Nice explanation. Many Civvy pilots will be more familiar with a "square" shaped circuit with straight cross wind and base "legs". Also, some military pilots might prefer to do the first half of their climb in the upwind (I see you've noted this at about 5:50, but for slower aircraft), and then complete a climbing crosswind turn, arriving at circuit heigh as they roll out on to the downwind. This type of circuit requires a bit more skill, but helps speed the whole process up. Same goes for the base leg, the base turn is a descending turn, rolling out onto half of the circuit height at final approach point.
Great video. You may want to mention that many airfields can give you alternatives when joining the circuit even directly cleared to final if there's no traffic and you're coming lined up. A lot has to due where you're coming from.
Thanks for doing these videos! I just picked up a T.16000 HOTAS set on eBay, still need pedals (though the Z twist will work in the meanwhile), and I'm excited to get back to my roots in combat flight/space sims. X-Wing FTW! Can't wait to start doing things in DCS; already have FC3 and the NS430 module, eyeing up several modules: F-5 Tiger II, F-15E Strike Eagle, F-16C Viper, F/A-18 Super Hornet, F-14B Tomcat, AJS-37 Viggen, F-4E Phantom II, P-51 Mustang, UH-1 Huey, and the AH-64B Longbow Apache. I'm also looking at a couple community mods: Saab JAS-39 Gripen and the Eurofighter Typhoon. I'm obviously taking it slow; I want to master the FC3 aircraft first before investing in any full-fidelity aircraft (though, I'm thinking about picking up the Huey or Apache right now - as they're on sale - since I don't think DCS has any base or FC3 rotary wing models). I've also thought about picking up Super Carrier off the bat so I can do carrier ops. I know people who actually did carrier and land-based ops in Phantoms in Vietnam. One of them was Col. John Purves, USAF (Ret.), who was a substitute teacher of mine in high school (note that he just did land-based ops, as he was USAF). He was one of my inspirations that led me to enlisting in the USAF. I was an F-15 crew chief. I really wanted to fly the fighters, but my eyesight wasn't good enough, and LASIK/PRK was not yet approved for pilots. (I was in the USAF around the turn of the century, not to date myself). At least I didn't pull a dumb and steal a fighter for a joyride like one Marine crew chief did. LOL Anyway, thanks again.
In the US, the speed limit under Angels 10 is 250 kts indicated airspeed without specific authorization. Granted, military aircraft are almost certainly subject to such an exemption. Also, 200 kts indicated airspeed under Cherubs 25 within 4 nm of an airport with Class C/D airspace, or in any Class B airspace, or a VFR corridor through Class B airspace. If the minimum safe airspeed is above these limits for a given aircraft, it must be operated at or about that minimum airspeed. See 14 CFR § 91.117
In typical western civil aviation, you would always use QNH. Also for circuit flying. You only need to be aware that your altimeter will not read 0 after touchdown, but will read the airfield elevation instead.
@Kip, sorry for the late reply... The idea is that you're not alone in the sky. Other aircraft will be in the same sky. Those other aircraft could well come from another airfield where the air pressure is different. By using a regional air pressure setting (QNH) vertical seperation between all aircraft in that region is assured. Also, when flying off of very high airfields you would have to turn the altitude scale a lot. The inner workings might break, or the altimeter might become less accurate in that case. For example, Quito (in the Andes) is at 7910', which would mean you would have to turn the scale all the way down to 755 hPa to get to the average QFE of the field, while the average QNH would still be 1013 hPa. Hope this clarifies it somewhat.
@@preamp51 no problem. that totally makes sense. so maybe QFEs could be used more in areas where there's no real height difference that matters right? I was just curious because when I play DCS it seems like everything is done in QFE
@@kipchickensout Yes, in DCS they tend to use QFE a lot. Russian airfields often use it too, although the international airfields over there seem to change to QNH more and more.
Nice explanation.
Many Civvy pilots will be more familiar with a "square" shaped circuit with straight cross wind and base "legs".
Also, some military pilots might prefer to do the first half of their climb in the upwind (I see you've noted this at about 5:50, but for slower aircraft), and then complete a climbing crosswind turn, arriving at circuit heigh as they roll out on to the downwind. This type of circuit requires a bit more skill, but helps speed the whole process up. Same goes for the base leg, the base turn is a descending turn, rolling out onto half of the circuit height at final approach point.
Great video. You may want to mention that many airfields can give you alternatives when joining the circuit even directly cleared to final if there's no traffic and you're coming lined up. A lot has to due where you're coming from.
In a C172 it's a climbing turn at 500ft to 1000ft during crosswind
Thanks for doing these videos! I just picked up a T.16000 HOTAS set on eBay, still need pedals (though the Z twist will work in the meanwhile), and I'm excited to get back to my roots in combat flight/space sims. X-Wing FTW! Can't wait to start doing things in DCS; already have FC3 and the NS430 module, eyeing up several modules: F-5 Tiger II, F-15E Strike Eagle, F-16C Viper, F/A-18 Super Hornet, F-14B Tomcat, AJS-37 Viggen, F-4E Phantom II, P-51 Mustang, UH-1 Huey, and the AH-64B Longbow Apache. I'm also looking at a couple community mods: Saab JAS-39 Gripen and the Eurofighter Typhoon. I'm obviously taking it slow; I want to master the FC3 aircraft first before investing in any full-fidelity aircraft (though, I'm thinking about picking up the Huey or Apache right now - as they're on sale - since I don't think DCS has any base or FC3 rotary wing models).
I've also thought about picking up Super Carrier off the bat so I can do carrier ops. I know people who actually did carrier and land-based ops in Phantoms in Vietnam. One of them was Col. John Purves, USAF (Ret.), who was a substitute teacher of mine in high school (note that he just did land-based ops, as he was USAF). He was one of my inspirations that led me to enlisting in the USAF. I was an F-15 crew chief. I really wanted to fly the fighters, but my eyesight wasn't good enough, and LASIK/PRK was not yet approved for pilots. (I was in the USAF around the turn of the century, not to date myself).
At least I didn't pull a dumb and steal a fighter for a joyride like one Marine crew chief did. LOL Anyway, thanks again.
on the first diagram, isn't the "Upwind Leg" actually the departure leg and the upwind is parallel on the left side?
im down with everything except doing 300knots on the downwind leg. That is waaaaaaaaaaaaaaaay too fast for controlled airspace
A it's a reapers thing to ensure vids don't last forever.
In the US, the speed limit under Angels 10 is 250 kts indicated airspeed without specific authorization. Granted, military aircraft are almost certainly subject to such an exemption.
Also, 200 kts indicated airspeed under Cherubs 25 within 4 nm of an airport with Class C/D airspace, or in any Class B airspace, or a VFR corridor through Class B airspace.
If the minimum safe airspeed is above these limits for a given aircraft, it must be operated at or about that minimum airspeed.
See 14 CFR § 91.117
Business graduate is here.😅 informative video and good to learn.
At all times... Aviate, Navigate and Communicate... in that order.
So where do i find the taxi road names? Or charts of airfields in general?
Rtrl+K to bring up kneeboard. You can cycle between pages to find the airfields.
@@grimreapers Rtrl+K? what do you mean? do you know any sort of website that shows this? does navigraph work?
Is this an ICAO/European version of an overhead pattern? It looks nothing like how the military-standard overhead is set up in the US.
Hi no idea to be honest but I will ask the mission-maker
nor is it by European standards. It is, AFAIK the standard pattern per ICAO with some things left out
Since your not using ILS I guess you dont need QNH?
In typical western civil aviation, you would always use QNH. Also for circuit flying. You only need to be aware that your altimeter will not read 0 after touchdown, but will read the airfield elevation instead.
@@preamp51 Why not use QFE?
@Kip, sorry for the late reply...
The idea is that you're not alone in the sky. Other aircraft will be in the same sky. Those other aircraft could well come from another airfield where the air pressure is different. By using a regional air pressure setting (QNH) vertical seperation between all aircraft in that region is assured.
Also, when flying off of very high airfields you would have to turn the altitude scale a lot. The inner workings might break, or the altimeter might become less accurate in that case.
For example, Quito (in the Andes) is at 7910', which would mean you would have to turn the scale all the way down to 755 hPa to get to the average QFE of the field, while the average QNH would still be 1013 hPa.
Hope this clarifies it somewhat.
@@preamp51 no problem. that totally makes sense. so maybe QFEs could be used more in areas where there's no real height difference that matters right?
I was just curious because when I play DCS it seems like everything is done in QFE
@@kipchickensout Yes, in DCS they tend to use QFE a lot. Russian airfields often use it too, although the international airfields over there seem to change to QNH more and more.