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  #21  
Old 11-22-2013, 09:24 AM
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Toobuilder Toobuilder is offline
 
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Dan, don't forget to ask "...if anyone's in the area, please advise..."
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  #22  
Old 11-22-2013, 09:28 AM
Sid Lambert Sid Lambert is offline
 
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I thought that I was the only one annoyed by that...

I have a radio in my office and I hear guys coming in "Can I get an airport advisory?" I want so bad to tell them... "It's still here".

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Originally Posted by Toobuilder View Post
Dan, don't forget to ask "...if anyone's in the area, please advise..."
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  #23  
Old 11-22-2013, 09:34 AM
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Neal@F14 Neal@F14 is offline
 
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Quote:
Originally Posted by DanH View Post
I like to make a few low passes from a straight-in, just to make sure no kids, dogs, or Learjets are using my runway. Then I turn on my radio and mumble something about an overhead, which I perform from the opposite direction so I can better see anybody else in the pattern. This works really well at my home airport, as everyone leaves the area when they see me
Try it with the smoke turned on for all the low passes. Deliberately making the entire runway environment IMC with copious volumes of oil vapor before landing, makes it look kinda like the opening song at a rock concert.
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  #24  
Old 11-22-2013, 10:26 AM
Warden Warden is offline
 
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Wow, this is great information for people like me who are still waiting for their first chance to land an RV. Thanks!
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  #25  
Old 11-22-2013, 10:27 AM
Christopher Murphy Christopher Murphy is offline
 
Join Date: Feb 2007
Location: colorado
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Quote:
Originally Posted by Low Pass View Post
Discovered I was a flight of two in very close formation once using this trick. Scary close. Very short final, cleared to land by the tower. I was in the -172, they were in a Cherokee. Never trust ATC 100%...
I had a "sit" at Ohare before 9 eleven and used my time to take a tour of the new ohare tower ( next to the hilton ). It is an amazing facility and the controllers are the best. What amazed me was that as I watched the south controller clearing aircraft for take off, he wasn't even looking out the window. He was just moving his strips and dropping them in a tube as he handed each plane off to chicago departure. He would look at the runway about every third departure and for each landing airplane. Not a judgement just and observation. IF there is ever a time to have your eyes outside the airplane its in and near the pattern.

I am sometimes amazed at how large the traffic pattern gets at our airport.

cm
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  #26  
Old 11-22-2013, 10:27 AM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by Toobuilder View Post
Dan, don't forget to ask "...if anyone's in the area, please advise..."
Quote:
Originally Posted by Sid Lambert View Post
I thought that I was the only one annoyed by that...

I have a radio in my office and I hear guys coming in "Can I get an airport advisory?" I want so bad to tell them... "It's still here".
Those are two different things.

I agree that the "other traffic please advise" is annoying and the AIM advises against it.

The Airport Advisory is asking the FBO to provide winds and runway in use so the inbound pilot can fit into existing traffic.

I'm not sure what the Please Advise question is asking for. I always want to reply, "Don't drink the coffee," or something similar.

My major pet peeve is when some announces their position without the aircraft type. Sorry but I can't read your N-number but I can tell if you are a Cessna, Piper, or whatever.
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  #27  
Old 11-22-2013, 11:01 AM
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apkp777 apkp777 is offline
 
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Quote:
Originally Posted by N941WR View Post
...My major pet peeve is when some announces their position without the aircraft type. Sorry but I can't read your N-number but I can tell if you are a Cessna, Piper, or whatever.
I announce "yellow RV" no "N" numbers!
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  #28  
Old 11-22-2013, 01:44 PM
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rzbill rzbill is offline
 
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Quote:
Originally Posted by Sid Lambert View Post
haha, you beat me to it...

My typical pattern is to perform a split S in to downwind then pull 4G base and final turns so I can bleed off the extra 150 MPH I had from the split. I do this just inside of the student traffic so I can call dibs on the runway.
Way too complicated Sid
Fly straight upwind low altitude above the runway and hard pull an Immelmann to a short stable final approach and land.

Mumbling all the time per Dan
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  #29  
Old 11-22-2013, 04:17 PM
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videobobk videobobk is offline
 
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I did fly (many years ago) with a pilot who had a vertical base. DW was over the runway, base was a 1 1/2 turn spin, and he would hit runway heading at the proper altitude. He did it for decades, and it worked for him. Never tried it...

My home airport has an 800' TPA, better for the 9A and 12 that I normally fly. About 20% power abeam the numbers, slow a bit, drop half flaps and am ready for base. Turning base, I judge my altitude. If low, I turn more to make a shorter final. Full flaps on base, turn final and pull all power. I admit I often slip as I am usually a little high (I like to be able to make the runway if the fan quits.) Speeds are in the 60 kt range after turning base. Oh yes. Base should pass over the church steeple, just so you know how close in we are...

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  #30  
Old 11-22-2013, 06:48 PM
the_other_dougreeves the_other_dougreeves is offline
 
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Why look at the altimeter? Are you flying IFR? Doesn't your angle to the ground tell you more? I guess I spent my first year flying at a field where no two approaches were the same (might have the pattern to myself, might have a King Air in trail, overtaking me by 70 kt on final) and you just get used to flying non-standard patterns, in which case your altimeter isn't much use once you are at pattern altitude.

As for the ASI, do you try and maintain the speed on downwind and base, or do you use that speed as a guide? Or as a floor? I always used the target speeds as targets and floors. 5kt fast wasn't a problem until short final, but 5 kt slow was.
Quote:
Originally Posted by N941WR View Post
On final I determine what kind of crosswind I?m dealing with and keep in a crab until just before touchdown. My eyes will move between my touchdown target and airspeed indicator, slipping as required. If I have done everything correctly, no slipping is needed.
I think of a little slipping as part of the normal approach in a slippery airplane (sorry, bad pun). I'd rather be a little high and slipping than a little low and adding power (no time and no altitude to recover if you loose the engine).

TODR
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