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How To Fly A Standard Traffic Pattern - MzeroA Flight Training



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hey everyone Jason Schappert here of m0a calm and I love this video from our

brand-new private pilot online ground school which the entire team here at m0

a.com works so hard to help come to fruition and honestly if you loved this

video you're gonna love the entire online ground school there is a link for

a free trial in the video description for this video so you can hop on some

webinar see all the videos private instrument commercial FOI and take a

look at everything MGM has to offer for two weeks totally free this video is

just flying a normal traffic pattern while it sounds so basic we take you

through every nuance of the traffic pattern it's one my favorite videos

because we do it in the airplane that started it all frames joy calm that is

five one two Romeo an airplane on my very first airplane I bought sold the

airplane and ended up buying it back many years later so a lot of history for

me in this video but we'll start on the ground teach in the studio and then

we'll take you up in five one two Romeo as we teach in our private pilot online

ground school of the normal traffic pattern in this video we're going to

learn how to fly the traffic pattern the traffic pattern is a rectangular course

around the airport and we fly the airport traffic pattern or at least part

of it to leave the airport as well and to get back into the airport most

airport traffic patterns are an altitude of 1,000 feet above the field elevation

of the airport now if your airport is at 500 feet mean sea level as its elevation

also known as MSL the airport traffic pattern will be 1500 feet MSL most

airport traffic patterns are left traffic but there are a few exceptions

where we make right traffic mean left or right hand turns in this rectangular

course look at this sectional chart with me here when we see the name of the

airport with a designation RP next to it it tells us the airport has a right

pattern this is the Seattle sectional chart we can see the letters RP but

the name of the Auburn Airport that means the traffic for runway one-six at

Albarn makes all turns to the right now there's many reasons for an airport to

have right traffic the most common reason is that there's an obstruction or

maybe there's a noise a sensitive area on the opposite side of the airport such

as a hospital a residential neighborhood a bird sanctuary no matter which way we

make the turns though we need to know that all turns are 90 degrees from each

other in heading Mountain Bank angle please in heading making this 90 degree

turns so if we take off from runway 1 7 with left traffic your next turn will be

to a heading of 0 8 0 which is 90 degrees off the left of 1 7 runway 1 7

the first turn is called the crosswind turn and it happens when we're about 700

feet above ground level now while turning you continue to climb

to pattern altitude and you make your turn to downwind next pattern alt is

usually a thousand feet above field elevations so again the fields 500 feet

our pattern will be 1500 feet MSL the downwind leg is parallel and 180 degrees

opposite of our upwind leg that departure leg the leg we took off on

right while downwind the lateral sight picture

will be about halfway up the strut of a 172 the heading you should fly should be

a hundred eighty degrees off the runway heading so if you took off from early

one seven what heavy would you fly we'd be flying a heading of 353 five zero

because it'd be the reciprocal 180 degree opposite now you want to be about

a half mile to three-quarters of a mile laterally from the runway there's a

tendency by the way to fixate on the runway you keep looking to the left and

when you do this your tendency is actually to drift towards what you're

looking at to drift into that runway so find something off your nose in the

distance where you can put the nose the airplane on and track towards that to

make sure we maintain this same in distance from the runway so

unless you're flying off an aircraft carrier the runway it's not gonna be

trying to get away from you right it's still over there you don't have to keep

staring at it now while on down when it's a good idea to go through our pre

landing checklist and flow if you haven't already there's a very popular

acronym for kind of going through this checklist and sometimes called the

Gump's check G umps it stands for gas undercarriage mixture primer for Peller

pump fuel pump and safety items such as seat belts another s gas make sure the

fuel is on and on or on to the correct engine if you're flying a lowing

aircraft fuel selector on the fullest tank undercarriage that's our landing

gear well it should be in the down locked and welded position our Cessna

172 right if you're flying a retractable gear airplane we have to think of that

as well as a possibility here and that's where you look out make sure you see

each tire if you're in a high wing aircraft and you can see that so we

always want double check that next the M mixture should be all the way rich or if

you if you need to have it lean for any reason it should be set where it needs

to be for best power but typically it's gonna be full rich in the scenario the P

primer and in locked it may mean fuel pump another P on propeller if we have

an adjustable constant speed variable pitch propeller propeller full forward

as well and the S is our safety items typically it ends with us with our

seatbelts but safety items can also be our my lights on right other things that

pertain to safety particularly to your aircraft ideally you'll do this gump

check three times on down one on base and final just double checking

everything now to the task of slowing down the airplane we're probably shown

an indicated airspeed of anywhere from ninety to a hundred knots on downward

again it just depends on what aircraft you're flying these aren't hard set

numbers it's the numbers that need to work for your airplane your instructor

will tell you that now when we are across what's called our a beam point

meaning when we're abeam our touchdown point when I look to my left and left

traffic and that is perfectly perpendicular to me my a beam

point there I want to go ahead and reduce my power back I always teach in

my aircraft case it's carbureted car Pete power back ten degrees of flaps

when I say power back it's roughly fifteen sixteen seventeen hundred rpms

is where I bring that power back to the airplane will start descending don't let

the nose drop because that's actually going to increase your airspeed just

taking the thrust away we'll start our descent here now we want to make sure

we're thin the white arc before we deploy those flaps as well and that's

why it's important to know our aircraft's V speeds and when we can

actually lower the flaps in the aircraft here so we're gonna actually turn our

base leg when the runway is 45 degrees off our shoulder so if I started

perpendicular to my abeam point and then when that travels 45 degrees back over

my shoulder is about what I want to make my base turn now I've descended by the

way I should be about 200 feet less than traffic pattern altitude while I get to

this 45 degree point and then I turn base now as we turn base I don't want to

add flaps and turn I need to add more flaps on base assuming on conditions but

I teach to never add flaps in a turn and here's why simply I'm turning right I'm

turning in the aircraft and I'm I'm slow I'm low and when I add flaps whereas the

nose want to come right the nose tends to want to come up a little bit I'm low

I'm slow one wings producing more lift than the other in a turn and I the nose

has kind of a tendency to come up when I add flaps has all the ingredients for a

stall spin scenario now doesn't it not something I want to find myself in so I

add flaps on base once my wings aren't level

now when the runway threshold is ahead of us we're on base now so you can

picture that we're on base now when the runway

thresholds about a 45 degree angle from us we turn final and we do this using a

standard rate term we can add once wings level add flaps is necessary and fly in

the vast sea or the Papy if available remember red over red to low bump your

head right red over red bump your head of a lot of starters use a more forceful

new it says red over red you're dead it's

kind of grim but it certainly gets your attention right it's a way to remember

that so now if we look at the lights we see white over white I'm out of sight

I'm too high if you're too low and power if you're too high reduce power and

perhaps add more flats that's an option now what about radio calls if you're a

towered Airport you'll ask the tower for permission to land at a non towered

Airport you'll self announce each turn in the traffic pattern so turning

crosswind turning down one turning base turning final but don't drop the

airplane right to fly the radio continue to fly the airplane you'll notice early

on your instructors gonna help you with radio work because it's so overwhelming

to multitask and eventually they'll give you some of that that you know work to

do in the airplane as you add radio calls in there back to landings though

every landing you understand is different and I say this because as an

instructor you fly with some pilots who have pattern procedures memorized when

they turn final they automatically drop the flaps but what if the airplane is

too low right you're seeing for red lights dropping more flaps would be

foolish so we don't do it some people get in these habits here you'd be

careful of that and realize that every landing is different different runways

different wind different weight it's always changing but if we can keep it as

standard as possible that's one of the first secrets to a perfect landing

it starts with a perfect traffic pattern so now we've heard how to fly the

pattern let's head out to the airport and fly the traffic pattern so you can

see what it looks like a ground school members Jacek back with you at five one

two Romeo I just had a 172 - a nice little touch ago ahead of me I'm holding

short runway 5 at Williston and I'm taking you for a lap in the traffic

pattern to teach you the traffic powder make sure my seat belts good shoulder

harness set everything's good run up his already complete everything's good there

we're all set up do one final peak I already made my spin around to see and

Willis - traffic cessna 5 1 - romeo is departing runway 5 close traffic

Williston made my radio call all is good double

checking final and we're just simply going to go over the legs of the traffic

pattern watching to make sure I'm totally clear that aircraft is faster

that man he is also clear using all my available runway here everything is set

set looking outside confirm five runway five and five on my magnetic compass and

let's roll the moment we lift off or on what lag of our traffic pattern the

moment we lift off we're on the upwind leg of our traffic pattern air speeds

alive or join three to four bits left crosswind runway five and he's a little

bit ahead of us he's turning our next leg as you heard which is left across

when we are up everything is looking good engine gauges all still great

airplanes flying great this is the airplane that started all forever zero a

comp out over a decade ago most certainly loved this little airplane

here fluid from Daytona Beach Florida the Catalina Iowa California and back it

was trying to catch rep Nadine departing let me by without departure so I've got

one across and visualize this with me I've got another Cessna 150 behind me

who's departing he's compelled to the port toward beautiful left downwind vibe

he's well ahead makes he's turning left down passed through five hundred feet my

traffic pattern altered here's a thousand feet AGL MSL almost the same

one here here in Florida so when I get three hundred feet from the traffic

pattern altitude so seven hundred feet I turn the next leg of my traffic pattern

which is my left cross went that I look first I raise it away look at we turn

Willis to traffic susta five one two Romeo's turning left crosswind runway

five Williston always starting and ending the radio call and we're teaching

radio communications now getting ahead of ourselves but always starting and

that date night radio calls where we're at one nine eight thick coat

9 mile final runway 5 will preface now this brings up a really great scenario

here's somebody who's not breaking the rules just call up at 9 mile final for

runway 5 I'm gonna thousand feet I'll bring my power back a little bit and I'm

gonna turn my next leg which is my left now and we'll discuss that

9 mile in a second will is the traffic cessna 502 romeo is turning left

downwind runway 5

he's a touch ago and he's well ahead of he's already at the base I've just now

turning my down he's much much faster than I am

my heading should be about a 2 3 0 but give it the wind it may need a change

and adjust for there I'm a much much slower aircraft it won't set me to out

in front of me there I'm tripping up don't want your airspeed get away from

me at this point and now let's talk about the problem we were presented with

here the one in front of me the one cent each I'm not worried about he's on base

he's final he's a touch ago we were nicely spaced in the traffic time we

could be in the traffic pattern all day together no issues the other 150 I see

him despite him only making one radio call he was taken off he's now making a

right cross went departure not illegal but not correct I have an Aztek a Bolton

should hear this guy up 1 2 1 2 uniform is on final runway 5 will be departing

to the so he's a touchy go he's got the part out of the southeast out to

probably make another right cross with departure here I've served up this Aztec

who called up 9 miles it hasn't really said a word here so I'm watching for him

I could even call him out and ask how far out the traffic I'm a be my

touchdown point I've got him six miles out it's I'm gonna go ahead and make my

traffic pattern here because I can keep it in he's if he's still six miles out I

think we're gonna be a-ok carpi power back degrees of flaps and we're

just gonna fly our normal traffic part he was 9 miles out when I was on the

crosswind that was only six miles out I'm just

doing the math at my head we're gonna be a-okay pulling on it like this i'ma turn

my bass when I get a 45 degree point off I touch that point which I am Williston

traffic cessna 5-1 to Romeo is turning left base runway five Williston my other

option there is to either extent and I could have extended he's flying all

right he's gonna make a right turn out got thick arrow 198 thick to tell for my

final run away five will make another radio call this turbine him and Willis

to traffic cessna five one to romeo as a left base for five be a full stop

Williston up watch for him magically all of a sudden got a whole lot faster watch

for him but I'm still focused I have the right to the runway I have this lower

aircraft I'm heading that way up the closer aircraft it is my runway but just

because I have the right away doesn't always be their top you know they can't

cut you off or anything like that it's like driving a car right this is a

perfect scenario huh everything's good boiling checklist everything set set set

again staying focused on us here let's go ahead and let's turn our last leg

which is called final and Willis the traffic system five onto Romeo's turning

final runway five a full stop Williston we're going to go ahead and turn final

here winds really blow it now feel blowing us kind of all through we have

the runway we're looking great and airspeed is perfect right at 70 right

where I want to be slightly above my glide path I could think of a better

place to be honest I'd rather be a little too high and a little too low

we're gonna listen for that arrow and I am gonna be courteous to play with the

traffic era one nine eight six hotels two and a half mile final runway five

will the traffic still two and a half miles out not that much of an issue but

I'm still going to be courteous I'm not gonna race off the runway but I'm not

gonna drag anything out either by any bands on purpose or coming on and a nice

easy little gust real nice and here comes the nose and

again it stops quite easily here it off at plenty of time and then one thing I'm

going to do is about an ounce for him for his sake that I am clear so V nose

move the traffic era one final once I get officially clear past the hold short

line I will say that I still don't see him out there but he says he's out there

and once we get past the whole shoreline we'll make that radio call and Wilson

traffic when two Romeo's clear runway five

williston let him help clear what a perfect scenario a busy day in the

traffic pattern to show that and show that decision-making say listen I prayed

a turn base he's on a six mile final yeah he's an arrow he's a little bit

faster but as we saw arrow 198 the Kotel Glickman runway five will the traffic

now he's going I do see him file he's going miss he was probably shooting an

instrument approach a bit nice if he said that but again we saw a lot of

things we saw her right to right-hand departures not illegal but not proper

either we learn more about this throughout this course and so cool to

show you what happened to the book and what

happened to the real world sometimes so listen guys hope you enjoyed that I'll

see you at the alchemists yeah