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Curious to see you guys flying on QFE not QNH. Is it quite common in Britain?

Awesome video! This circuit revision was super helpful for student pilots. Clear and easy to follow. Thanks for sharing!

This is so sad because we know LV canvas gets thinner over time but Goyard’s canvas is literally paper thin. Most of their bags are leather lined but for me a big reason to own a coated canvas luxrul bag is that it is lightweight and indestructible

I've not watched the episodes in the right order, just came back to this one because how you are taught the very basics is fundamental to your success. Your instructor explains and demonstrates really well, and he genuinely appreciates how much there is to take in on those early lessons. Having a little joke just makes you breathe and relax a little. Not every instructor is like that! Well done both! Nice to see.

Legend❤❤❤❤❤❤

Would really appreciate a video from your perspective on how you be a safe pilot as a newly qualified pilot.

Legal - Did you mention carrying photo ID and your medical cert? Maybe they are in your licence holder? As you know, they are required to be carried (with a few exceptions such as flying aeros or in certain permit aircraft). As a spectacle-wearer I am obliged by law to carry a spare pair. Practical - vital to have a credit card in case you get stuck away somewhere. I leave one in my flight bag and use it only for aviation-related payments. I was returning to base recently when someone was setting up for an emergency landing and it seemed very likely the airfield would have to close. As I did my diversion planning it occurred to me it would be an overnight stay due to sunset times (no night rating) and I wished I had a mini washkit with me! I also carry a small torch and a very small Swiss army knife. Definitely a bottle of water, as you have, and a snack bar. BTW, I was told to leave my logbook safe at home unless needed for Instructor sign off. It's a precious thing. A friend had theirs stolen from their car....they were gutted, despite having an electronic record.

Very nicely done. Good to see a nice soft grip on the yoke throughout, and a lovely landing. Hearing busy Farnborough was making me sweat! I still have my chart marked up but it's much easier with sky demon on your phone once you pass, as I am sure you know by now!

cool

"Awesome video! It must have been such an exciting experience navigating solo for the first time. You did great! Looking forward to seeing more of your journey as a student pilot!"

Great advice and thanks!

Challenging! I had a lesson with cloudbase max 1600'. Forward vis approx 6 miles. Hated it! Kept thinking 'what if someone pops out of that cloud in front of me' 😬. You made an excellent point about your instructor always doing some tasks. OK if you are totally overloaded, but most times it should be you. My instructor never touched anything, except when he sneakily set flaps on TO to see if I'd do the after TO checks properly (I'd forgotten the time before). Lesson learned as he sat silently observing as I worked through 'why is our attitude wrong and climb slower??'. It still amazes me how much I learnt in each and every lesson, and often far more / different to the briefed objectives! And it's been the same ever since, never stop learning.

can you break down what the hours actually mean like 08 is that 30 minutes or what

"Super helpful guide for student pilots! Makes filling out the logbook so much easier!"

Can you do a video what's inside your flight bag😊

Love your vids

thank you so much ❣❣❣❣❣❣❣❣

Hi Adam, got my ppl some 30+ years ago. Nice landing but not a nice day to fly. How many hours do you have?

My instructors are far more intense.. they expect Freda every 5 mins, look out, instrument scans etc , ive done 7 yrs solo , and 1 solo nav as im typing this.. If you're doing vor, you must be almost at the end of your training, Have you done your x country qualifier before this vor excercise, I'm just curious about the different types of instructor styles..?.

How many hours in are you at this point, if you don't mind me asking.

For the algorithm

Well produced video with clear picture, good audio and nice camera angles. I just thought I would let you know, because I usually don't notice such 'details', but I did notice in this case, that it made a great viewing experience. At around 13:00 you discuss doing mental math wind calculations while flying. Maybe your calculation results are not exactly spot on, but they do sound mostly usable (if I were to guess). What I got curious about is the 'theory part' here, and not so much if the end result is 6, 8 or 10 degrees wind correction. It sound like the instructor mentions the wind as "120 at 10", which I assume is 120 degrees 10 knots. It sounds like the next step is that you take 3/4 of the 10 knots, so say 8 knots (or 10 to make it easy), which fits neatly to a wind direction 50-ish degrees angle off the nose. At that point I expected the next calculation step to be an adjustment to the correction angle owing to aircraft cruise speed (i.e. to reduce the wind correction angle a tad). However, at this point you both seem to agree that the wind correction angle is done, you do a few more calculations and the diversion is set in motion. So the burning question here, did you two just not bother (it is unlikely to be more than a 2 or 3 degree difference anyway), did you 'forget a step' or was it according to plan? Because, it does look like you are proceeding quite confidently with the planned diversion then.

can you post a vid on how to fill a flight logbook

keep it up

Well done. Kept your cool in challenging circumstances and a greaser at the end. I like your instructor... Paper and stopwatch nav isnt easy at the best of times but even more so at 1000ft. At least with a licence you can have skydemon on your lap for additional nav comfort. That cloud layer was just begging to be punched through - so get your IR(r) in the bag after passing the GST. Safe flying!

Something that gives one an extra hand, so to speak, is to trim up and take our hands off the yoke. The airplane can actually be kept on an established heading/target best with correct yaw adjustment sans any aileron movement. The Cherokee has the spring interconnect between rudder and aileron, but that bit of coordination is not problematic. Rudder/yaw control automatically keeps the target between your legs (instructor's as well as it is optical alignment) in no wind or keeps your butt target line wings level in a crosswind. So we can place the strip map (fold so course is on the longer part of the rectangle) on our leg or knee board with the target up. Now everything on the ground out the right window is on the right side of our true course line and everything on the left side of the plane is on the left side of the true course line and the target is the way we are headed. This gives us the yoke hand for radio or other things while keeping the map under control with the other hand. And it automatically rides wing disrupting gusts/turbulence better. The rudder is a quicker and smarter wing level control as it brings the down wing up smartly but does not over control. So while the 355 heading luber line is now the wind correction target, the plane is tracking the true course heading. Walk the rudder pedals to nail that 355 luber line. He is right about a bit more concentration on heading rather than map as you have lots of human made objects, even villages, on the ground. Notice your instructor is reading from ground to map. When he speculates about what on the map should appear is possible but not confirmed as is ground to map. He is checking the heading with what he should see/yes does see on the ground. Don't let the map trigger something on the ground that is not there. Something we have here in the states, most places, is section line survey and human object construction of roads, fence lines, etc. You need to be a bit more dead reckoning oriented there without this general straight line visible long/lat world view. The old airdrome target to heading fix works well where you are. We have fewer target, especially in the West and desert, so we figure time to targets rather cardinal minutes (say 5 or 10) between parts of legs. I am learning a lot of dead reckoning tips here.

Everyone says you never forget first solo...and they're right.

Hi Adam, you have a really good instructor there - JC mentored me for 30 + hours and I completed my 1 st solo in DF almost three years ago. Land away was Turweston too but not in the marginal conditions you flew in on your return. Absolutely agree with Jimmy’s comments above, the debriefing was spot on. I also like the use of the Westcott VOR - I trust there was a further more comprehensive debrief in the clubhouse. You still flying from WLAC?

From a pipeliners point of view, visibility is much better the lower we get. Your instructor does a good job with teaching pilotage and down drainage/ridge egress from the zero ceiling on the ridge. He lets you manipulate the controls as much as safe and talks you through it. His debrief about what occurred is also helpful. Not accomplishing the planned flight is an excellent lesson and a good indication of what flying is about occasionally. It is good to see why we don't always just climb to an altitude. It is good to see that VFR means we must see the terrain and even with things sticking up like ridges and towers, we must see the terrain. Yes, we don't need to fly in marginal weather for recreation and with passengers. I encountered this type of weather almost weekly on my 3500 mile pipeline loop around the midwest here in the U.S. As your instructor taught, see what you have and lay up if necessary. While quite flat there, keep in mind down drainage egress.

Ooh, horrid conditions. I guess the camera makes forward vis seem a bit worse, but I'd have in mind VFR - clear of cloud, surface in sight.. What alt was the higher ground you flew over? A lesson like that certainly makes you realise you don't want to fly in those conditions, it's just no fun! And you have so little time in a glide from that low height if the engine quits. I'm enjoying the videos, well done!

Hi, I'm exactly the same, learning my nav now, done a few hrs, it's not easy at all. Planning the route, working out the heading, allowing for drift etc. Radio work, and the instructor adding extra load by talking, correcting the mistakes, of course we want to do our best, juggling the map, flying, keeping headings, airspeed, altitude, checking time, spotting fixes, and sometimes changing frequency.. and radio work.. I can tell I'm frustrating the instructor when I get overloaded ans can't even do basic math... The irony of it all is everyone uses sky demon once qualified.. Hey ho, head down and look fwd to the next lesson . 😢😂

Hello from West Texas USA. Great video. I hope I get an instructor like him. He seems like a natural born teacher. You did great spotting all the nearby traffic. I may be wrong but that's probably easier said than done.