This guy is my hero...

Awesome! I completely agree that pattern size is getting out of control, also so is our 60 degree base turn.
 
Good points...but as always it has to be put in the context of the single-engine, GA, basic flying instruction he's referencing.

Yes, Hoover was able to deadstick the Mustang and the Shrike, but that was part of an aerobatic performance, not a landing pattern.

Plenty of other aircraft out there need 1+ mile bases in order to make that turn to final work out. I'd love to see a 777 on that 2,000-foot downwind make the final turn without an overshoot.
 
Hacker15e said:
Plenty of other aircraft out there need 1+ mile bases in order to make that turn to final work out. I'd love to see a 777 on that 2,000-foot downwind make the final turn without an overshoot.
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I think that's the point. Fly the airplane you're currently flying, not the plane you hope to be flying 20 years from now.
 
jrh said:
I think that's the point. Fly the airplane you're currently flying, not the plane you hope to be flying 20 years from now.
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Got it.

I wish there were more instructors that used humor like this...I like his style.
 
Hacker15e said:
Got it.

I wish there were more instructors that used humor like this...I like his style.
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I've run into Paul a number of times and yes, nice guy. The point, as I see it, is good use of energy and being able to understand all the options (or tools) available and it is applicable to more than just single engine light airplanes. Although not recommended for everyday use, a slip still works quite well be it a Cub or a 737.

I was talking with another member of this forum and we agree.. IF WE RAN THE FLIGHT SCHOOL every student would spend some time in a sailplane. That would teach energy, use of the controls (especially rudder) and create better fliers.
 
Orange Anchor said:
I was talking with another member of this forum and we agree.. IF WE RAN THE FLIGHT SCHOOL every student would spend some time in a sailplane. That would teach energy, use of the controls (especially rudder) and create better fliers.
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Rudder, what rudder???
 
HJB said:
Rudder, what rudder???
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I had an instructor early on who really emphasized rudder and when you look at it, it is THE largest control surface on most if not all airplanes. A bit dumb (looking back at the stress we probably put on the vertical fin) but we used to demonstrate how effective the rudder was on the KC-135 but rolling out of a 45deg bank beginning 5DEG before desired heading and it was MOSTLY rudder.
Later when I got my glider rating I did it with a Brit here near ATL. Caustic fellow but it was "RUDDER RUDDER RUDDER MR. OA!! See the little string! It is supposed to be in the center at ALL times.. very nice.. now we have gone from a slip to a skid.. you don't walk with those feet, DO YOU?? They seem to be useless..."
But Berto has a point. The airfield I fly out of has some training and if I am up in the Swift I am sorely tempted sometimes to turn base (and it would not futz up the other guy's pattern) when one of the -152s is using county-size patterns. But I don't. That isn't the student's fault. That is the instructor.
 
I hate those patterns. "Podunk traffic Skyhawk 12345 is left downwind 35", only to look and see him over the freeway 2 miles away from the field.
 
Surprised to see none of these posts address busy patterns. Sometimes its simply not an option to keep things as tight as they should be. At the non-towered airport I fly out of it is common to see at least 3-4 planes in the pattern at a time.

Great video though.
 
A150K said:
I hate those patterns. "Podunk traffic Skyhawk 12345 is left downwind 35", only to look and see him over the freeway 2 miles away from the field.
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"Podunk traffic Skyhawk 6789 short approach 35."

I have been tempted to go get a white shirt with epaulets and put 20 strips on it, walk into the FBO all smug and get into my cessna... even better if it was a cirrus... especially at a airport with a flight school. Other option would be to walk in with gym shorts and a beater on or maybe pajamas and go flying.
 
z987k said:
Other option would be to walk in with gym shorts and a beater on or maybe pajamas and go flying.
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Plaid shorts, neon green t-shirt, suspenders, a camera (big metal one with a neck strap), flip flops, and one of those hats with the spin fan on top. I think I remembered all of it, but this guy was a chinese tourist in walmart when I was in myrtle beach a few years back. Imagine if it was your flight instructor!
 
shdw said:
Plaid shorts, neon green t-shirt, suspenders, a camera (big metal one with a neck strap), flip flops, and one of those hats with the spin fan on top. I think I remembered all of it, but this guy was a chinese tourist in walmart when I was in myrtle beach a few years back. Imagine if it was your flight instructor!
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It would be hilarious, and a reminder to maybe have a little fun once in a while.
 
Orange Anchor said:
I've run into Paul a number of times and yes, nice guy. The point, as I see it, is good use of energy and being able to understand all the options (or tools) available and it is applicable to more than just single engine light airplanes. Although not recommended for everyday use, a slip still works quite well be it a Cub or 737.
Click to expand...

Can you explain that more? I think it does depend on aircraft. I've heard anecdotal evidence that the CRJ200 is never to be slipped. A Ca I flew with who used to fly freight performed a slip in the sim with a Bombardier test pilOt riding right seat, and the test pilot's reaction was one of "WTH are you doing, this aircraft can't do that!"
 
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