A Go-To Flight That Helps Me Stay Proficient (Cessna 182)
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- เผยแพร่เมื่อ 29 ส.ค. 2024
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Hey Charlie, these are really solid advices. I'd definitely add one very important one to this todo list: Practicing go-arounds. Go-arounds which saves lives from unstable approaches/touchdowns also are responsible for many fatalities.
While practicing slow flight and stalls are great, they are practiced at high altitude with enough time and altitude to recover and the pilots practice the maneuvers mentally before it's actually done. A lot of times, after a long flight, pilots might be tired, passengers might be in a hurry / cranky and if a go-around is a suddenly brought upon them, even experienced high hour pilots might just be fully looking outside the plane and communicating to ATC and can tend to forget to turn off the carb heat, work through the flaps, and before you know it, the plane doesn't climb or doesn't climb enough, a terrain might approach or the pilot might have to turn crosswind and downwind on an already slow and low flight leading to a stall spin situation which will be unrecoverable from that point on. Even if he observes the speed is slow, he might lose precious time in troubleshooting why the plane is going slow and not climbing even in full throttle.
As learnt from various accidents before, a couple of missed approaches / go arounds later, ATC starts to get nervous and that stress inadvertently gets passed on to the already stressed out pilot, making him/her prone to making mistakes. Various other factors like density altitude and other weather related conditions can add more trouble to the situation as well.
The problem with practicing go-arounds on your own is that you are still mentally prepared and not something that suddenly snuck upon ya after dozens of great landings. Flying with an instructor periodically would be better for all phases of flight and especially for the go-arounds.
0 dislikes, maybe because the information provided is universally agreed that this is great. Excellent job on the video! You're keeping everyone safe
Thanks so much! Really appreciate it!
As far as pattern speeds go I usually fly them a bit faster in 172 I practice on. 90, 80, 70. It is true that I probably eat a bit more runway than you but I am a bit paranoid about the base/final turn and being too slow.
Exact same numbers I use.
I like touching down at 70 to 75 knots with 20 degrees of Flaps, for me it normally makes a much smoother landing. I used to do it with 30 to 40 degrees of flaps between 60 to 65 knots but it felt like I dropped like a rock. Great video.
Thanks for the tips Charlie! This weather has really been crazy here in Dallas and I haven’t been in the cockpit for nearly 3 weeks because of it. On thing I am big on is using X-plane in conjunction with pilotedge for a flight at least once a week. I used to just hop in the sim with the engine running on the runway and goof around. Now I start at the ramp in a cold dark cockpit and run every checklist item as if I were in the real plane. I then use the pilotedge plugin so that I can call for taxi and get takeoff clearances just like real life. Obviously this will not help with the “feel” of an airplane during slow flight but it helps immensely with procedural items. -Shane
I am getting real close to my check ride and my instructor has made me land engine off, after beaming the numbers, since my first flight. I believe that has given me some competence for an emergency landing. Btw, great videos, please keep up the great work, thank you.
Good luck Kenny!!!
As someone who just had to take a step back from flying this is a great video. Great advice
Thanks so much!
I usually do the PPL renewal maneuvers. That would be just adding medium and steep turns. Incipient stalls. HASSELL checks. Perhaps a simulated engine failure with field selection etc. Three touch and goes with different flap selections. Love how you did the slow flight part.
Just found your channel man - love it. Simple, effective, meaningful video production. Great lessons/flying. You've got an interesting backstory. subscribed!
Thanks so much! Really appreciate it and glad to have you as a subscriber!
I love the channel. I am down here in Fort Myers at page Field. I just passed my checkride on February 28 and the first time I ever did a engine out landing that you just talked about in the video was on my checkride. It all worked out but I definitely wish my Cfi would’ve practiced it with me in the pattern and actually land. Keep up the video they are great Bud
Hi Clint - congrats on your PPL!! So awesome. Thanks for sharing.
Thx Charlie,
As usual, bang on and very informative. I too listen to LiveATC for the same reasons you state. It gives a preliminary view of the runway in use, altimeter setting and level of traffic. Of course, all of this can change but you're not starting from zero.
If I have not flown for a while (or feel rusty), I keep this within a nice contained box:
1) Fly an airplane I know well.
2) Fly a course I've done before.
3) Perfect weather (or close to)
Thx again.
Glad to see you back in the air Charlie and thanks for taking us along. Good video.
Thanks so much!
Good video as usual. Your home airport (Addison) is one of my favorite places to fly into when I need to go anywhere in North Dallas.
Nice, good tips and practices.
Thanks so much! Glad you found them helpful.
I listen to live ATC to get comfortable with talking to ATC, and I haven’t even started ground school yet. But that seems to be the biggest problems for beginners so I want to be on top of my game when I do start ground school and flight lessons.
Thanks Charlie, great video. I don't get to fly as much as I want to, so I'm always thinking about what is the best way for me to knock the rust off.
Steep turns. But I do these on almost every flight that isn't IFR point-to-point. It helps to keep proficient at the throttle/pitch/rudder settings needed to maintain level flight, and builds that muscle memory.
My flight club forces us to do a re-checkout if we haven't flown the 182 after 60 days and that's my case. However, I've been flying the 172 instead since it's a cheaper rate and plan on doing the refresher maneuvers. Hoping to find someone I can fly the 182 with and split the cost in the south Chicago area.
Besides you probably don’t need the power of it 182 at the altitude you fly in that area, unless you fly up to the Rockies.
Charlie, great stuff. I would only add that, as a newbie private pilot, I chair fly the whole thing a couple of times before even going to the airport. I also like to fly with a fellow pilot as my safety pilot backup, especially if I have not flown for a month. Any longer without flying, and I get a CFI to fly with me--at least once before going out on my own.
Great advice! Thank you for sharing.
These are really great ideas. Love the slow flight and energy management exercises. I would add 2 to these, maybe not if you are super rusty, but go arounds and aborted takeoffs. Staying current on handling these will increase your safety as a pilot significantly (in my opinion). Cheers
Great video with much good advice. Question that I have is when talking to the camera you use normal speed. Seems when on the radio you talk as fast as possible. Is that a requirement to be as fast as you can?
Personally, I listen much slower than you talk on radio. Seems counter-productive to put speed over communication that is easily understandable.
Thanks for sharing.
Thanks for the comment and observation. I could probably slow down on the radio. My intention isn't to try to sound cool or anything, I just try to read back what they said and "get out of the way". Being understandable is much more important than being fast, so it's always a good reminder to slow down a bit.
Slow flight parcel panel under the hood is great exercise
Great refresher tips, regardless of aircraft type. Thanks!
Sure thing! Glad you found them helpful!
I would say slow and methodical is extremely important with slow flight especially, banking without adding power could be dangerous/deadly. Would you practice cross control also? I Have fun in the simulator I have to cross control to keep the plane from banking too much and slow flight, then I end up doing S-turns across the ILS and dropping lots of altitude.
I am not a pilot. Would you explain how you controlled air speed when doing your in flight testing. Throttle?? My take away, practice your landing maneuver where you have time to recover.
Control speed with pitch, and altitude with throttle.
@@andrewagner2035 in my training it took me a long time to get this as it seemed counter intuitive. Finally, I got it: pitch for airspeed, power for altitude.
Great Video
Thanks so much! Glad you enjoyed.
Charlie: If you maintained constant power/MP and only changed the flaps from 10 - 20 - 30, would that result in maintaining altitude while airspeed change from 80 - 70 - 60?
Won't your manifold pressure be different at ground level, as compared to 3,000 AGL?
Most Cessna aircraft only have a fixed pitch prop. But it's good to learn about the constant speed prop.
Just watched the video for the first time. What prop setting do you have for slow flight? I would assume full RPM’s
Yep prop full forward 👍
Hello nice videos!! I’m looking at buying a 172 in Addison and wondering if you might be able to take a look at it for me ? Thank you
Hi there - I'd call Pat Pennington at Aero Tech Services. He's based at Addison and does pre-buy's. Really nice guy.
Thinking about a tug for my 182, what are pros and cons of yours?
I did a video a long time ago talking about mine (link at the end of this comment). It was expensive (I think $1,800) but it's been awesome and super reliable going on 6 years. Pushing the 182 uphill (my ramp is slightly uphill) when it's full of fuel is a good way to ruin your back. I like that it also is meant to run on avgas so I just pour what I sump in pre-flight into the tug and am good to go. th-cam.com/video/xZG7EmbePlw/w-d-xo.html
What is your Power setting for 60kts on short final?