Clearing Turns, "Wing Lifts", and Checkrides

[MRC01]

What about someone who decided to turn a closer base?

My process is before turning from DW to B, look left to check. Then just after turning base, level the wings to look both ways again, then turn onto final. If this is done without delay, it doesn't require a long base leg or a big pattern.

 

[MauleSkinner]

My process is before turning from DW to B, look left to check. Then just after turning base, level the wings to look both ways again, then turn onto final. If this is done without delay, it doesn't require a long base leg or a big pattern.

So you would be the guy who turned the closer base.

 

[midlifeflyer]

So you would be the guy who turned the closer base.

…or the one flying a normal pattern?

 

[MauleSkinner]

…or the one flying a normal pattern?

Gotta watch out for those guys!

 

[SixPapaCharlie]

Are you saying that before turning base to final, you just make the turn (which in a low wing blocks the view) and don't take a look to clear the extended final since you might not see them anyway?

Maybe that's how Watsonville happened?

Base to final?
What's that? 20 miles straight in!

 

[DCR]

I went through private, passed my cr and took my grandpa up for the first time since he had lost his medical. He was apoplectic that I didnt do a wing lift in the rented 172, and his lecture was the first I'd considered one. Now I always do, and think of him.

Definitely had to look up what "apoplectic" means. On en-route turns, traffic pattern turns, or both?

 

[moparrob66]

Any turn more than a couple degrees. We turned crosswind after the first takeoff when he taught me that.

 

[morleyz]

Only if you misread what I wrote. Or are you suggesting you turn without looking at all?

That's what I interpreted what you responded to.

And yes, I look when I turn. I also look through my turns when I drive and turn my head and look over my shoulder before changing lanes.

 

[MRC01]

So you would be the guy who turned the closer base.

I wish I had a nickel for every time the pilot in front of me on downwind flew a pattern so big it took him into the next county before he turned base. And like a good patient pilot I followed him rather than cut a short base in front of him, even though there was enough time & space to do so. Instead of getting frustrated, I remind myself that I'm flying an airplane which is the best thing in the world and I'm fortunate to be there.

 

[DCR]

I wish I had a nickel for every time the pilot in front of me on downwind flew a pattern so big it took him into the next county before he turned base. And like a good patient pilot I followed him rather than cut a short base in front of him, even though there was enough time & space to do so. Instead of getting frustrated, I remind myself that I'm flying an airplane which is the best thing in the world and I'm fortunate to be there.

I always struggle with spacing turning downwind / final. Seems like I just turned crosswind and I'm already abeam where I want to fly my downwind. Another annoying thing is I reach TPA right about the corner of xwind and dwind, so I am leveling off, gaining speed, reducing power ("pitch power trim") etc all while in that turn. What usually happens is I overshoot TPA by about 100' (sometimes more ). It's a good thing the jets fly a right pattern at my field, otherwise they would all have paint marks on their bellies.

So in summary, I probably owe you a few nickels

 

[Silvaire]

...I am 1500 hours in and still don't understand clearing turns...

In most planes you've got about 270 degrees of visibility. Make a 90 degree turn and now you've seen it all. Doesn't mean you are guaranteed to spot another plane but if it was in that 90 degree blind spot this is your only chance.

 

[midlifeflyer]

I always struggle with spacing turning downwind / final. Seems like I just turned crosswind and I'm already abeam where I want to fly my downwind. Another annoying thing is I reach TPA right about the corner of xwind and dwind, so I am leveling off, gaining speed, reducing power ("pitch power trim") etc all while in that turn. What usually happens is I overshoot TPA by about 100' (sometimes more ). It's a good thing the jets fly a right pattern at my field, otherwise they would all have paint marks on their bellies.

So in summary, I probably owe you a few nickels

Those sequences will become easier. One of the things we lear gradually but becomes more and more necessary is the mental game of staying ahead of the airplane. Multiple takeoffs and landings are a great place to begin to develop that skill. Actually, the fact you can describe it as a sequence at all suggests you are on your way.

 

[SixPapaCharlie]

In most planes you've got about 270 degrees of visibility. Make a 90 degree turn and now you've seen it all. Doesn't mean you are guaranteed to spot another plane but if it was in that 90 degree blind spot this is your only chance.

No if he was in that spot it means he was behind me. The guy in back is the one at fault. duh.