+MrAviation101 cheers Josh. Good man!

Josh. Is there a difference to the overhead join in the US?

We’d call that a crosswind join in Aus, and if we were overflying to check the aerodrome before landing we’d be circuit height +500 feet not 1000. Apart from that all looks familiar. Nice video as always Jon 👍

In Canada we cross mid-field at circuit altitude and join mid-downwind at uncontrolled airports.

Althought I'm from Liverpool, UK, my first 36 hours of flying was in the US (Casper, Wyoming) in 1998. I had absolutely no issue flying over there and RT wasn't a problem. I only restarted flying lessons two years ago (with a 1-year hiatus last year to focus on ground school exams) and Liverpool is a lot busier. Over the US, I used to join the circuit mid-way downwind or straight in approach and never an overhead join. The join RT also included "...for the option" which I don't think we use here in the UK especially because around the larger aerodromes, we have VRPs (Visual Reference Points). During one lesson, I didn't study the VRPs (or which runway was in use) so when flying in to Hawrden, Radar/Approach said "G-LFSW. Route to Poulton then join base leg for Runway 22. You're No. 2", I didn't have a clue where I was supposed to go. Ironcially, I find Jon's videos extremely beneficial help me transition from US to UK flyiing; especially the RT.

Yeah, I've heard similar mantra. Seems sound to me.

Thanks Richard.

Thanks Stefan

Hey stef hows it goin and also hows milkshake

Cheers Ronnie.

Thanks Tim. Agreed. If I get the angle right, it looks wonderful.

Cheers Mike.

Thanks JOn.

Thanks Philip.

Thanks Callum.

Cheers Anthony.

Good luck with the rest of the training.

Thanks for the comment.

Good luck on Sunday. I really enjoyed my QXC.

Thanks!

Thanks Toby. I have to put the caveat in.

Thanks for watching.

I am working on this Dan.

Ha. I was picturing this as I read this!

Thanks Gareth.

Thanks Steve.

Thanks Andrew.

Cheers Julian.

Cheers Rick.

It's a real issue. You have to do it properly, and it can take me anywhere from 15 minutes, to an hour. The exterior mounts are still work in progress, and I wanted them set up for particular angles for this flight. I'm sure it'll get easier.

Thanks Claire.

Thanks Colin.

Thanks Martin. I've been to Andrewsfield just the once. Nice air strip.

Hi Keith. It's on my list of things to do.

Pleasure.

Thanks Brian.

Thanks. I follow the CAA's published standard overhead join.

Thanks Joshua, our radar system outside controlled airspace is not very joined up unfortunately, and there are coverage gaps. We have to 'freecall' virtually all the time, re-transmitting our flight plan, and getting new squawks. All part of the joy!

I'm aware, and people keep daring me to fly in there....the dare is more whether I'll get out again.

Hi. Thanks. Take a look at the FAQs on my website, where I answer this question. www.jonhunt.net/

Thanks David. I've used Final Cut Pro & Adobe Premiere Pro.

Pleasure.

I do lean the mixture on longer/higher trips.

I think it was a monday.

Yes Simon, that would be interesting to see. You tend to get a bit dizzy though.

Hi Ian. This is covered on my FAQs here : www.jonhunt.net/faq/

There are three types of aerodrome. Full ATC / AFIS (as in City Barton) / and then Air-ground. This is an air-ground (A/G) aerodrome. Chapter 6 of the Skyway Code explains this.

I do use pilot aware. It's pretty good, but doesn't tell you much about aircraft that are transponding, but don't have adsb/pilot aware.

On my lap. Ran out of time to fit it to the yoke today.

It's tight!

When are you flying to Turweston, Sywell or Hinton next?

Turweston is certainly on my list Michael. Not sure when.

That's at your discretion. If there's controlled airspace nearby, you might opt to stay on QNH. Typically you would set QFE when you have the field in sight.

Not quite sure of the question, but an OHJ gives you the chance to evaluate the aerodrome, see/hear what's in the circuit, joining or departing, and time your descent into the circuit accordingly. if you all arrive at a similar time, circling the overhead should get you all coordinated one behind the other. You're not just looking downwind, you're looking at the entire circuit below. The OHJ is rarely mandatory, but some aerodromes say they prefer it. I don't think any calls are mandatory - I could be wrong on that, but it would be good airmanship. You do HAVE to use your radio, if you have one, to establish the aerodrome information before you join. Does that help?

@@TheFlyingReporter yes thank you Jon

Hi. We have three types of aerodrome in the UK. This is an AFIS aerodrome (Aerodrome Flight Information Service). They can give instructions on the ground, but can only give information for aircraft in the air.

Got it, thanks for the info! In AU it is somewhat different with the aerodrome being either controlled (towered) or non-controlled where pilots advise intentions on a common radio frequency (CTAF, Common Traffic Advisory Frequency). AFIS seems like a useful service especially for some busier aerodromes! Cheers from downunder!

It's an AFIS aerodrome, so pilots control themselves in the air, however if the AIP entry, or aerodrome published instructions say join overhead, or overhead join preferred, then I would be tempted to do as described.

The Flying Reporter thats great thanks 👍

+kkiwi54 of normally, you'd know before you got there, but i guess if there is no radio, no written procedure, no other traffic, I'd assume left hand circuit, circle left, look at the signal square, and if it was showing right hand circuit, I'd leave the overhead, and reposition with right hand turns.

Sky Demon.

It's called an Air-Ground aerodrome. They can give information to a pilot, but can't give any instructions. So they can give me aerodrome information, and let me know if there's anything else in the circuit pattern, but that's about it.

Good question. Technically, you should continue around in the overhead at 2000ft above aerodrome level, going around in a circle, turns in the direction of the circuit pattern, until you reach the threshold of the runway in use then descend deadside and continue as the procedure. Some, cut this short, and just descend and join crosswind. The benefit of circling is that it enables joiners to establish what's going on in the circuit and fit in with other joining traffic.

The Flying Reporter thank you I wondered this too

Usually that would be an aircraft departing from one of the runways, and climbing to the overhead...ie 2000ft above aerodrome level, and turning in the direction of the circuit.

+Sterlingjob yup.

The Flying Reporter MOR!!

I thought the “French” OHJ was to descend on the crosswind not the downwind.

Still not brave enough.

Offshore Four interested why you ask that? Lol, i learnt to drive up at the Earls Colne aerodrome back in the 80's living in Halstead nearby. But also remember as a kid watching pleasure flights take off Clacton, i just remember it being grassy?