One of my favorite quotes regarding number 5, just doing whatever ATC says: When a pilot makes a mistake, the pilot dies. When ATC makes a mistake, the pilot dies. While it's pretty hyperbolic, I think it does a good job of illustrating the importance of responsibilities of the PIC.
Thanks for the comment. It's easy to forget that YOU are the PIC, and that air traffic control is NOT the PIC. Always have to briefly vet what they are telling you and speak up if something is wrong.
When I started my PPL training i will as always scared to get bashed by ATC, then I discovered they are great people, always ready to help and ease the situation. Big shout out for all ATC people. THANK YOU!
Just found your channel a few days ago and subscribed. I have watched several of your videos. You do a great job at delivering the content and very informative. Keep them coming. Blue skies and tailwinds always.
I’m about to enter flight school next week, your videos are helping me feel more confident going into a field with so many details to learn. I plan to keep myself educated with your content!
One other mistake at uncontrolled airports is “too much information “. Some guy announces he is 5 miles out on the GPS 18 approach. Well if you are instrument rated you know, but otherwise it means nothing to a VFR person.
This is a fantastic point and one I think about a lot. Announcing what fix you are over on the approach doesn't mean anything to most of the VFR traffic in the pattern, so I also try to announce what that means in VFR terms also (keeping it short though).
I sure appreciate your approach to videos and education. As someone who is completely overwhelmed over 2 years into the process, it's nice to get some refreshing videos like this.
Thanks Dave! I enjoyed reading about you and your work. Very cool stuff, man! Hang in there on flight training. You aren't alone... it's intimidating and overwhelming but it gets easier! Promise.
Great points. I have had it happen plenty of times getting tossed into a busy sector, where there is no room on the frequency. Or the controller is busy with something urgent. Just chill and fly the plane and when it calms down, the controller will call YOU. They know you're there.
Love your channel, great work. I'm still a novice, and different instructors emphasize different things, but even they fall into mistake #3 (incomplete info) just because of their familiarity with the airfield, (the sound of their voice, infers most of this information to the controller, but it's not setting a good example). Remember, I'm in Australia, so we don't have a high density of airports, and almost no light aircraft will land at an international hub (the landing fees at Sydney Intl. could be worth more than your plane). Also instructors are frequently inclined to make mistake #2 (not speaking up - and get your minds out of the toilet), because they all work together, none of them want to be embarrassed, and fly in and out of this airport literally dozens more times than they've dropped the kids off at the pool that day, so tend to assume things if the message is garbled (or at least I can't make head or tail of what the controller said).
Hey great video. Another radio call that drives me nuts is "any conflict please advise" Just found your channel yesterday and subscribed. Thanks for making these videos from Canada! 🇨🇦🙏🙂
Nicely done. I'm one of those guys who prefer to avoid busy airspace esp busy controlled airspace. Good advice. Thanks. There are times I'll make an initial call to an uncontrolled field 14-16 mi out & not include full details how I intend to enter the pattern b/c it depends on how many folks are up, where & what they're doing. Sometimes my announcement will trigger others to announce where they are & what they're doing & I'll fit myself in safely with a follow-up announcement.
Hi Charlie, I really enjoy your channel and all the tips you have to offer. I like them so much that I watch many of your videos multiple times to drill them into my head :-). I was on my long distance cross country training flight two days ago and thought of the "I'm confused, I want to be un-confused" tip when I didn't quite understand a tower controller and it helped provide me with the confidence to quickly ask for clarification. Everything worked out great and I landed safely :-). Best regards, Christian
Very cool! Thanks so much for sharing this, and I'm glad to hear the videos have helped! Really appreciate it. If American Airlines can say "I'm confused, I want to be un-confused", so can we.
@@AirplaneAcademy Absolutely, I really enjoy being a part of the online aviation community you have created. A close high school friend of mine lives super close to ADS and I look forward to visiting him in the next year or two in my wife's and my Stinson 108 after I build up my long distance XC skills (I'm currently based out of 6B9 in the NY Finger Lakes). I'll let you know when that is happening, but look forward to continuing to enjoy your channel for now :-). Best regards, Christian
I got my amateur radio license back a couple years ago and the radio conduct is a bit similar to talking to ATC. I think it would be a good idea to get a ham radio license and practice talking to random people on there. It could possibly make you more confident before flying and gets you used to radio communications. It's also pretty fun.
My home airport is KMQY, Smyrna TN. We have a LONG runway, 14-32. ATC Ground routinely tries to route departing planes onto 32 at a taxiway to speed things up. An instructor told me to NEVER accept that instruction. Just politely say "Unable to Comply." The runway behind you doesn't do you any good.
Asking for a vector. As a former Center Controller, I would be very cautious about ‘giving a vector’ to a VFR pilot. I would’ve said ‘suggest left/right turn heading 130.,’ or advise you of your position relative to your destination and leave it to you to make the safe decision. Asking for a vector puts the controller into an untenable position of assuming responsibility for your flight. Not knowing your proficiency makes that a responsibility that I would not assume. A controller can’t control a VFR aircraft, at least in the Center world. A ‘suggestion’ would be all you should expect.
I think its safe to say you are hooked and versed in your experiences as an aviator. The content you provide is extremely informative I've always wanted to be certified as a pilot its never to late perhaps. I do of course love aviation and have been building r/c planes/flying them at my local AMA sanctioned flying club.
Charlie, whenever you get a chance to fly either the socal class bravo or even the new york city class bravo do so, especially if you like busy workloads. Dallas is definitely busy especially since DFW is an American hub, but I'm telling ya, LA and NYC airspaces are nuts! Great fun once done right. When I was brand new first officer with a 135 charter outfit, flying into midway in Chicago I thought was awesome. Now, having flown SoCal and NYC, Chicago seems too easy. Anyway, that's just my 2 cents. Adios amigo, and happy flying.
Thanks! Yes I would love to come out to one of those airspaces and film it! I have not flown in either of those, so someday that might be worth the trip! I feel confident around DFW because I'm familiar with the airspace so it would be cool to go into an even busier one that I'm NOT familiar with. Stay tuned.
Mistake #6, using flight following as a navigational service. It's not, that's why it's called "following". And not knowing when FF will make you go out of your way in class E airspace unnecessarily.
Love your content Charlie ! I just found your channel and have watched a few. Have to say, really impressed with your material and the way you present it. I'm a native west Texan myself, in TN now, where I got my ratings and hours, years ago. Still it great to hear someone who actually knows real bbq and chicken-fried steak ! Safe skies my friend !
Hey great to meet you Randy, and thanks for the comment and compliment. Really appreciate you going out of your way to share that. I have flown into Memphis and Nashville but would like to go over to Knoxville at some point (I've been there probably a dozen times on commercial but never flown myself). Beautiful country out there.
Airplane Academy I agree about the scenery here. Before moving, the only tree I had seen was a mesquite. Other green included cactus and tumbleweed lol! I worked at an FBO in Nashville (BNA) for several years, to get cheap rates on flight time. I flew the wings off the company 172 and some in their Baron. We had the military contract and field all military aircraft that came through (a lot). That was a favorite part of the job there. Thanks for the friendly reply and look forward to many more !
I have flown in and out of Addison many times. I can assure you, the airport can be difficult to find if a little haze, smoke, or heavy dust is about. On another note, this airport has alot of small jet and fast twin traffic. You may be asked to expedite your landing and departing the runway for traffic coming in behind you. DO NOT be pushed beyond your abilities. Be honest with yourself and live to fly another day. If ATC is trying to hurry you along faster than you can handle the tasks at hand-GO AROUND! No shame in getting a little extra time in the seat....after all, going around is FLYING, and FLYING IS FUN!
Completely agree with this. And yes finding KADS in the haze and sun can be really hard, even if you know what you're looking for. Coming back from the east into a summer sunset in the haze is a pain in the butt! Luckily I've done it enough now where I know the features surrounding the airport but yeah it all but disappears!
I'd caution against recommending the first suggestion until you have a lot of flying experience, perhaps at the least a few hundred hours. ATC is a 40 hour per week job with a lot of supervision, these guys are pros, whereas the typical GA pilot flys a few times a month, or less.
The inflight footage brings back sweet memories. I learned flying back in the 80s in Grand Prairie. Boy, was I scared at first of that upside down wedding cake. Turned out to be a non-issue and great preparation for flying in my new home area in Miami :-)
I was learned that standard traffic is left pattern. So adding the word left to base or downwind is not nessecary. And without it means left. If you are on right, you gotta add the word right.
No, the controller does NOT know what you meant. He/she knows what he/she meant. That is precisely why the requirement of the read-back. Your reading it back as given ensures you understand what was said so you could repeat it. I will say I did like pilots who ‘interpreted’ what I said in the read back. For instance, I’d say ‘contact Norfolk Approach on one two three point seven.’ I preferred the pilot to say, contract Norfolk Approach on one twenty-three point seven. Note the two forms for frequency. That told me that pilot understood it enough to essentially ‘translate’ it into another form. Sometimes just rote repeating doesn’t result in actual understanding.
@@knyggaplease1222 for me, it must have been. Or, maybe I took my job so very seriously that I over-react in trying for general public to understand the what and why things are done. I was always selected to give tours of regular citizens that wanted to see what the Center was. Many said they’d always wondered what we were doing so they finally decided to stop in and ask if they could have a tour. (This was way before the security issues of 2001.) It was so easy to overwhelm folks because we had learned excruciatingly detailed info of our job and our Sectors and the nature of the job doesn’t permit lackadaisical effort. Listening to the pilots response was critical. I always started off I’m our Training Room with a big map of the Center then explained how the Center was divided up and how planes were generally handled and separated. Then, I’d take them to the floor and have them plug in with a Controller so they could hear and watch live traffic. Even those who only had a passing interest on what was happening in our building were appreciative of the effort they never knew about. There were many interesting and fun parts of the job and some very scary things as well. The trick was to not have something happen that you didn’t expect might happen. A complete surprise would really scare the bejabbers out of you after you’d worked through it.
At untowered airports I'll ask people who are incomplete. I've had a few that weren't paying attention to me, also air to air, where I had say "Hey! Pay attention, we're going to cross paths".
You are absolutely right with those 5 tips. But it is useless for you to prevent and do an excellent job, if the same FAA regulations force you to violate the regulation because there is another regulation that over regulates it. For example Linden Airport NJ. KLDJ. it is a unicom freq inside a Bravo airspace. With a height of traffic pattern below the standard with direction of traffic to pilot discretion. I'm talking about more than 10 years ago, I don't know if the regulation has changed now. But in my student time. For those who are a local pilot, there is no problem in flying linden, you know it by heart and you learn some legal ways to make use of the corridors without even talking to anyone passing through various airport vicinity. So you are a safe pilot. you are involved in the legality of the irregularities. That is why your tips are excellently up to the point of discussion. I would add one to keep your inventory 5 miles in advance mentally on your approach. This exercise is always practiced and it helps to prevent certain atypical legal procedures.
I fly quite a bit in busy Houston airspace and, like you, some of the areas can be a bit vague on which procedure has precedence. The cure is to call your local TRACON or tower and ask to speak with one of the controllers. They will always set you straight on what the proper procedure is in a given area. Better to do this on the ground well in advance.
Speaking of omitting info: You never said the altitude you are flying at when approaching that uncontrolled field. That is very important info for other traffic approaching or leaving the area, dont you think?
I’m not talking about the altitude in the pattern, I meant your initial call approaching the airfield. On initial call you are a couple of miles away. You could be on a descent from up high or come in low or whatever. If you share what altitude you are at other traffic has a better idea where to look for you.
@David Erickson That’s very good, but you didn’t in your example for No 3 (omitting infos on the approach to an airfield). No word about altitude at 10nm out. Wouldn’t it be helpful for other traffic? I think so. Nevertheless, good videos, good information! Safe landings!!
@David Erickson Ah, sorry! Didn’t see that. Apparently, the channel owner does not answer comments that are not 100% positive. Too bad. If one stands up and feels he has the need to educate others, there might be some room for improvement here and there...
Thanks for the video and greetings from Germany ;-). I guess you learned the number-sign-language in Inglourious Basterds? :D Anyway: Thanks again and keep up the great work! Definitely learned something today.
So funny enough, that's just a PFG (fishing shirt) with a super cub pulling a bass on it. My dad made these for my bachelor party when we all went fishing!
My first flight was at PHX. Talking on the radio was terrifying to me. He'd tell me exactly what to say, but I'd key the mic and freeze. He had been teaching people to fly since God flew a Staggerwing. He called my condition "Severe Radiotelephobia". The cure was to sit in the FBO and listen to the controllers and try to anticipate what they and the pilots would say. It will pass.
I think a lot of people can relate to this (like I said, when I first started a long time ago I was very nervous about it, too). Great idea sitting at the FBO to listen to controllers! It's learning a new language, but luckily it's still sort of english :)
I've heard and like to call the PTT button the "BM (brain-mouth) Disconnect button" for this reason. It happens to us all, even when we've been talking on the radios for a while.
When I was in the FAA Academy in OKC training to be a Center controller, we spent hours at home practicing speaking on the radio. Get a recording device. Record your ‘transmissions’. You’ll be amazed at what’s missing or what you sound like when you start out. In short order, you’ll sound like you’ve had years on the radio. There is proscribed ‘standard phraseology.’ Use it.
Please include altitude with your position. #1 if you're reporting into a controller, they're gonna ask you for it if you don't tell them frst (either to confirm your transponder, or because they don't see you). #2 other traffic needs to know your altitude to find you. Are you high or low? If I'm at 500' and you're at 2000', I still want to see you, but at least I know we aren't going to hit each other if I don't. #3 It's recommended in the AIM (for good reason).
Also, sorry for another noob question. Why is aviation radio still such poor fidelity? Despite the already poor SNR, it seems like an industry in-joke that almost all experienced pilots (and controllers alike) seem as if they're intentionally mumbling, or speak in a way which makes it as difficult as possible for the other party to understand. Is there like an international aviation "accent" I need to learn or something? I'm using a top of the line Bose noise cancelling headset, and most of the flight-school aircraft seem to have decent radio equipment (ATIS comes through crystal clear). What's the deal?
Not a noob question. I agree, I think generally speaking the radio is hit or miss on accuracy, tempo, clarity, etc... I'm NOT perfect by any means but I feel like it's an area that we can get significantly better with only a little effort. I get frustrated when my radio work is less polished than I know it can be.
This depends, if there's half a dozen Cessnas in the pattern, it's helpful to have tail numbers in my opinion because other pilots can recognize tail numbers on the radio and differentiate between airplanes
I would say start young. I started training when I was 14 and soloed on my 16th birthday, and got my license shortly after I turned 17 (the legal minimum). Never too early to start!
Want to give a plug for Civil Air Patrol for this as well. The military style isn't for everyone but we do help train a lot of young folks to be pilots. Orientation rides are built right into the curriculum.
Please consider teaching how to fly using a flight simulator for those wanting to build courage to fly and/or want to known what it takes to be a good pilot.
The difference is that Van Nuys doesn’t sit under class B airspace. So while the airport itself might be busier, it’s possible the airspace around Addison is busier workload-wise.
Call yourself "student pilot" if you are one. Not all towers have radar. Give accurate reporting points. If you're heading 270, you are inbound from the east, not the west. Don't help us. If you are sequenced number 1,2,3, ect., just do it. Don't offer to extend or shorten up. You are wasting air time. If I wanted you to do that, I would tell you to do that. Don't be afraid of us. We are just people. We are here to help. If you meet a jerk, just know that he is a jerk.
Have to disagree with points 4 and 5. I learned that I will get the information about the runway in use from the Info also at an uncontrolled airport. Might be significantly different in the US. Here in Germany you are not supposed to state which runway you want to land on. Maybe typically German, our uncontrolled is more controlled 😉 And very clearly, there is nothing like left base here. Base is always left, unless it is right base. We teach people never to say left base. And ATC often requests here NOT to give all information but wait for ATC if they need and request more to keep calls short.
Thanks for sharing. Sounds like a geographic difference, as I have not experienced that kind of dynamic here in the states. Interesting to know how other countries do it!
I'm trying to learn from what you're saying, but I have to try to block out the background music. Why do you want to be talking over music for such important information? Please, don't do like everyone else and stop adding music. Thanks.
One of my favorite quotes regarding number 5, just doing whatever ATC says: When a pilot makes a mistake, the pilot dies. When ATC makes a mistake, the pilot dies.
While it's pretty hyperbolic, I think it does a good job of illustrating the importance of responsibilities of the PIC.
Thanks for the comment. It's easy to forget that YOU are the PIC, and that air traffic control is NOT the PIC. Always have to briefly vet what they are telling you and speak up if something is wrong.
When I started my PPL training i will as always scared to get bashed by ATC, then I discovered they are great people, always ready to help and ease the situation. Big shout out for all ATC people. THANK YOU!
Just found your channel a few days ago and subscribed. I have watched several of your videos. You do a great job at delivering the content and very informative. Keep them coming. Blue skies and tailwinds always.
Thank you for saying that, I really appreciate it! Pumped to have you
I’m about to enter flight school next week, your videos are helping me feel more confident going into a field with so many details to learn. I plan to keep myself educated with your content!
I'm so glad to hear they are helpful! Best of luck to you as you take off on your new adventure (pun intended). Keep me posted!
One other mistake at uncontrolled airports is “too much information “. Some guy announces he is 5 miles out on the GPS 18 approach. Well if you are instrument rated you know, but otherwise it means nothing to a VFR person.
This is a fantastic point and one I think about a lot. Announcing what fix you are over on the approach doesn't mean anything to most of the VFR traffic in the pattern, so I also try to announce what that means in VFR terms also (keeping it short though).
Here in Australia its quite common at rural airports that you get entire conversations happening and unable to get a transmission in.
I sure appreciate your approach to videos and education. As someone who is completely overwhelmed over 2 years into the process, it's nice to get some refreshing videos like this.
Thanks Dave! I enjoyed reading about you and your work. Very cool stuff, man! Hang in there on flight training. You aren't alone... it's intimidating and overwhelming but it gets easier! Promise.
Great points. I have had it happen plenty of times getting tossed into a busy sector, where there is no room on the frequency. Or the controller is busy with something urgent. Just chill and fly the plane and when it calms down, the controller will call YOU. They know you're there.
Very helpful info. Haven't flown in 11 years, but would like to get back flying, so this is appreciated.
Glad it was helpful! Definitely worth it to get back into. Hope to see you around in the comments.
You provide sound and simple to understand advice. Keep it coming please.
Thanks so much! I really appreciate that.
Love your channel, great work. I'm still a novice, and different instructors emphasize different things, but even they fall into mistake #3 (incomplete info) just because of their familiarity with the airfield, (the sound of their voice, infers most of this information to the controller, but it's not setting a good example). Remember, I'm in Australia, so we don't have a high density of airports, and almost no light aircraft will land at an international hub (the landing fees at Sydney Intl. could be worth more than your plane). Also instructors are frequently inclined to make mistake #2 (not speaking up - and get your minds out of the toilet), because they all work together, none of them want to be embarrassed, and fly in and out of this airport literally dozens more times than they've dropped the kids off at the pool that day, so tend to assume things if the message is garbled (or at least I can't make head or tail of what the controller said).
Thanks Adam. I'm glad you're finding it helpful!
Helped me to get a better VATsim pilot haha.
Will start my PPL next year
Awesome! Glad to hear that.
I love your channel even though I will never be a pilot. You explain things like a good teacher which helps everyone understand all the more. Thanks!
Thank you! I really appreciate it. I'm glad you enjoy!
Hey great video. Another radio call that drives me nuts is "any conflict please advise"
Just found your channel yesterday and subscribed. Thanks for making these videos from Canada! 🇨🇦🙏🙂
Hey thanks so much! Glad to have you
Nicely done. I'm one of those guys who prefer to avoid busy airspace esp busy controlled airspace. Good advice. Thanks. There are times I'll make an initial call to an uncontrolled field 14-16 mi out & not include full details how I intend to enter the pattern b/c it depends on how many folks are up, where & what they're doing. Sometimes my announcement will trigger others to announce where they are & what they're doing & I'll fit myself in safely with a follow-up announcement.
I agree with this. I will sometimes do the same thing that far out. Thanks for sharing.
Great video thank you very much!
Sure thing! Glad you enjoyed!
Hi Charlie, I really enjoy your channel and all the tips you have to offer. I like them so much that I watch many of your videos multiple times to drill them into my head :-).
I was on my long distance cross country training flight two days ago and thought of the "I'm confused, I want to be un-confused" tip when I didn't quite understand a tower controller and it helped provide me with the confidence to quickly ask for clarification. Everything worked out great and I landed safely :-). Best regards, Christian
Very cool! Thanks so much for sharing this, and I'm glad to hear the videos have helped! Really appreciate it. If American Airlines can say "I'm confused, I want to be un-confused", so can we.
@@AirplaneAcademy Absolutely, I really enjoy being a part of the online aviation community you have created. A close high school friend of mine lives super close to ADS and I look forward to visiting him in the next year or two in my wife's and my Stinson 108 after I build up my long distance XC skills (I'm currently based out of 6B9 in the NY Finger Lakes). I'll let you know when that is happening, but look forward to continuing to enjoy your channel for now :-). Best regards, Christian
I got my amateur radio license back a couple years ago and the radio conduct is a bit similar to talking to ATC. I think it would be a good idea to get a ham radio license and practice talking to random people on there. It could possibly make you more confident before flying and gets you used to radio communications. It's also pretty fun.
My home airport is KMQY, Smyrna TN. We have a LONG runway, 14-32. ATC Ground routinely tries to route departing planes onto 32 at a taxiway to speed things up. An instructor told me to NEVER accept that instruction. Just politely say "Unable to Comply." The runway behind you doesn't do you any good.
This makes so much sense yes sir
Just came across your channel and subscribed also. Thanks for the great tips - keep them coming! - Another pilot from Canada.
Awesome! Excited to have you as a subscriber. Glad you are enjoying!
Another Canadian 🍺🇨🇦
Great video for a student like me, many thanks!
Sure thing! Glad it was helpful.
Asking for a vector. As a former Center Controller, I would be very cautious about ‘giving a vector’ to a VFR pilot. I would’ve said ‘suggest left/right turn heading 130.,’ or advise you of your position relative to your destination and leave it to you to make the safe decision. Asking for a vector puts the controller into an untenable position of assuming responsibility for your flight. Not knowing your proficiency makes that a responsibility that I would not assume. A controller can’t control a VFR aircraft, at least in the Center world. A ‘suggestion’ would be all you should expect.
I agree with all 5. Great video. In 2500 hours, I've only had ATC mess up a handful of times. They are pretty good!
I think its safe to say you are hooked and versed in your experiences as an aviator. The content you provide is extremely informative I've always wanted to be certified as a pilot its never to late perhaps. I do of course love aviation and have been building r/c planes/flying them at my local AMA sanctioned flying club.
Great points made! I'm really enjoying your content.
I'm so glad! Thank you.
Very helpful. Thank you
Sure thing! Glad it was helpful!
Excellent! Definitely helps my frame of mind as a new pilot. Thanks!
Thanks Paul - glad you found it helpful!
Charlie, whenever you get a chance to fly either the socal class bravo or even the new york city class bravo do so, especially if you like busy workloads. Dallas is definitely busy especially since DFW is an American hub, but I'm telling ya, LA and NYC airspaces are nuts! Great fun once done right. When I was brand new first officer with a 135 charter outfit, flying into midway in Chicago I thought was awesome. Now, having flown SoCal and NYC, Chicago seems too easy. Anyway, that's just my 2 cents. Adios amigo, and happy flying.
Thanks! Yes I would love to come out to one of those airspaces and film it! I have not flown in either of those, so someday that might be worth the trip! I feel confident around DFW because I'm familiar with the airspace so it would be cool to go into an even busier one that I'm NOT familiar with. Stay tuned.
Mistake #6, using flight following as a navigational service. It's not, that's why it's called "following". And not knowing when FF will make you go out of your way in class E airspace unnecessarily.
Thanks, I love your honesty and your attitude as a pilot. Good job!
Thank you! I really appreciate that.
Love your content Charlie ! I just found your channel and have watched a few. Have to say, really impressed with your material and the way you present it. I'm a native west Texan myself, in TN now, where I got my ratings and hours, years ago. Still it great to hear someone who actually knows real bbq and chicken-fried steak ! Safe skies my friend !
Hey great to meet you Randy, and thanks for the comment and compliment. Really appreciate you going out of your way to share that. I have flown into Memphis and Nashville but would like to go over to Knoxville at some point (I've been there probably a dozen times on commercial but never flown myself). Beautiful country out there.
Airplane Academy I agree about the scenery here. Before moving, the only tree I had seen was a mesquite. Other green included cactus and tumbleweed lol! I worked at an FBO in Nashville (BNA) for several years, to get cheap rates on flight time. I flew the wings off the company 172 and some in their Baron. We had the military contract and field all military aircraft that came through (a lot). That was a favorite part of the job there. Thanks for the friendly reply and look forward to many more !
Awesome vid ... again!! Thank you!!
P.S. Greetings from The Netherlands!
Thanks so much! Glad you enjoyed!! All the way from The Netherlands... that's awesome!
I have flown in and out of Addison many times. I can assure you, the airport can be difficult to find if a little haze, smoke, or heavy dust is about. On another note, this airport has alot of small jet and fast twin traffic. You may be asked to expedite your landing and departing the runway for traffic coming in behind you. DO NOT be pushed beyond your abilities. Be honest with yourself and live to fly another day. If ATC is trying to hurry you along faster than you can handle the tasks at hand-GO AROUND! No shame in getting a little extra time in the seat....after all, going around is FLYING, and FLYING IS FUN!
Completely agree with this. And yes finding KADS in the haze and sun can be really hard, even if you know what you're looking for. Coming back from the east into a summer sunset in the haze is a pain in the butt! Luckily I've done it enough now where I know the features surrounding the airport but yeah it all but disappears!
Wow, this video really helped me not be so nervous talking with atc...thanks!
Awesome! Really glad it helped 👍
I'd caution against recommending the first suggestion until you have a lot of flying experience, perhaps at the least a few hundred hours. ATC is a 40 hour per week job with a lot of supervision, these guys are pros, whereas the typical GA pilot flys a few times a month, or less.
As always. Great informative content. Thank you.
Thanks so much! Glad you find it informative. :)
The inflight footage brings back sweet memories. I learned flying back in the 80s in Grand Prairie. Boy, was I scared at first of that upside down wedding cake. Turned out to be a non-issue and great preparation for flying in my new home area in Miami :-)
I agree it's intimidating at first! Gets easier with time like you said
Always a great video
Thanks so much!
I was learned that standard traffic is left pattern. So adding the word left to base or downwind is not nessecary. And without it means left. If you are on right, you gotta add the word right.
maybe atc thought youd be well above circuit altitude before crossing the approach path for final
Great information and you did an excellent job at presentation.
Thanks so much Joanne! I appreciate you saying that and am glad that it was helpful.
Great videos! Very helpful, and very professional 🤙🏻
Thanks so much! Glad they are helpful!
Hello! Learning a lot! Great tips!!!
I'm so glad to hear! Thank you!
When ATC corrects me because I flubbed a repeat back, I like to just say "yeah; you knew what I meant."
Takes a LOT of the pressure off.
No, the controller does NOT know what you meant. He/she knows what he/she meant. That is precisely why the requirement of the read-back. Your reading it back as given ensures you understand what was said so you could repeat it. I will say I did like pilots who ‘interpreted’ what I said in the read back. For instance, I’d say ‘contact Norfolk Approach on one two three point seven.’ I preferred the pilot to say, contract Norfolk Approach on one twenty-three point seven. Note the two forms for frequency. That told me that pilot understood it enough to essentially ‘translate’ it into another form. Sometimes just rote repeating doesn’t result in actual understanding.
@@feversol, that's pretty cool and I agree.
Also, was the sarcasm of my original comment so easily lost?
😔
@@knyggaplease1222 for me, it must have been. Or, maybe I took my job so very seriously that I over-react in trying for general public to understand the what and why things are done. I was always selected to give tours of regular citizens that wanted to see what the Center was. Many said they’d always wondered what we were doing so they finally decided to stop in and ask if they could have a tour. (This was way before the security issues of 2001.) It was so easy to overwhelm folks because we had learned excruciatingly detailed info of our job and our Sectors and the nature of the job doesn’t permit lackadaisical effort. Listening to the pilots response was critical. I always started off I’m our Training Room with a big map of the Center then explained how the Center was divided up and how planes were generally handled and separated. Then, I’d take them to the floor and have them plug in with a Controller so they could hear and watch live traffic. Even those who only had a passing interest on what was happening in our building were appreciative of the effort they never knew about. There were many interesting and fun parts of the job and some very scary things as well. The trick was to not have something happen that you didn’t expect might happen. A complete surprise would really scare the bejabbers out of you after you’d worked through it.
At untowered airports I'll ask people who are incomplete. I've had a few that weren't paying attention to me, also air to air, where I had say "Hey! Pay attention, we're going to cross paths".
Great input
Thank you!
Thanks!
You are absolutely right with those 5 tips. But it is useless for you to prevent and do an excellent job, if the same FAA regulations force you to violate the regulation because there is another regulation that over regulates it. For example Linden Airport NJ. KLDJ. it is a unicom freq inside a Bravo airspace. With a height of traffic pattern below the standard with direction of traffic to pilot discretion. I'm talking about more than 10 years ago, I don't know if the regulation has changed now. But in my student time. For those who are a local pilot, there is no problem in flying linden, you know it by heart and you learn some legal ways to make use of the corridors without even talking to anyone passing through various airport vicinity. So you are a safe pilot. you are involved in the legality of the irregularities. That is why your tips are excellently up to the point of discussion. I would add one to keep your inventory 5 miles in advance mentally on your approach. This exercise is always practiced and it helps to prevent certain atypical legal procedures.
I fly quite a bit in busy Houston airspace and, like you, some of the areas can be a bit vague on which procedure has precedence. The cure is to call your local TRACON or tower and ask to speak with one of the controllers. They will always set you straight on what the proper procedure is in a given area. Better to do this on the ground well in advance.
great video!
So glad! Thank you. :)
Good job algorithm, this has nothing to do with automatic tool changers.
How does single engine aircraft works against adverse yaw
Hi there - I'd recommend searching for "left turning tendencies" as this will cover it more than I could in the context of a comment. Hope it helps!
Speaking of omitting info: You never said the altitude you are flying at when approaching that uncontrolled field. That is very important info for other traffic approaching or leaving the area, dont you think?
Altitude can be determined if they are on final downwind ect as each airport has a pattern altitude that most pilots should know before landing there.
I’m not talking about the altitude in the pattern, I meant your initial call approaching the airfield. On initial call you are a couple of miles away. You could be on a descent from up high or come in low or whatever. If you share what altitude you are at other traffic has a better idea where to look for you.
@David Erickson That’s very good, but you didn’t in your example for No 3 (omitting infos on the approach to an airfield). No word about altitude at 10nm out. Wouldn’t it be helpful for other traffic? I think so.
Nevertheless, good videos, good information! Safe landings!!
@David Erickson Ah, sorry! Didn’t see that.
Apparently, the channel owner does not answer comments that are not 100% positive.
Too bad.
If one stands up and feels he has the need to educate others, there might be some room for improvement here and there...
Huh... so I thought that [incorrect traffic direction] was only a thing that the ATC in FSX did XD
Why give tail number? Or color? Skylane. Cherokee.
Thanks for the video and greetings from Germany ;-). I guess you learned the number-sign-language in Inglourious Basterds? :D
Anyway: Thanks again and keep up the great work! Definitely learned something today.
Awesome! Thanks so much. Excited to have you all the way from Germany!
Where did you get that flight suit? I want one.
So funny enough, that's just a PFG (fishing shirt) with a super cub pulling a bass on it. My dad made these for my bachelor party when we all went fishing!
Sound advice.
Thank you!
My first flight was at PHX. Talking on the radio was terrifying to me. He'd tell me exactly what to say, but I'd key the mic and freeze. He had been teaching people to fly since God flew a Staggerwing. He called my condition "Severe Radiotelephobia". The cure was to sit in the FBO and listen to the controllers and try to anticipate what they and the pilots would say. It will pass.
I think a lot of people can relate to this (like I said, when I first started a long time ago I was very nervous about it, too). Great idea sitting at the FBO to listen to controllers! It's learning a new language, but luckily it's still sort of english :)
I've heard and like to call the PTT button the "BM (brain-mouth) Disconnect button" for this reason. It happens to us all, even when we've been talking on the radios for a while.
When I was in the FAA Academy in OKC training to be a Center controller, we spent hours at home practicing speaking on the radio. Get a recording device. Record your ‘transmissions’. You’ll be amazed at what’s missing or what you sound like when you start out. In short order, you’ll sound like you’ve had years on the radio. There is proscribed ‘standard phraseology.’ Use it.
Please include altitude with your position. #1 if you're reporting into a controller, they're gonna ask you for it if you don't tell them frst (either to confirm your transponder, or because they don't see you). #2 other traffic needs to know your altitude to find you. Are you high or low? If I'm at 500' and you're at 2000', I still want to see you, but at least I know we aren't going to hit each other if I don't. #3 It's recommended in the AIM (for good reason).
Agree with this
Also, sorry for another noob question. Why is aviation radio still such poor fidelity? Despite the already poor SNR, it seems like an industry in-joke that almost all experienced pilots (and controllers alike) seem as if they're intentionally mumbling, or speak in a way which makes it as difficult as possible for the other party to understand. Is there like an international aviation "accent" I need to learn or something? I'm using a top of the line Bose noise cancelling headset, and most of the flight-school aircraft seem to have decent radio equipment (ATIS comes through crystal clear). What's the deal?
Not a noob question. I agree, I think generally speaking the radio is hit or miss on accuracy, tempo, clarity, etc... I'm NOT perfect by any means but I feel like it's an area that we can get significantly better with only a little effort. I get frustrated when my radio work is less polished than I know it can be.
You do not need to provide your n number at an uncontrolled airport. Too much info.
At our uncontrolled airport everyone always provides the tail number.
Why? Can you see that N Number. I describe myself as a Blue and white twin. You can see that in the pattern.
This depends, if there's half a dozen Cessnas in the pattern, it's helpful to have tail numbers in my opinion because other pilots can recognize tail numbers on the radio and differentiate between airplanes
Awesome
Thank you! Glad you enjoyed.
Have you found the Opposing Bases podcast? If not, check it out.
Why people would give this super nice guy the thumbs down.
Thanks, man! I appreciate that.
@@AirplaneAcademy You got it. Keep it up!!!
I was wondering if you have any advice I’m a kid and want to be a pilot
I would say start young. I started training when I was 14 and soloed on my 16th birthday, and got my license shortly after I turned 17 (the legal minimum). Never too early to start!
Want to give a plug for Civil Air Patrol for this as well. The military style isn't for everyone but we do help train a lot of young folks to be pilots. Orientation rides are built right into the curriculum.
VFR just seems like a total mess to me
Please consider teaching how to fly using a flight simulator for those wanting to build courage to fly and/or want to known what it takes to be a good pilot.
My pet peeve. "USE YOUR DAMN CAPTIANS VOICE!"
Nah, Van Nuys CA is the busiest.
I don't disagree. I said "one" of the busiest :)
The difference is that Van Nuys doesn’t sit under class B airspace. So while the airport itself might be busier, it’s possible the airspace around Addison is busier workload-wise.
Call yourself "student pilot" if you are one. Not all towers have radar. Give accurate reporting points. If you're heading 270, you are inbound from the east, not the west. Don't help us. If you are sequenced number 1,2,3, ect., just do it. Don't offer to extend or shorten up. You are wasting air time. If I wanted you to do that, I would tell you to do that. Don't be afraid of us. We are just people. We are here to help. If you meet a jerk, just know that he is a jerk.
Have to disagree with points 4 and 5. I learned that I will get the information about the runway in use from the Info also at an uncontrolled airport. Might be significantly different in the US. Here in Germany you are not supposed to state which runway you want to land on. Maybe typically German, our uncontrolled is more controlled 😉 And very clearly, there is nothing like left base here. Base is always left, unless it is right base. We teach people never to say left base. And ATC often requests here NOT to give all information but wait for ATC if they need and request more to keep calls short.
Thanks for sharing. Sounds like a geographic difference, as I have not experienced that kind of dynamic here in the states. Interesting to know how other countries do it!
There are not uncontrolled airport, but there are non-towered airports. Those non-towered airports are pilot controlled.
In summary: Don't be stupid.
I'm trying to learn from what you're saying, but I have to try to block out the background music.
Why do you want to be talking over music for such important information?
Please, don't do like everyone else and stop adding music. Thanks.
Sorry but this guys monotonic voice grates.