video extremely informative I just cannot understand the aggressive attack by a moron that is supposedly a teaching mentor, if mistakes were made they should be discussed and presented in a constructive way, the negative comments just put new pilots in to a state of fear to get out there and enjoy the sport, how on earth are we supposed to learn with draconian self important people at the helm. this was not an instructional video! this is a kind pilot sharing his journey and helping us to figure out how to get about by sharing ATC chatter and real landscape views which is vital !! that person who is supposedly a teacher has taught nothing but fear, how about posting your mistakes publicly and letting us have a go back at you !! shame on you the flying reporter made it quite clear this is not instructional video, pilots watching this will critique in different ways but will appreciate the goodness within the video I'm so cross because this video was so good on a level that this instructor cannot comprehend ..sad and worrying
Great video. I'm currently learning in G-KFCA (which was in the circuit at Kemble as you were landing) and having the full ATC audio is so helpful to understand all the calls and information to give and expect. I often fly out of hours so only make blind calls so RT is something I'm having to actively work to keep up with my flying progress. Thanks!!
You all probably dont care but does any of you know of a trick to log back into an instagram account? I was stupid lost my login password. I would appreciate any assistance you can give me!
@Bobby Uriel Thanks so much for your reply. I found the site thru google and Im waiting for the hacking stuff atm. Looks like it's gonna take a while so I will reply here later when my account password hopefully is recovered.
Not having been flying for some time, has the term 'Basic Service' replaced the term 'LARS' i.e., Lower Altitude radar Service?. This used to be a service provided by (mainly) military ATC units such as Farnborugh, Brize, Boscombe Down etc.,
Excellent video - one point - your reference to an IFR reporting point, (NIGIT), when flying VFR? LARS units generally won't have these marked on their radars, as they are related to airways. Therefore might not mean anything to the controller, (and therefore won't be familiar with), unless it is used as part of a SID/STAR at the airfield. Always better to reference something physical on the ground - in this case north of Kingsclere mast or Basingstoke, (or a VRP if close by perhaps (Hook?)?) I think the issue is being somewhat exacerbated by their availability in Sky Demon (Airways Reporting Points in the Mapping/Airspace layer).
Really great video again and nice to see the West Country landmarks as I live near Chippenham and know Kemble quite well. Am loving the outside wing shots, really nice...Do you have to do anything to stop the Jello effects on that shot? (I don't see any at all).....maybe you don't need to. Have a great Christmas and take care!....KEVIN
Hello from Belgium! I have a question about UK phraseology: When you first contact Farnborough at 5:10, you state ‘basic service’ . Does that mean that you request basic service? You request it specifically during the subsequent request anyway. What is the rule? Nice videos, BTW!
I was told that we state it in the initial call, as the controller can then pull out the right flight progress strip to populate. I think they colour code strips, dependent on service requested.
Hi Jon I am also using SkyDemon and I am a little confused about all the frequencies between Biggin Hill to Kemble. I hope you can help me out. After Biggin Tower 134.800 you switched to Biggin Approach 129.400. After leaving Biggin Hill ATZ, isn’t it necessary to change to 123.225 first and after geting closer to Farnborough to change to 125.250? Another question about SkyDemon. For Farnborough Radar it displays two frequencies. 134.350 and 125.250. How do I know, which one I should use? SkyDemon also displays London Information 124.600. Could I also call London Information instead of Farnborough Radar? Or is it just that the information from SkyDemon is not reliable or accurate enough? I hope you can understand what I am confused about. Greetings Sam
Hi Sam. Firstly, any pilot training should cover this, and it would be worth you reading whichever training aid you choose for your radiotelephony studies. Rather than go over this specific flight, let's just talk general principles. Who you talk to: 1. Do you need to/have to talk to someone by law: (to enter their atz, airspace etc, crossing an FIR boundary etc) in the case of this flight Biggin Approach to exit their ATZ, Farnborough Radar for MATZ clearance and Kemble Information for entry into their ATZ. 2. If you don't HAVE to talk to someone for a clearance, then it's a question of who you WANT to talk to. In other words, who can give you the best service/information for that phase of flight. I was within Farnborough West's radar range for most of this flight, so I used them for a LARS service. I didn't need to speak to Farnborough tower/approach, as i did not enter their ATZ (I was above it). If I was flying somewhere, and there wasn't a LARS service, then I could talk to aerodromes I'm passing within in range, or London information, getting a Basic Service. However, you'd need to ask yourself if that's helping you, or other traffic. If it isn't, and you're not entering their airspace then you might not want to talk to anyone. I could have also used a listening squawk for this trip. Farnborough west has one. I could tune into their frequency, select their listening squawk and they'd call me if they needed me for something. Hopefully that helps with the general principle. Show less
Hi Jon, Yet another brilliant Vid. Well done . I am still going through all of your vids (done some a few times they are that good and I learn something every time ) I have a question if I may please. Why was Biggin Approach the first ATC you all had to speak to for ground movements/ taxi etc ? Is this norm at Biggin . This is not a criticism in any way just interested. Great job keep the. Coming please. Have a happy Healthy New Year Jon Cheers Ron
Excellent video Jon. Particularly like the clear ATC recordings, external views (which aid following your route) and the Skydemon screen shots. Kemble does look worth a visit. Sad we won’t be seeing Biggin Hill flights anymore, learnt to fly there.
Another cracking production, Jon! Like the underwing views, particularly. I look forward to seeing your flight planning mini-series as well. All the best to you and yours for Christmas and the New Year!
Yet another great video to watch and enjoy many thanks for sharing your flying a joy to watch and to see your confidence grow, please keep them coming thru 2018. Are you ever planning to visit Nottingham? Have a wonderful Christmas and new year!
Another good video, thanks Jon. Just missed you at Kemble, you were taxiing out as I was going into the tower to pay. They were much busier than during your arrival. Have a great Xmas with the family & look forward to more in 2018
Nicely done Jon, very helpful to students to hear all the RT so clearly. Was that last Tuesday? I spent at least an hour scraping ice off an (unhangered) PA28 but it was well worth it, wonderfully still air. A few gallons of de-icer didn’t have much effect. The car scraper worked well though!
Great video and super visual quality again Jon. More like a documentary than just another flying vid. Thank you for making this so professional and available to watch. Hope you and your family have a great Christmas.
Awesome video, loved the use of the Ice on the wings for Flight Plan Titles also when ATC reported there were Balloons flying in the area you use of some excellent graphics, was drinking coffee at the time, just managed to refrain from spilling it, 😀 and again later in flight, have a great Christmas see you in 2018 🎄
Always such a joy to watch your videos Jon. Really enjoy watching you in action and I agree that you would make an excellent flying instructor. I wish you and your family a very happy Christmas.
Hey Jon that was really really awesome as always but one thing that comes over is that you said your not an instructor, well maybe you should do the course as I think you would make an excellent instructor. Happy Christmas and looking forward to seeing more vids in the new year.
Why don't you get to keep the squawk for the duration of the flight like we do here in Norway? Seems like every time you change frequency you get a new one. 😂
I did my first landing on that runway this summer as part of a scholarship run at Kemble. It's cool to see you at an airport local to me doing the exact same approach that I did. Great video as always
Hi Jon, quick question as I think I am going mad - your squawk of 7047..another aircraft was given the same squawk as you (At 2:56) - I thought squawk numbers were allocated for each aircraft? (as in all different) Cheers, JP
+Julian Pratt there's such a thing here as a general conspicuity code. Biggin Hill doesn't have radar. But a common squawk given to all aircraft under the same service from the same aerodrome, tells controllers of neighbouring airspace who you are talking to. It's in case you infringe neighbouring controlled airspace...the other controller can contact the aerodrome, who can then issue instructions to you.
Great video once again. Thank you. I wonder what your thoughts are (and that of others) about RT in the circuit when there is lots of other RT going on ? At 18:55 Kemble information is a tad busy. You were able to get your late downwind radio call in around 19:15. If that hadn't been possible, presumably you would you have proceeded on your base leg and then final in the hope that at some point you are able to announce either "Late Downwind"; "Base" or "Final". It's a hypothetical question, but what is the appropriate thing to do, in the event others are on the radio whist in the final stages of the circuit/landing ? If you haven't got the "Cleared to Land Runway 26" confirmation presumably you consider a go around ? Sods Law : The radio is quiet whilst you're on the dead side descending but from 17:15 it gets busier and I can quite see on a busy summer day it might be more difficult (or worse impossible) to get the radio call(s) in when one might like. Thoughts ? Your video's are always thought provoking and instructional. Thanks for your many uploads.
Hi Graeme. It would all depend on what type of aerodrome I was flying to. At full ATC aerodrome (eg Biggin Hill), unless I'd been given a clearance limit, for example 'report before base', then I would continue to turn base, then final, and go around if I haven't been given clearance to land. I would expect the controller to assert themselves if they weren't happy for me to continue in the circuit, if there were others on the radio blocking the frequency. At an AFIS aerodrome (such as Kemble, in this film) pilots are in control in the air. I'd turn base, final, and I could land if the runway was clear, but I would only do so with extreme caution. Aerodrome Flight Information Service Officers (AFISOs are not controllers) cannot give landing clearances...only information...hence "land at your discretion". An AFISO can give instructions to aircraft on the ground. At an A/G aerodrome (Air-ground, such as Headcorn), I'd continue to land if the runway was clear. An A/G operator is again not a controller. At an A/G aerodrome, the pilots are in charge of their movements on the ground and in the air. Hope that helps. Jon
It does - thank you. ATC; AFIS or A/G control - another key component of flight planning. Looking forward to seeing more of your excellent uploads in 2018.
Great video Jon, Thank you ... but I'm a tad confused. Kemble was closed for a day or two due to snow. I thought, maybe, a smidgeon might be left. We live just south of Oxford and we had a small amount left. Happy Christmas to you and yours x
Hi Jon, love your videos keep them coming! I dont subscribe to anything but I have just subscribed! What a great inspiration you are to pilots and would be pilots. I am a lapsed PPL and after watching your videos have got the bug back so thank you. You have also answered some questioned I should probably know the answers to ( Got most of your quiz questions right tho! ) all the very best and happy landings! Stu
Yet another great video Jon, Kemble is a great place and plenty of noise sensitive areas around the field (including HRH PC and CPB house at Tetbury and its a nimby rich environment!) Bravo once more, wishing you and yours a happy and peaceful christmas and look forward to getting back on it in the New Year! JP
Thanks Julian. I read up on the noise abatement procedures, and tried to follow it in the air. Not sure I succeeded to be honest...was very wide downwind.
Looked pretty good to me Jon, I have flown worse overhead joins at Kemble! If I throw the honesty car down the first time I flew there from Goodwood I completely got the overhead join wrong and found myself face to face with a twin that had done it properly! Noticed you tracking the railway line turning onto final which is about right. Nice job!
The Matz extends to 3000 feet above Aerodrome level. Odiham elevation is 405ft. So as I was below altitude 3405ft, I was in it. The ATZ only extends to 2405, and I would have been above that had I overflown the ATZ. The ATZ and the MATZ are two different things.
Great video. at 8:51 you mention you choose to go this way due time of year - but if you are going to kemble from biggin that is inherently westbound and coming back is eastbound - did you mean you choose kemble as your flight destination based on the time of year, you didnt have another reason to go there ?
It’s to do with the low sun at this time of year. Heading south west in the afternoon is tricky, so I ensured my afternoon return flight was south east bound back to Biggin, with the sun behind me. Does that make sense now?
Thank you. I didnt really phrase my q well. I think you are saying that part of the reason you choose Kemble as your destination for this leisure flight (compared to an airfield say ne or e of biggin) was based on these factors
