Why do many "Airline" training organisations insist on flying such wide circuits?
On a check flight recently, I had a [senior] instructor tell me to turn final at 400' and fly the PAPI (3 degree approach path) and do this all at night in a low performance single 
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I know a few ATCs hang out here.
What sort of radio call would you like to hear us say when we have been told to following a C150 on downwind to find he is on far far far far downwind and we've already got to the base turn point?
"Request #1 to the preceding aircraft so I can actually remain in the circuit"?
Request callsign and operator of preceding aircraft to notify them of their non standard circuit?
What sort of radio call would you like to hear us say when we have been told to following a C150 on downwind to find he is on far far far far downwind and we've already got to the base turn point?
"Request #1 to the preceding aircraft so I can actually remain in the circuit"?
Request callsign and operator of preceding aircraft to notify them of their non standard circuit?
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when I used to watch my traffic in the circuit, you soon learnt who was doing the huge circuits and if a suttle hint of "can we try and keep final approach inside the control zone" didn't work when the aircraft was back logging the 5 or 7 behind them then I would tell them on their next downwind call to "extend downwind until advise number (6) following the (5th) lighty behind you" and then get about 5 behind, ahead of them. Only used to take about 2 circuits to get everything nice and tight again after giving them the base turn clearance about 6 miles from the runway!!!! At a busy airport - regardless of the size of aircraft - you need to run a tight ship. One aircraft doing one wide circuit can cause a huge backlog which results in a longer and longer and longer final for every subsequent aircraft.
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At MB recently I asked of the controller to tighten the circuits of preceding aircraft and was told quite rudely " it wasn't her job to police that"... !
Actually I beg to differ and so commenced a period of terse exchanges organising early turns upwind etc. to get ahead for ten minutes before we caught 'em again.
All unnecessary because as has been stated the whole idea is to maximise approach/landing practice.
Unforunately it is another hindrace to flight training at MB
Actually I beg to differ and so commenced a period of terse exchanges organising early turns upwind etc. to get ahead for ten minutes before we caught 'em again.
All unnecessary because as has been stated the whole idea is to maximise approach/landing practice.
Unforunately it is another hindrace to flight training at MB
