Circuit trouble - joining a circuit at a UK uncontrolled airfield 

Instablaster...

True, if the wind is light and favourable gliding from base shouldn't be a problem

Thanks Ben.

Thanks Michael. Keep up the training.

Thanks my friend. Good tip...there are loads of these nuggets of info out there.

Thanks Jack. They both work well.

+mauersegler79 that's kind of you, thank you.

Thanks Graeme.

+The Virtual Airline Pilot boom.. good for a giggle.

TomHolmez12 - Beat me to it.

Thanks. It was an interesting flight, and I need to fly more to A/G fields to become more accustomed.

Cheers John. That's a kind comment.

+peanuts2105 good luck with your training. Thanks for watching.

A tail wind of 0.24 of a knot, yes.

At 12:22 another aircraft is requesting to enter downwind. Either this is a slip of the tongue or he has no idea that he is not in controlled airspace. Perhaps the guy on the ground should have been more explicit about his inability to respond to requests for the sake of everybody in the pattern?

14:12 "Make your standard descent please I will keep you advised"? "Continue your normal approach" Surely he can't do that???

I know Tim. It all depends what you are used to/trained with.

Thanks Colin. Bear in mind that the other joiner may have been able to see me, and have decided that there was enough space to slot in ahead of me. Because I couldn't see them, I wasn't taking the risk.

Thanks Julian.

Yup, if you're going to err, do it on the side of caution. "If in doubt, chuck it out".

You slot into position, giving spacing, judging when best to begin your descent deadside. Courtesy would suggest, the earlier arrival goes first, however if you are nearer the descent position and there was enough space behind, there’s no rule saying you can’t descend first.

Thanks Rasa. To record the commentary, I have a mic and a usb adapter for it. When you qualify as a PPL, some expect you to know everything, when in reality, you know next to nothing! People can be quick to judge.

Thanks for the comment Andy. We're always learning!

You basically rely on other pilot reports in the aerodrome circuit. There are the standard reporting places, and as long as pilots report at those places, everyone knows where they are. In addition, when flying anywhere near an aerodrome, you have to keep a very good lookout, and expect aircraft to pop up where you least expect them.

They were certainly very friendly and helpful there. Never wrong to go around! Fly safe.

Thank you my friend.

+Robin Hoggard thanks Robin. It's funny how this happens. I don't know which is the best training environment. Both full atc and a/g Aerodrome have their ups and downsides. I am still very cautious approaching a non controlled circuit. When I was training, the unpredictability of variable circuits, or multiple runways would keep me awake at night. Now I fret over the multitude of noise abatement procedures, which at aerodromes with variable circuits and multiple runways can be tricky to visualise...I tend to avoid aerodromes that make it over-complicated. Good luck with your solo.

Hi, thanks. Thank you for subscribing. I was descending on the dead side from 2000ft, to 1000ft. That doesn't explain why i couldn't see the other traffic though sadly.

Thanks for the comment. A controversial video this one. Some like it, some hate it. I'm getting more and more at ease with the uncontrolled environment now. But you're right...it all comes down to where you trained I think.

+Sam Tyrrell I try to listen in to an a/g fairly early to build up a picture of what's going on. I'm not sure it's the a/g operator's responsibility, but I agree, some do provide good info on first call. Thanks for watching Sam.

And this is what i flew. Very few others were flying the overhead join.

Thanks Tom. I'm not sure what was up with my eyes that day!

Thanks. I like you, did all of my training at about 2000ft.

+sheffair1 you too. Thanks.

Thanks Liam.

Thank you Matthew.

Thank you.

phil0510 I agree. I think you get used to the types of joins you do at your training base....in my case full ATC. I find a/g daunting. Others will have the opposite problem I suspect.

+Dave Colgate thanks Dave. Remember though, to check anything you want to apply, with your instructor first, as I may be not necessarily always right!

+Kevin Hill Thanks Kevin.

Thanks. Normally, if joining crosswind, any aircraft taking off usually climb to 500ft and stop climb until passing the upwind end of the runway, thus avoiding any crosswind traffic. At least, that would be good practice. Obviously, they have right of way, so if they were going to climb into the circuit, and you don't think you could space ahead of them, then the delaying action you describe would work.

Thank you for your kind comment.😊

I remember my QXC, I made sure that I had a pretty good idea of the wind at the landing site before I left home (I asked when I PPR'd) , and I briefed the overhead join using the Pooley plates to ensure that I had been through the deadside descend in my head before taking off. I also had a good think about how that would look if the wind and runway changed by the time I got there. After landing, had a cuppa whilst I did the same for my next destination. I'd prefer not to add to the workload by working it out on arrival.

Red Heavy thanks for watching.

It all comes down to what you're used to. I trained at an aerodrome with very good ATC. I'm less confident at AFIS and A/G aerodromes where the pilot is in charge in the air. Flying at both requires different skills...and I need more experience at the non-controlled aerodromes.

Thank you Daniel.

Thanks for the comment Lars.

I think they're from pooleys.

+354dw thank you.

Thanks for watching.

Glad you enjoyed it. Thanks for watching.

Thanks. it's different, but not difficult. it's just dealing with other joiners, who want to come in directly, rather than overhead.

Thanks Seamus. It is hard isn't it. I'm going to the opticians next week!!!!

Thanks Seamus. It is hard isn't it. I'm going to the opticians next week!!!!

Thank you so much.

+Geonordis thank you. I have 250 hours total.

You're a natural ;)

Very good. www.jonhunt.net/hrf_faq/carb-heat-questions/

Victor Palamar *

Sadly, only had one pair that day - hence, didn't see very much of use :(

Your advice on when to start the decend is a fair comment,Like you said I can't recall that exercise during my training either,cheers

Thanks. Glad to be of help. Thanks for watching.

+ryan2390 'Uncontrolled' is a term I use. Technically, it's an Aerodrome with an Air -Ground radio station. There are three types of civil Aerodrome in the U.K. Even pilots struggle, sometimes, to understand how they differ. It will be licensed etc, but the pilots make all the decisions on the ground and in the air at Connington.

It's probably quite obvious I don't hold a pilots license (as much as I'd like one) but I have picked a few things up here and there. I suppose to a degree I'm used to listening to Redhill tower keep the pattern there running smoothly and safely so to see this sort of thing is a surprise. Is there a limit on how much traffic an aerodrome can handle before needing a full ATC service? Thank you for taking the time to reply. Most appreciated =)

I'm not sure. A/G aerodromes are common, and generally work very well. I was very cautious that day, and lack experience at this type of strip.

Maybe. Fact is, I wasn't seeing very much at all, so I don't know.

My thinking was along the lines that if you had been given some sort of clue as to the type of aircraft, your brain would be "prepped" to seeing a certain shape. I think in these types of situations every bit of information helps.

Hi Aaron. When and how to use carb heat is a subject that will fill pages and pages on the forum. I revert to what I was trained to do. I also follow the guidance from the CAA. The reason I was trained to turn it off on short final is to make sure the aircraft is ready for a go-around. There is a lot to do during a go-around, and go-arounds if not executed properly, can result in an accident. Making sure I'm concentrating on controlling the aircraft properly on the go-around, rather than fumbling for the carb heat lever, is the main reason why carb heat comes off at about 500 ft. Also, in a go-around, carb heat can be forgotten, robbing you of power. 500ft is when I check I'm in a stable approach. So, my short final checks are CCCC Runway Clear, Clearance obtained, Carb heat Cold, I'm Confident (stable). It works for me, but may not be appropriate for everyone, everywhere, in every airframe. Stick to what you were trained to do. The UK CAA safety sense leaflet says : Unless otherwise stated in the Pilot's Operating Handbook or Flight Manual, the HOT position should be selected well before power is reduced and retained to touchdown. On some engine installations, to ensure better engine response and to permit a go-around to be initiated without delay, it may be recommended that the carb hot air be returned to COLD at about 200/300 ft on finals. This often causes debate in pilots from other countries, who due to their climate, have different carb heat methods. I hope that answers your question.

Indeed many hours of discussion can be had on this topic and everyone will be correct, and I think your right that climate comes into it too. When looking at the C172 check list, the down wind check insists you heat the carb, but return to cold (though again if I'm doing a tight circuit and want to start decending at the end of down wind I leave it on). It hasn't got a final approach check, but the go around check is 1) Throttle-full correct yaw 2) Carburettor Heat-cold, thus assuming it was previously left hot, but then to the contrary the after landing check is 1) Carburettor Heat-cold (if necessary). Again I go by my training but think it's time I refreshed my memory with the POH.

At my airfield (grass strip) we were told to set Carb heat to COLD about 200-300ft from touchdown. The reason being the hot setting allows unfiltered air to pass into the engine so would allow grass cuttings / mud / leaves etc to potentially have free access into the engine internals.

Good point :)

Cheers.

+J Hammond really?

When I come to an uncontrolled busy airport, the first thing I do is descend to an altitude 300 to 400 feet below the traffic pattern altitude. From there I can pick out everyone on the downwind leg and most on final or departure easily. Then it does not matter if two aircraft are following each other on the downwind leg, I pull up to pattern altitude behind the first one, announce my arrival and slow down to follow on the pull up. Its not what most flight instructors would recommend but its a life saver when arriving with 7 or 8 in the pattern.

One more life saver when flying IFR. When assigned an altitude of say 5000', try to cruise between 5100 and 5200'. You will avoid midairs to a great extent. As an ex controller I can tell you the vast majority of pilots err on the low side of the assigned altitude. They are afraid of going over. Practically no one will fly at 5100' whereas 99% of the pilots will fly between 4900 and 5000'..just a thought.

Thank you Tom!