A simple way I learned how to talk on the radio in the military that made it easy to remember instead of using the “who” method was “Hey you, it’s me, I’m here, I need help” So to compare, it would be “Hey you” = who were talking to (Chico Tower) “It’s me” = who you are (Cessna 518FT) “I’m here” = where you are (10 miles SE) “I need help” = what I want (Inbound) Always made it easier for me to remember hopefully it helps others as well
Tower can vector you into right or left pattern traffic. The statements on the sectional are procedures for when the airport tower is inactive, and may be the typical procedures that tower uses when active. I get vectored into left traffic all the time at a local airport even though it’s right pattern traffic on the sectional.
Nice video, but I would have already written down the ground and tower freq on a knee board to quickly load my radio on approach. Although you might have assumed that, it did not come across that way.
Would you be able to help me with an Xplane question? My 172 will not stop pulling to the left and pitching up non-stop. Its impossible to practice anything
Why all the acronyms and nonsense... You can get the AWOS/ATIS weather via radio or via cell call, btw. Tune to the Delta tower frequency and first LISTEN to the chatter. When there is an opening simply call the tower and identify yourself and say intention with the weather code if they are not busy...if they are busy, contact the tower and just identify yourself...giving them a chance to contact you when they are able...then give intention and weather code. The tower will give you a clearance and a runway. Land and contact ground when instructed.
You could expect this too! When the tower is operational they can have you enter from any direction that works for them. The "RP 13L and 13R" is for standardization of aircraft entries when the tower is closed. My assumption is that the tower would want to keep you east of the field to not interfere with the parallel runway, but it could go either way. A bit of local knowledge would go a long way here.
The control tower is located on the east side of the airport, so it is doubtful the controllers want to work traffic behind them. A left downwind entry from your position would not only put you behind the tower but also make you cross the departure corridor of any “big” traffic departing. Looks like RP 13L/R is due to power lines east of airport. While the tower “might” do a left downwind entry, it would seem unlikely give aircraft position and other factors above.
@@flightinsight9111 Thanks so much for that explanation. I also saw the RP for 13L and was expecting you to approach from the west into a right pattern. Loved the video BTW! Had 2 huge take-a-ways: W.I.R.E and also the feet to descend*3 trick to determine how far out to begin the descent. I am a 130 hour new pilot venturing out into those scary towered airports!
Very good lesson. I wish my instructors did their job as thorough and effective as you are, e.g., W.I.R.E., Who.Who.Where.What.. I have over 400 TT (VFR only) and still find your lesson very helpful and refreshing.
These are great. Thanks for the hard work you put into these. Currently following your instrument videos. They are a great accommodation to the things being taught at my 141 program.
When I review the chart supplement, it shows that runway 13L is right traffic. In your simulation, tower brought you in on a left downwind for left traffic. Is this what you would expect to happen?
If it wasn’t a controlled airspace that pattern entry would make me nervous, any departing traffic is flying straight at you as you descend to pattern altitude
Still learning here, I want to use the sim as realistically as I can so I have questions: 1) where is a good source to learn basics? I'm not trying to get my PPL but I want to have a working understanding of radios and charts, etc. 2) If tower is the actual airport, what is the difference between approach and center? (etc. Albuquerque center) 3) if I'm on the approach frequency for a bigger airport but I'm trying to land at another smaller airport nearby when do I switch to the tower? Do I have to keep both channels selected? Thanks in advance!!
The initial call from tower did not instruct them to report downwind. Certain towers have radar and they can see exactly where you are at. Others do not, so they may ask for position reports when in the pattern. Like he said in the video, if needed Tower would have asked to report midfield right downwind 13L. Hope this made sense!
Absolutely the best explanation I’ve come across!! I’ll check you channel to see if you have a departure video that includes ground commo before tower.
I really enjoyed watching this video. Noob question, how do you know when an airport is class D or C or whatever? How do you know when to ask for permission to enter class bravo delta or whatever airspace? :(
The best way to tell what class an airport's airspace is is by looking at the VFR Sectional Chart. Different class airspaces use different color coding. Also, different airspace has different entry requirements. Try this video to get started on the concept. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-47SU-Wga35o.html
@@flightinsight9111 thanks, quality video as well. So when flying VFR in high density areas with many airports such as LA, a pilot must look at his map all the time to make sure he's requesting access to a class X area before entering it? Or is this led by the controller?
For instruments, maybe add in what runway direction is expected and set the heading bug appropriately? Optional of course since we're visual but good for reference also. Now for HDG in AP mode then yeah can't do that. :-)
Another great video! Using the stated rule of thumb (in this case 15 miles out) what is the decent rate that would be used? Thanks again for the great instruction!
Usually your average rate of decent is 500ft/m. Anything over than that will get you close to overspending. Just calculate how many feet you have to descend. Let’s say 5,000. You divide 5,000ft to be lost, by 500ft/m and you get 10 minutes to descend. After that you just have to find out how far is 10 minutes out, and start you descent either at that point, or a bit prior to allow a margin of error.
0:32 - this is the problem with FS2020....that C172, at 2500rpm at a 6500ft cruise, should be going a good bit faster than 105 KIAS. Our club one does 120 KIAS. Thanks for the video though - great lesson on comms.
Great video! Have you all checked us out? We offer live air traffic control for your sim which could help you all with your videos. You can talk to actual controllers, and they'll talk back- just like the real thing.
Nice job and thorough explanation. I can't help but notice there is a contradiction here. At 3:50 you say we want to arrive at pattern altitude a few miles from the airport. At 7:35 you arrive at pattern altitude much closer than three miles to the airport. Which is it? This makes a difference in determining when to begin your descent. It makes sense to arrive farther out (3nm or so) so that you can get a good look at any traffic in the pattern before entering it, and so that you don't risk descending on top of someone else flying a wide pattern.
The rule of 3 is a crude tool to plan a descent assuming your ground speed is 90 kts (3NM per 2min). His Garmin 530 says he is doing 108kts over the ground, so he will get there in less time than if he was doing 90kts. Many pilots don't know that 60kts is 1NM per minute, by definition, so you can directly calculate 108 kts / 60kts to work out that you are actually covering 1.8NM per minute (3.6NM per 2min), so you'll cover 18NM in the 10 minute descent instead of 15NM per the rule of the 3. So, he was 3NM late in starting his descent. However, 108 / 60 is not easy math, so you could also just bump up to a rule of 4 (corresponding to 120kts) to come up with a 20NM start for the descent. If you were in a high performance plane, then you might use a rule of 5 (180kts), but as the speed and altitude changes get bigger, you'll want to be more exact since any errors multiply.
Wondering the track for joining the downwind is right at where the departure side of the runway, using the upper wind side if 13R is not in use, or position the aircraft earlier to get the direct downwind entry should be safer. Besides, announcing short final is also a good way to communicate with tower and other traffic too.
I disagree with announcing final, you'll just clutter up the frequency. Tower knows you're short final, they've already cleared you. Announcing base when you have yet to be cleared is useful though
