CAAP 166-1(2) joining circuit upwind
At YTDN when I fly there I will always try and join downwind, if that means diverting around a bit down south outside the circuit to do it then so be it.
After all I'm only zipping around for fun and a few minutes extra doesn't matter to me.
Just don't fly over the field in YTDN especially on weekends.
After all I'm only zipping around for fun and a few minutes extra doesn't matter to me.
Just don't fly over the field in YTDN especially on weekends.
After all I'm only zipping around for fun and a few minutes extra doesn't matter to me.
True.......I can't justify with the wife any more than 1 hour or so every couple of months private flying these days, but when I do venture out an extra few minutes diverting a bit doesn't matter much to keep away from the meat bombers...
Gee it's difficult to believe that some don't consider upwind as part of a circuit for the purposes of flying at the same level as x-wind & downwind.
EG. MB Twr says join upwind Rwy 17R. Are you going to join 500ft higher whilst along the upwind position (as in over the Rwy) then let down? The Twr guys would open their Twr window & shoot you down!:-)
If yr 500ft above circuit height & joining parallel to upwind on the dead side of the circuit then that's a diff story but it's not called joining upwind unless you are already at circuit height.
Saw some pretty dumb things over the years at CTAF's in the old Beech, had to have several sets of eyes peeled for the 'Farmer Browns' out there who had no idea!:-)
Wmk2
EG. MB Twr says join upwind Rwy 17R. Are you going to join 500ft higher whilst along the upwind position (as in over the Rwy) then let down? The Twr guys would open their Twr window & shoot you down!:-)
If yr 500ft above circuit height & joining parallel to upwind on the dead side of the circuit then that's a diff story but it's not called joining upwind unless you are already at circuit height.
Saw some pretty dumb things over the years at CTAF's in the old Beech, had to have several sets of eyes peeled for the 'Farmer Browns' out there who had no idea!:-)
Wmk2
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Use a radio, be very situational aware and get along with everyone in circuit.
Get into Birdsville on race weekend with all types of aircraft will get it sorted
Fly a PA31 into there [ not that it is a very fast a/c in circuit ] but when your against a flock of brumbies, a PC12, a couple of helis, a heap C172's with flight school students from everywhere with very "limited" english, and those who forgot to read the AIP SUP it can be busy
Again - "use radio , be very situational aware and get along with everyone in circuit !!!!!"
Get into Birdsville on race weekend with all types of aircraft will get it sorted
Fly a PA31 into there [ not that it is a very fast a/c in circuit ] but when your against a flock of brumbies, a PC12, a couple of helis, a heap C172's with flight school students from everywhere with very "limited" english, and those who forgot to read the AIP SUP it can be busy
Again - "use radio , be very situational aware and get along with everyone in circuit !!!!!"
Last edited by Adsie; 18th Aug 2014 at 11:53.
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ANCPER
I have been with a few instructors and all have a different view on what should be said or not said.
I personally give calls for 10 NM inbound with circuit joining time, anticipated RWY, overhead field, joining downwind, turning base and on finals. And then back tracking or clear of runway call.
Call sign, type and whether IFR / VFR on initial contact to CTAF, then just call sign after that.
Again traffic will dictate what your actions are. But like I said before " get along with everyone"
I find manners do go a long way - I think it is all part of airmanship.
While we are on this subject, I had a check pilot tear me a new a*se because I gave a "rolling" call on take off.
Been unable to find in the AIP if it is required or not.
Thanks in advance
PS: I still give a rolling call, just in case someone is around
I have been with a few instructors and all have a different view on what should be said or not said.
I personally give calls for 10 NM inbound with circuit joining time, anticipated RWY, overhead field, joining downwind, turning base and on finals. And then back tracking or clear of runway call.
Call sign, type and whether IFR / VFR on initial contact to CTAF, then just call sign after that.
Again traffic will dictate what your actions are. But like I said before " get along with everyone"
I find manners do go a long way - I think it is all part of airmanship.
While we are on this subject, I had a check pilot tear me a new a*se because I gave a "rolling" call on take off.
Been unable to find in the AIP if it is required or not.
Thanks in advance
PS: I still give a rolling call, just in case someone is around
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Adsie
I was just joking on that as that subject on radio calls in general will run for 100 pages, agree with the rolling call.
Though in general too much unnecessary talking takes place clogging up the freq.
Though in general too much unnecessary talking takes place clogging up the freq.
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Di_Vosh
CAVOK - fair enough but you are doing a 5 mile straight approach so you will have to give all relevant calls.
ANCPER
Sorry - missed that one about radio calls.
Yes a lot of unnecessary calls do block up freq.
And thanks for agreement with rolling call
CAVOK - fair enough but you are doing a 5 mile straight approach so you will have to give all relevant calls.
ANCPER
Sorry - missed that one about radio calls.
Yes a lot of unnecessary calls do block up freq.
And thanks for agreement with rolling call
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Di_Vosh
And I replied that in VMC that approaching through the FAF was fair enough, I just added that the 5 mile final calls are required.
Just agreeing with you and adding comment
And I replied that in VMC that approaching through the FAF was fair enough, I just added that the 5 mile final calls are required.
Just agreeing with you and adding comment