i guess Im asking randomly but does any of you know of a way to log back into an Instagram account..? I was dumb forgot the login password. I would love any assistance you can give me
@Gunner Jesus Thanks for your reply. I found the site through google and Im in the hacking process atm. Looks like it's gonna take a while so I will get back to you later when my account password hopefully is recovered.
Im currently a Sgt in the US Marine Corps and I cant wait till I get out this May so I can start flying with you guys in the fall! Already been accepted, just a waiting game now.
Nice catch, yes, UND does have a few small tweaks in our C172 configurations for our overall fleet. One would be the windows that you noticed. We also have smaller things like LED pulse and landing lights for better visibility and safety in our rather busy Grand Forks airspace. They're beautiful airplanes and a blast to fly. Thanks for the comment.
Busy? A conjoined pair of class D is the only controlled space in a hundred miles of that area. All of the training around here is under a Class B shelf and that is loosely boxed in by mountains and military. (I am a bit envious, I would have preferred NDU but couldn't afford to both keep my house and pay for accommodations in ND.)
They are a pair of 2003 Oakley A-Frames... at least that's what I remembered them being called. The newest, closest pair to these is the "Whisker." I had to look it up in case this set has some misfortune befall them. I've been wearing the things almost every day for the past 10 years.
Hi, you can treat the motion sickness before starting your flying lessons. First you have to find out th reason for the motion sicknes, if it is something that has been around since you were a child (as if you or your parents remember you getting sick in the car), it could be a little assymetry between your inner ears. If that's the case, there is a treatment that combines cinnarizine and a few sessions on the barany chair. I hope it helps you. Good flights and better landings!
w5cdt You’re right there . Have to keep the eyes on the attitude indicator and altimeter a bit more , not to mention the inclinometer, if you want to do a 180 in that canyon you’ve just got caught in-- the one between the two mountain walls! BTW minimum radius on that turn is flaps 20, 60degree bank, bug speed about 10% above stall in that configuration. Of course you found that Vs by personal testing beforehand , right? Then, the silver lining is you don’t have to look out at all, just devote yourself to the instruments, because IF you’re gonna make it , that’s the only way!
MyTech Nor me. But there are plenty that don’t have exits, and not a few at highish density altitudes. The scenario goes like this: pilot flies up long twisting canyon , which is very slowly narrowing, but not too concerning , since pilot is partly distracted by interesting scenery. Comes around last corner and meets steep slope which cannot be outclimed even at Vx. Result: CFITS into slope in the attempt , or , canyon walls while attempting 180. Read some accident reports , or talk to an FBO owner out west in mountain country. Good ones often warn renter pilots about this.
So the only options are a straight climb or level turn? Good to know. If those are your skill and equipment limits then you shouldn't be so far below the canyon walls to begin with. In professional driving they call that over driving your headlights or sightline (night or day), just assuming there will be no surprises. While I wouldn't want to try this first time in a real canyon, physics indicates the a better exit would be max power, max bank, and pull back to around Vx or stall warning (the ideal speed and flap configuration will vary depending on the plane. Generally slower and flaps 20 for tighter turning, slightly faster flaps 0-10 for better climb.) True Vx under high load factor will be higher than published Vx due to increased induced drag, and in most normal category aircraft the Poh limits bank to 60deg, now this doesn't mean the plane can't do more structurally, as long as you are under Va you can bank until lift runs out, however in a level turn this won't improve the radius over a 60d at 1.32*Vs. In theory anyway, I'm not sure I would bet my biscuits on being able to pull this off under pressure. Now some other maneuvers(advanced skills beyond most private pilots) may offer even more improvement depending on the aircraft, like a combined Immelmann and wing over kind of thing.
c172 is rated for utility maneuvers if you keep the weight under 2000 and a bit forward. (the c150 is utility rated for it whole weight and balance range; utility being +4.4g -1.75g and limited aerobatics)
What happens when I turn at 85 degree plus, assuming I have enough airspeed to overcome the increased stalled speed......i.e. when I dive down to buzz a buddies house, and then do a right climb/bank to altitude?
Don't do it unless your in a F-18. lol. to hold an 85 degree bank is a 8+G maneuver. To do what you suggest will kill you. Rolling G's are the worst, never pull and roll if in a overstressed attitude.
I have investigated more than one fatal accident involving low altitude aerobatic "Buzz Jobs". (over 60 deg. is considered aerobatic). I hope no one has to investigate yours. - Peace
great video! in a 45 degree turn what is the wing loading? (maintaining altitude) in a 50 degree turn? isn't a 45 degree something like.. 1.4ish? i can't wait to be trying to hold down my lunch while doing these turns... lol... that and unusual attitudes.. bleak speaking of.. any good remedies for air sickness? medicines etc to prevent it but don't cause drowsiness?
@DiamondPilotDan We agree with LetsFlyWa. Medications should be avoided and I don't know of any that are FAA approved within any type of effective window (some you can use, but can't pilot an aircraft until 12-24 hours after you take it). What's worked for us is to fly smooth and keep the eyes outside. It's easy to want to perfect a VFR maneuver, but focus too much on the instruments. As for unusual attitudes under the hood, be smooth but responsive.
@DiamondPilotDan The load factor at 45 deg is about 1.3, 50 deg is 1.5, 60 deg is 2, 80 deg is almost 6. At least that's what my memory and this old wrinkled chart shows. I can't help with the air sickness but I've heard about bracelets that give a little shock to your wrist from time to time have been known to help. Other than that, the only real thing you can do is go out and do what makes you sick until it doesn't anymore. The pills should be avoided IMHO because they can make you drowsy.
Cruise speed with no altitude hold restrictions just crank and climb with or without full power. You'll be 180 in a minimum of horizontal space. Look at it as a reverse spiraling emergency descent.
The video quality divers from the info given. They say you should be looking for outside references but show the CFI doing it from left seat so he can look at the instruments mostly which makes it easier due the turning motion when you look outside. Just saying. Do it as said, if you do this on a test you might bust it. I'm 7k hours Bush Pilot CFI, gliders, EMT +++
Yeah.. A CFI that prefers to demo things from the left seat.. GTFO.. This is Bullshit.. And he was looking at instruments mostly, the easy wa. Looking outside mostly is (This is a VFR maneuver, not an instrument one) is more difficult than looking at instrument mostly because the gyrations can sort of confuse the mind . You are a smart CFI that caught all that... Lots of students here sucking on this BS.. Idiots paying bullshitters..
I don't agree. The pilot has this 172 flying along doing a nice 360 deg turn. It's all pretty basic stuff, but trainee pilots need to also be taught what the aircraft doesn't want to do, especially in turns. The answer lies in the P/F formula ie., CLHALFEROWVSQUAREDS. I prefer to show students what the aero plane will do and what it won't do. You have to have a balance.
As a qualified private pilot I much appreciated this video but PLEASE, PLEASE,will people stop chewing gum when being filmed. It's very annoying and unattractive.
The professional way to explain a STEEP turn in flight is, ie., CL.HALFE.ROW.VSQUARED.S. DO IT ON THE bLACKBOARD FIRST AND THEN IN THE AIR.tHERE IS NO SHORT CUT.
Totally awesome. My flight instructor is a UND Alumni and he required this Vlog. Thanks for sharing.
i guess Im asking randomly but does any of you know of a way to log back into an Instagram account..?
I was dumb forgot the login password. I would love any assistance you can give me
@Maurice Daxton instablaster =)
@Gunner Jesus Thanks for your reply. I found the site through google and Im in the hacking process atm.
Looks like it's gonna take a while so I will get back to you later when my account password hopefully is recovered.
@Gunner Jesus it worked and I now got access to my account again. Im so happy!
Thanks so much, you really help me out :D
@Maurice Daxton You are welcome :)
Love it, Love it, Love it..! Always good to go back and watch basic training vids. Awesome!
SlyBird D Great! We love that you loved it! Thanks for the comment.
Im currently a Sgt in the US Marine Corps and I cant wait till I get out this May so I can start flying with you guys in the fall! Already been accepted, just a waiting game now.
I got out of the Air Force and I'm currently an Aviation major at UND. I want to know how it all turned out lol.
@@edwardsanders1277 he got KIA by Hunter Biden
Nice catch, yes, UND does have a few small tweaks in our C172 configurations for our overall fleet. One would be the windows that you noticed. We also have smaller things like LED pulse and landing lights for better visibility and safety in our rather busy Grand Forks airspace. They're beautiful airplanes and a blast to fly. Thanks for the comment.
Busy? A conjoined pair of class D is the only controlled space in a hundred miles of that area. All of the training around here is under a Class B shelf and that is loosely boxed in by mountains and military. (I am a bit envious, I would have preferred NDU but couldn't afford to both keep my house and pay for accommodations in ND.)
I am really thinking about going to UND just from these videos! I love Flying!
Excellent instruction.
They are a pair of 2003 Oakley A-Frames... at least that's what I remembered them being called. The newest, closest pair to these is the "Whisker." I had to look it up in case this set has some misfortune befall them. I've been wearing the things almost every day for the past 10 years.
Hi, you can treat the motion sickness before starting your flying lessons. First you have to find out th reason for the motion sicknes, if it is something that has been around since you were a child (as if you or your parents remember you getting sick in the car), it could be a little assymetry between your inner ears. If that's the case, there is a treatment that combines cinnarizine and a few sessions on the barany chair. I hope it helps you. Good flights and better landings!
Try that between two mountains. Outside reference for horizon line doesn’t work.
w5cdt You’re right there . Have to keep the eyes on the attitude indicator and altimeter a bit more , not to mention the inclinometer, if you want to do a 180 in that canyon you’ve just got caught in-- the one between the two mountain walls! BTW minimum radius on that turn is flaps 20, 60degree bank, bug speed about 10% above stall in that configuration. Of course you found that Vs by personal testing beforehand , right? Then, the silver lining is you don’t have to look out at all, just devote yourself to the instruments, because IF you’re gonna make it , that’s the only way!
I have yet to find a canyon with a lid.
MyTech Nor me. But there are plenty that don’t have exits, and not a few at highish density altitudes. The scenario goes like this: pilot flies up long twisting canyon , which is very slowly narrowing, but not too concerning , since pilot is partly distracted by interesting scenery. Comes around last corner and meets steep slope which cannot be outclimed even at Vx. Result: CFITS into slope in the attempt , or , canyon walls while attempting 180.
Read some accident reports , or talk to an FBO owner out west in mountain country. Good ones often warn renter pilots about this.
@@mytech6779 Might as well have a lid if you can't gain enough altitude at Vx to make it over the top.
So the only options are a straight climb or level turn? Good to know.
If those are your skill and equipment limits then you shouldn't be so far below the canyon walls to begin with. In professional driving they call that over driving your headlights or sightline (night or day), just assuming there will be no surprises.
While I wouldn't want to try this first time in a real canyon, physics indicates the a better exit would be max power, max bank, and pull back to around Vx or stall warning (the ideal speed and flap configuration will vary depending on the plane. Generally slower and flaps 20 for tighter turning, slightly faster flaps 0-10 for better climb.) True Vx under high load factor will be higher than published Vx due to increased induced drag, and in most normal category aircraft the Poh limits bank to 60deg, now this doesn't mean the plane can't do more structurally, as long as you are under Va you can bank until lift runs out, however in a level turn this won't improve the radius over a 60d at 1.32*Vs. In theory anyway, I'm not sure I would bet my biscuits on being able to pull this off under pressure.
Now some other maneuvers(advanced skills beyond most private pilots) may offer even more improvement depending on the aircraft, like a combined Immelmann and wing over kind of thing.
Awesome again
this is great stuff.all my lessons were in a Cessna 172.
So did I - but this paticular one I did in an Extra 200. Oh fun & excitement :-)
c172 is rated for utility maneuvers if you keep the weight under 2000 and a bit forward. (the c150 is utility rated for it whole weight and balance range; utility being +4.4g -1.75g and limited aerobatics)
Sorry for a stupid and somewhat irrelevant question but what sunnies is Mike Lents wearing at 4:05?
Outstanding videos!
best of the beast! Thanks for this high quality video !
What happens when I turn at 85 degree plus, assuming I have enough airspeed to overcome the increased stalled speed......i.e. when I dive down to buzz a buddies house, and then do a right climb/bank to altitude?
Don't do it unless your in a F-18. lol. to hold an 85 degree bank is a 8+G maneuver. To do what you suggest will kill you. Rolling G's are the worst, never pull and roll if in a overstressed attitude.
I have investigated more than one fatal accident involving low altitude aerobatic "Buzz Jobs". (over 60 deg. is considered aerobatic). I hope no one has to investigate yours. - Peace
simple trignometry and vectors will answer your question
great video!
in a 45 degree turn what is the wing loading? (maintaining altitude)
in a 50 degree turn?
isn't a 45 degree something like.. 1.4ish?
i can't wait to be trying to hold down my lunch while doing these turns... lol... that and unusual attitudes.. bleak
speaking of.. any good remedies for air sickness? medicines etc to prevent it but don't cause drowsiness?
In a coordinated turn a 45 degree bank yields 1.414G
50 degrees yields 1.56 G
60 degrees yields 2 G
The equation is G=1/cosine of the bank angle....
Please update this video to reference the ACS rather than the PTS.
@DiamondPilotDan We agree with LetsFlyWa. Medications should be avoided and I don't know of any that are FAA approved within any type of effective window (some you can use, but can't pilot an aircraft until 12-24 hours after you take it).
What's worked for us is to fly smooth and keep the eyes outside. It's easy to want to perfect a VFR maneuver, but focus too much on the instruments. As for unusual attitudes under the hood, be smooth but responsive.
You must talk about the use of ruddet adverse yaw the must important
Thank you for saying 'centrifugal'.
??? The correct term is centripetal.
@UNDAerobaticTeam Just checked the database, no meds are currently approved for motion-sickness.
2 2 and 2: roll 2 50 degrees, with 2 full turns of pitch wheel, and adding 2 hundred rpm
7:12 mixture not riched 😳
@DiamondPilotDan The load factor at 45 deg is about 1.3, 50 deg is 1.5, 60 deg is 2, 80 deg is almost 6. At least that's what my memory and this old wrinkled chart shows.
I can't help with the air sickness but I've heard about bracelets that give a little shock to your wrist from time to time have been known to help. Other than that, the only real thing you can do is go out and do what makes you sick until it doesn't anymore. The pills should be avoided IMHO because they can make you drowsy.
For motion sickness in cars and boats green apples have a certain chemical in them that relieves the nausea,hope this works for you.
Cruise speed with no altitude hold restrictions just crank and climb with or without full power. You'll be 180 in a minimum of horizontal space. Look at it as a reverse spiraling emergency descent.
The video quality divers from the info given. They say you should be looking for outside references but show the CFI doing it from left seat so he can look at the instruments mostly which makes it easier due the turning motion when you look outside. Just saying. Do it as said, if you do this on a test you might bust it.
I'm 7k hours Bush Pilot CFI, gliders, EMT +++
Yeah.. A CFI that prefers to demo things from the left seat.. GTFO.. This is Bullshit.. And he was looking at instruments mostly, the easy wa. Looking outside mostly is (This is a VFR maneuver, not an instrument one) is more difficult than looking at instrument mostly because the gyrations can sort of confuse the mind . You are a smart CFI that caught all that... Lots of students here sucking on this BS.. Idiots paying bullshitters..
I build your Pipers down in Vero Beach, FL.
Good
I don't agree. The pilot has this 172 flying along doing a nice 360 deg turn. It's all pretty basic stuff, but trainee pilots need to also be taught what the aircraft doesn't want to do, especially in turns.
The answer lies in the P/F formula ie., CLHALFEROWVSQUAREDS.
I prefer to show students what the aero plane will do and what it won't do. You have to have a balance.
impossible in an airbus unless you are on alternative law.
12 minutes is a long time for something simple. It's a private pilot steep turn except you bank a little harder.
And the precision required is greater, as it is with all commercial manuvers.
rip PTS lol
i hate steep turns i feel funny
LOok in the direction you are going and move the head slow always.. In high wingers you incline forward to look in front of the wing..
As a qualified private pilot I much appreciated this video but PLEASE, PLEASE,will people stop chewing gum when being filmed.
It's very annoying and unattractive.
Please, please will people stop being so sensitive.
Alan Simpson has a point... I don't view it as professional... And I'm a UND grad.
+Will Allen I always chew gum when I fly. :P
+Brandon Not when being filmed I hope
I chew tobacci, and spit.
the chewing gum is unproffesional but otherwise great video
Chuck Yeager always had his Beamens ;-}
Video would be improved by dropping 70% of UND ads -- distracting and suggests insecurity.
The professional way to explain a STEEP turn in flight is, ie., CL.HALFE.ROW.VSQUARED.S. DO IT ON THE bLACKBOARD FIRST AND THEN IN THE AIR.tHERE IS NO SHORT CUT.