For a coordinated left turn: left aileron, left rudder . If you add opposite rudder you will start to slip . This can be used for increasing drag a LOT if you need to burn of some altitude quickly. But all in all , keep the ball in the middle
That confused me when he said left turn right rudder. If you watch the ball as you bank left it goes to the left and then its just following the saying of....step on the ball to center slip. And you are not trying to prevent the front of plane from falling into the turn but the opposite in that as you bank the plane the plane tries to go straight and so slips so you need to add rudder in direction of turn to bring the front back into alignment.
With all the (well deserved) attention that airliners have been getting in the sim lately, I was thrilled to see your focus on your GA PPL training. My limited (~100 hours) flying a Warrior and a C-172 was years ago; but the thrill, the fear factor, and the training/safety/discipline demands of real aircraft piloting have stayed with me. Retirement have has now provided the time for MSFS with all the fantastic add-ons (many highlighted by you) that have followed; making sim flying the challenge and fun it is today. IMHO your contributions to the flight sim community have been many and significant. Thank you!! I look forward to your bringing your training experiences into your future videos.
Hey Overkill, amazing that you are planning on going for your PPL. I just completed mine last month, and it is so amazing just be in in the skies with the birds. :). Next is my CPL followed by an instructor rating. I have some tips for your training, of course talk to your CFI. To remain coordinated, "step on the ball", in that when you make left turns, use left rudder, and right turns, right rudder, but keep the ball centred in the inclinometer. When you're in the climb, I noticed the ball was not centered, use that right rudder to counter the left yaw tendency due to P-Factor, and torque. I'm not sure about FAA rules, but in Canada when we are staying in the circuit (pattern), we turn crosswind at 500AGL. When on your approach, I noticed that you had your throttle way too low at 1100-1300 rpm, set it to 1500-1600 rpm and slow down to Vref speed before letting your nose drop, and then adjust based on you altitude and decent rate. You should be 500AGL when turned onto final, for a nice stable approach. Oh and don't get behind the power curve (LOW speed with HIGH rpm). Low and slow is bad place to be. LOVE your vids, and have been a follower since you've been doing FS. OH and AMAZING job on the weight loss, HOW,? what's your secret?
Happy to hear that you will be going forward to acquiring your PPL, all the best but I am sure you will be successful with that. Thanks for the review of the yoke, certainly a piece of hardware worth getting.
Comment #3, actually I’m quite heartened by the idea that one of my flight sim youtuber go-tos can have (at least once) as much trouble as I do in the sim. Thanks for that. Again, good luck with your PPL. Despite the obvious shortcomings of home sims for kinematics, they are great for internalizing checklists, flows, procedures, switchology and many other aspects of flying. Your sim experience will save you a ton of time and money.
I bought a CLS-120 and it arrives tomorrow. Really excited! You SHOULD be (slightly) pulling back on the yoke as you are making the turns as the plane will tend to descend as you are turning. Seeing you fighting it a little bit is EXACTLY what I am looking for when the yoke is hooked up.
For coordinated turns, I was taught to step on the ball. So whenever I banked, I applied the corresponding rudder to where the turn coordinator ball went to force it back to the center. My instructor always made me sweat it throughout the 360 turns, and I would always be rewarded with a resounding thump as I hit my own wake turbulence.
To make coordinated turns apply rudder with ailerons in the same direction. Pull back on the elevator to keep the nose up. Left aileron and right rudder is cross controlling the plane causing a skid. Applying right rudder also pushes the left wing forward causing more lift forcing the plane level again. You can fly the plane with rudder only. RC hobbyists do it all the time when they only have a two channel radio with throttle and rudder only.
AT LONG LAST, my CLS-60 has arrived. Yes, $799 for us early order customers, EXPRESS AIR delivery, add $230. HOWEVER, got mine up and running and it is FANTASTIC! Power ON and OFF stalls are VERY realistic with this CONTROL WHEEL (if your a Cessna flyer for real, it is NOT called a yoke). Thanks for the presentation.
Nice work ! As an old pilot, I’ve flown many Pipers and Cessnas. They call it visual flight rule for a reason - keep your head up and looking outside ! Don’t concentrate too much on the instruments - that will come later. Pull your power a bit on downwind
Great to see this yoke in action with the 172, and exciting about your upcoming flight training! Thanks for sharing. Would love to try it out myself. While I don’t have experience with the WB-sim 172, in the real thing, simplifying things with clear RPMs / airspeeds for the pattern really helped clean things up for me. When reaching pattern altitude, RPM back to 2100. Downwind abeam your desired touchdown point: RPM decrease to 1700, flaps 10 degrees as you start to descend, and trim it out for 85kts. That power setting of 1700 should be good through the remainder of the approach, save small adjustments as needed. Airspeed 75 kts and flaps 20 on base, down to 65 kts and flaps 30 on final. Fight for that 65 on final, don’t let it get below it and you should be set up for a nice and stable approach! Would love to see how this works in the sim with the latest release for the WB-sim 172. Thanks again for sharing! Love your content.
Practice learning the pitch attitude needed for the climbs, level flight and descent air speeds. The FAA recommends beginning the turn onto the crosswind leg when you are 300 ft from traffic pattern altitude (TPA). You may even have to turn sooner if you have traffic taking off behind you. Once rolling out on the crosswind leg look for traffic on the down wind leg. You may need to crab into the wind to keep from drifting into or away from the runway. The runway on downwind leg should be halfway up the wing strut. When executing turns the plane will want to yaw opposite to the direction of the turn. The down aileron is creating additional drag due to the increased lift being produced to bank the plane. This is known as adverse aileron yaw. You will need to apply some left rudder in a left climbing turn. You will also need to relax some of the back pressure on the yoke control to maintain the correct climb air speed.
1. A2A would be my pick to build a ground up Cessna single for MSFS 2. Don't sweat stall practice. It's possible that your instructor will have you work full stalls for a time but the new ACS standards very much emphasize abating the stall at the first chirp of the horn so you will mostly be practicing pre-stall recovery. 3. Coordinated turns require same direction aileron and rudder input. Watch your ball and keep it centered. This is the way. Opposite inputs are cross controlled and lead to slips at best and nasty stalls at worst. This is why your turns are causing you to lose speed and altitude because you are actually slipping the aircraft through them! 4. If you haven't already, go on a discovery flight with logbook in hand at the shop that you think you might do your training with to see what the aircraft setup is. I currently fly aircraft that have yoke trim but if the aircraft you will be training on have trim wheels only I would advise you to learn that as early as possible and not train that muscle memory in the sim as you will be using your right hand alternating with the TPM which is a whole different dynamic. 5. You are flying some 747 patterns there my guy. Yes, the "halfway up the strut" adage is a good general guideline but for me I always want to be within gliding distance of the airport in the case of an engine failure. Keep it tight and start your power back, flaps, and descent "abeam your touchdown point". This will also help you keep it tighter. Good for you for going for your ticket. You're going to make a great private pilot.
I've been interested in getting the CLS-60 also. I'm not sure if it's just me, but it looked like you had the yoke pulled back way too much throughout most of the flight. In other words, it didn't look like you had enough trim applied... seemed like you were fighting the yoke, which is why you were losing altitude on final approach. Maybe it's just the way the CLS-60 looks.
I think you will find that getting your PPL is WAY EASIER than configuring MSFS, configuring addons, configuring peripherals and their associated software, etc., and then troubleshooting all that crap and their various interactions. It certainly was for me (although TBH I only got a sport pilot license). Good luck and have fun.
That makes perfect sense to use force feedback. How does it feel compared to the real thing? The plane looks great. I send you all the luck of the Irish, for that P. P. L. this year, but you won't need it, Michael. Try not to stress yourself out it ain't worth it, unless your like me & say what I'm feeling without any filters. 😉 Can you imagine me chatting on the net. Socail phobia, man. I got myself the Quest 3, it's still in the box. Do you think it will work on my system? I love the Force Feedback Yoke & will buy it now that you recommend it. Thanks. Have a lovely weekend. Slainte, Buddy 34:38 😅 (time)
Couple of questions if you don’t mind. Did it arrive? What was the shipping cost? And where are you located? I live in Canada and have heard the shipping is quite expensive.
@@tomas5577it arrived (not preorder, purchased direct) USD$180 Australia It is expensive, my order also had “free shipping” and then they sent a separate invoice for shipping, but I didn’t try hold them to this considering the weight of the package. Edit: it’s also worth noting that it feels very granular and they have released a patch of sorts to fix this, but it’s belt driven so will obviously feel like it’s belt driven.
I used to do some flight instructing years ago so maybe I can provide some pointers for you. Before any of your flights be sure you have the correct view over the instrument panel. You should be able to see the top of the engine cowling. I'm 6 ft and when I turn my head to the left in the Cessna 172 my eyes are above the top of the window. The reason this is important is to be able to establish the proper attitude ( pitch and bank) during flight. Cessna recommends lifting the nose at 55K. You will want to begin pulling back on the yoke control at around 50K in order for the nose wheel to come off the ground at 55K. When you start flying your instructor will introduce you to integrated flight training. This is where you learn how to set the correct attitude by cross referencing the attitude indicator with what you are seeing out side. 90 percent of your time should be spent looking outside of the plane while just 10 percent is spent viewing your flight instruments. Not sure how long these comments can be so ill start another one.
At the 45 degree position you will want to establish what is known as a stabilized approach. What that means is maintaining a stable approach speed, which means a stable pitch attitude. What ever approach speed you use be aware the pitch attitude will lower as you add flaps in order to maintain your approach speed. If you have X-Plane I would recommend you set yourself up on a 3 mile approach, using no flaps, 10 degree, then 20 degree and 30 degree flap settings. Pick an aiming point (runway numbers) to fly towards on the approach. With a stabilized air speed this point should remain fixed on the wind screen. If the point moves up, you are going low, if the point moves down, you are going high. You adjust you power accordingly. I normally used a 70K approach just to try and keep things as simple possible during the early stages of learning to land.
Good thoughts for your mission to get a private Pilots licence.. always awesome content Thank you . perhaps you will be another Steveo or Ryan taking us on an adventure.
great video, real world stalls are a lot easier when your doing it, nothing to worry about just keep coordinated with rudder with neutral ailerons and nothing nasty will happen, re the FFB yoke you really have to work that yoke like in a real plane, I really hate non FBB yokes such a dead feeling on the yoke just a big disconnect to reality. Best to set a visual landmark outside for your heading and back up with the instruments and also fly to a pitch attitude not chasing the artificial horizon.
😂😂😂🤣🤣🤣🤣 I thought it was just me that was scared of stall speed checks my pop had a Cessna 172 and when he had to get recertified, they were practicing stall speed All the time I have been just riding in the backseat they did not warn me this day that they were going to be practicing stall speed Big my mistake on their part I almost pulled the shirt off of the instructor. My pop had to reach back and grab my hands and fly a plane with one hand to get me off of it. Needless to say from then on I asked them were they going to be practicing stall speeding when we go up and if they were, I would stay down on the ground going to cafeteria eat and wait for them to get back or sit out on the bench and watch airplane takeoff and land that’s when I fell in love with the MU -2 She sounds so sexy with those high pitch engines
I am not a pilot and you have way more experience than me in flight (only been on 2 planes my whole life) so take my words lightly. I have wondered about the ball so much I started searching and found videos that explained that you feel the ball slip in your bum. The instructor told student to close eyes and then start coordinated and uncoordinated turns and asked the student where the ball was and each time he knew exactly where it was and was surprised at that. You feel your bum pressing into the sides of seat as your thrown a bit in turns but if you are doing coordinated turns you don't feel anything. 15:45 I think what is happening there is you are used to a joysticks tension build up when you enter a turn. Your brain is now hard wired so that when you bank the plane you expect a certain tension in your pull back of yoke to maintain altitude and the FFB yoke is giving you less or more tension throwing off your flight. I laughed when you said you are a worse pilot now with FFB as you probably will need to retrain your brain. Good luck on your pilots license dude! I so wanted to do this my whole life and never have so great on you to set a date and just do it. Aint nothing to it....but to do it!
60 knots is too slow for the downwind base turn I'm usually at 90 knots then one stage of flaps then turn base and pitch for the appropriate speed for your plane and don't let it deviate, never let the plane get slow on downwind base or final turn and don't be in such a hurry to go flaps 2, don't drop them because you have to just do it when it feels right. remember you are controlling the plane so be disciplined and take action to correct immediately before it turns to shit, flying is all about attitude, discipline and recency, i had the same issues when learning my PPL then one day it just clicked and I realised I was in charge not the plane and it would do what I wanted
Oh wow, did you say right rudder for a left turn? Exactly the opposite. Glance at your turn coordinator and “step on the ball.” Left rudder for left turn, right rudder for left turn. Keep the nose up with elevator and power. A month later, I’m guessing you learned that lesson! 🤣
For a coordinated left turn: left aileron, left rudder . If you add opposite rudder you will start to slip . This can be used for increasing drag a LOT if you need to burn of some altitude quickly.
But all in all , keep the ball in the middle
That confused me when he said left turn right rudder. If you watch the ball as you bank left it goes to the left and then its just following the saying of....step on the ball to center slip. And you are not trying to prevent the front of plane from falling into the turn but the opposite in that as you bank the plane the plane tries to go straight and so slips so you need to add rudder in direction of turn to bring the front back into alignment.
With all the (well deserved) attention that airliners have been getting in the sim lately, I was thrilled to see your focus on your GA PPL training. My limited (~100 hours) flying a Warrior and a C-172 was years ago; but the thrill, the fear factor, and the training/safety/discipline demands of real aircraft piloting have stayed with me. Retirement have has now provided the time for MSFS with all the fantastic add-ons (many highlighted by you) that have followed; making sim flying the challenge and fun it is today. IMHO your contributions to the flight sim community have been many and significant. Thank you!! I look forward to your bringing your training experiences into your future videos.
Thank you very much for your kind words and support! That was very nice to read!
I’m excited and nervous beyond words lol!
Hey Overkill, amazing that you are planning on going for your PPL. I just completed mine last month, and it is so amazing just be in in the skies with the birds. :). Next is my CPL followed by an instructor rating.
I have some tips for your training, of course talk to your CFI. To remain coordinated, "step on the ball", in that when you make left turns, use left rudder, and right turns, right rudder, but keep the ball centred in the inclinometer. When you're in the climb, I noticed the ball was not centered, use that right rudder to counter the left yaw tendency due to P-Factor, and torque. I'm not sure about FAA rules, but in Canada when we are staying in the circuit (pattern), we turn crosswind at 500AGL. When on your approach, I noticed that you had your throttle way too low at 1100-1300 rpm, set it to 1500-1600 rpm and slow down to Vref speed before letting your nose drop, and then adjust based on you altitude and decent rate. You should be 500AGL when turned onto final, for a nice stable approach. Oh and don't get behind the power curve (LOW speed with HIGH rpm). Low and slow is bad place to be.
LOVE your vids, and have been a follower since you've been doing FS.
OH and AMAZING job on the weight loss, HOW,? what's your secret?
Happy to hear that you will be going forward to acquiring your PPL, all the best but I am sure you will be successful with that. Thanks for the review of the yoke, certainly a piece of hardware worth getting.
Comment #3, actually I’m quite heartened by the idea that one of my flight sim youtuber go-tos can have (at least once) as much trouble as I do in the sim. Thanks for that. Again, good luck with your PPL. Despite the obvious shortcomings of home sims for kinematics, they are great for internalizing checklists, flows, procedures, switchology and many other aspects of flying. Your sim experience will save you a ton of time and money.
Thank you my friend!! Appreciate your input very much!
I bought a CLS-120 and it arrives tomorrow. Really excited! You SHOULD be (slightly) pulling back on the yoke as you are making the turns as the plane will tend to descend as you are turning. Seeing you fighting it a little bit is EXACTLY what I am looking for when the yoke is hooked up.
I want to buy it also.
For coordinated turns, I was taught to step on the ball. So whenever I banked, I applied the corresponding rudder to where the turn coordinator ball went to force it back to the center. My instructor always made me sweat it throughout the 360 turns, and I would always be rewarded with a resounding thump as I hit my own wake turbulence.
I love doing pattern work in the sim, especially now with the CLS-60. Best of luck with your training dude!
To make coordinated turns apply rudder with ailerons in the same direction. Pull back on the elevator to keep the nose up. Left aileron and right rudder is cross controlling the plane causing a skid. Applying right rudder also pushes the left wing forward causing more lift forcing the plane level again. You can fly the plane with rudder only. RC hobbyists do it all the time when they only have a two channel radio with throttle and rudder only.
AT LONG LAST, my CLS-60 has arrived. Yes, $799 for us early order customers, EXPRESS AIR delivery, add $230. HOWEVER, got mine up and running and it is FANTASTIC! Power ON and OFF stalls are VERY realistic with this CONTROL WHEEL (if your a Cessna flyer for real, it is NOT called a yoke). Thanks for the presentation.
Nice work ! As an old pilot, I’ve flown many Pipers and Cessnas. They call it visual flight rule for a reason - keep your head up and looking outside ! Don’t concentrate too much on the instruments - that will come later. Pull your power a bit on downwind
A2A 172 would be top notch
I swear. I’m praying for this every night 😂
FACT!!
I ordered one of these bad boys and can't wait for it! Looks like a total game changer
Great to see this yoke in action with the 172, and exciting about your upcoming flight training! Thanks for sharing. Would love to try it out myself.
While I don’t have experience with the WB-sim 172, in the real thing, simplifying things with clear RPMs / airspeeds for the pattern really helped clean things up for me. When reaching pattern altitude, RPM back to 2100. Downwind abeam your desired touchdown point: RPM decrease to 1700, flaps 10 degrees as you start to descend, and trim it out for 85kts. That power setting of 1700 should be good through the remainder of the approach, save small adjustments as needed. Airspeed 75 kts and flaps 20 on base, down to 65 kts and flaps 30 on final. Fight for that 65 on final, don’t let it get below it and you should be set up for a nice and stable approach! Would love to see how this works in the sim with the latest release for the WB-sim 172.
Thanks again for sharing! Love your content.
Practice learning the pitch attitude needed for the climbs, level flight and descent air speeds. The FAA recommends beginning the turn onto the crosswind leg when you are 300 ft from traffic pattern altitude (TPA). You may even have to turn sooner if you have traffic taking off behind you. Once rolling out on the crosswind leg look for traffic on the down wind leg. You may need to crab into the wind to keep from drifting into or away from the runway. The runway on downwind leg should be halfway up the wing strut. When executing turns the plane will want to yaw opposite to the direction of the turn. The down aileron is creating additional drag due to the increased lift being produced to bank the plane. This is known as adverse aileron yaw. You will need to apply some left rudder in a left climbing turn. You will also need to relax some of the back pressure on the yoke control to maintain the correct climb air speed.
1. A2A would be my pick to build a ground up Cessna single for MSFS
2. Don't sweat stall practice. It's possible that your instructor will have you work full stalls for a time but the new ACS standards very much emphasize abating the stall at the first chirp of the horn so you will mostly be practicing pre-stall recovery.
3. Coordinated turns require same direction aileron and rudder input. Watch your ball and keep it centered. This is the way. Opposite inputs are cross controlled and lead to slips at best and nasty stalls at worst. This is why your turns are causing you to lose speed and altitude because you are actually slipping the aircraft through them!
4. If you haven't already, go on a discovery flight with logbook in hand at the shop that you think you might do your training with to see what the aircraft setup is. I currently fly aircraft that have yoke trim but if the aircraft you will be training on have trim wheels only I would advise you to learn that as early as possible and not train that muscle memory in the sim as you will be using your right hand alternating with the TPM which is a whole different dynamic.
5. You are flying some 747 patterns there my guy. Yes, the "halfway up the strut" adage is a good general guideline but for me I always want to be within gliding distance of the airport in the case of an engine failure. Keep it tight and start your power back, flaps, and descent "abeam your touchdown point". This will also help you keep it tighter.
Good for you for going for your ticket. You're going to make a great private pilot.
Flaps will do two things, first it will reduce your stall speed and second it will increase your angle of descent.
I've been interested in getting the CLS-60 also. I'm not sure if it's just me, but it looked like you had the yoke pulled back way too much throughout most of the flight. In other words, it didn't look like you had enough trim applied... seemed like you were fighting the yoke, which is why you were losing altitude on final approach. Maybe it's just the way the CLS-60 looks.
I think you will find that getting your PPL is WAY EASIER than configuring MSFS, configuring addons, configuring peripherals and their associated software, etc., and then troubleshooting all that crap and their various interactions. It certainly was for me (although TBH I only got a sport pilot license). Good luck and have fun.
lol!! I wish I could say I doubt that but I don’t lol
That makes perfect sense to use force feedback. How does it feel compared to the real thing? The plane looks great. I send you all the luck of the Irish, for that P. P. L. this year, but you won't need it, Michael. Try not to stress yourself out it ain't worth it, unless your like me & say what I'm feeling without any filters. 😉
Can you imagine me chatting on the net. Socail phobia, man.
I got myself the Quest 3, it's still in the box. Do you think it will work on my system? I love the Force Feedback Yoke & will buy it now that you recommend it. Thanks. Have a lovely weekend.
Slainte, Buddy
34:38 😅 (time)
51lbs! Good work!
CLS60 price has gone up to USD$899.00, but still worth it. Mine was supposed to arrive today, watching you use it instead. Good consolation.
Couple of questions if you don’t mind.
Did it arrive?
What was the shipping cost?
And where are you located?
I live in Canada and have heard the shipping is quite expensive.
@@tomas5577it arrived (not preorder, purchased direct)
USD$180
Australia
It is expensive, my order also had “free shipping” and then they sent a separate invoice for shipping, but I didn’t try hold them to this considering the weight of the package.
Edit: it’s also worth noting that it feels very granular and they have released a patch of sorts to fix this, but it’s belt driven so will obviously feel like it’s belt driven.
What is this item on the top of the panel left of the compass? I have this WB Sim 172 but not noticed this? lol
Wondering if this CLS-60 can be mounted under the desk....takes up so much room on top would hit my two lower screens in the way...lol
I don’t think so but I agree. That is literally my only complaint about it
I used to do some flight instructing years ago so maybe I can provide some pointers for you. Before any of your flights be sure you have the correct view over the instrument panel. You should be able to see the top of the engine cowling. I'm 6 ft and when I turn my head to the left in the Cessna 172 my eyes are above the top of the window. The reason this is important is to be able to establish the proper attitude ( pitch and bank) during flight. Cessna recommends lifting the nose at 55K. You will want to begin pulling back on the yoke control at around 50K in order for the nose wheel to come off the ground at 55K. When you start flying your instructor will introduce you to integrated flight training. This is where you learn how to set the correct attitude by cross referencing the attitude indicator with what you are seeing out side. 90 percent of your time should be spent looking outside of the plane while just 10 percent is spent viewing your flight instruments. Not sure how long these comments can be so ill start another one.
At the 45 degree position you will want to establish what is known as a stabilized approach. What that means is maintaining a stable approach speed, which means a stable pitch attitude. What ever approach speed you use be aware the pitch attitude will lower as you add flaps in order to maintain your approach speed. If you have X-Plane I would recommend you set yourself up on a 3 mile approach, using no flaps, 10 degree, then 20 degree and 30 degree flap settings. Pick an aiming point (runway numbers) to fly towards on the approach. With a stabilized air speed this point should remain fixed on the wind screen. If the point moves up, you are going low, if the point moves down, you are going high. You adjust you power accordingly. I normally used a 70K approach just to try and keep things as simple possible during the early stages of learning to land.
Good thoughts for your mission to get a private Pilots licence.. always awesome content Thank you . perhaps you will be another Steveo or Ryan taking us on an adventure.
I’m still waiting for mine, no shipping info yet.
great video, real world stalls are a lot easier when your doing it, nothing to worry about just keep coordinated with rudder with neutral ailerons and nothing nasty will happen, re the FFB yoke you really have to work that yoke like in a real plane, I really hate non FBB yokes such a dead feeling on the yoke just a big disconnect to reality. Best to set a visual landmark outside for your heading and back up with the instruments and also fly to a pitch attitude not chasing the artificial horizon.
😂😂😂🤣🤣🤣🤣 I thought it was just me that was scared of stall speed checks my pop had a Cessna 172 and when he had to get recertified, they were practicing stall speed All the time I have been just riding in the backseat they did not warn me this day that they were going to be practicing stall speed Big my mistake on their part I almost pulled the shirt off of the instructor. My pop had to reach back and grab my hands and fly a plane with one hand to get me off of it. Needless to say from then on I asked them were they going to be practicing stall speeding when we go up and if they were, I would stay down on the ground going to cafeteria eat and wait for them to get back or sit out on the bench and watch airplane takeoff and land that’s when I fell in love with the MU -2 She sounds so sexy with those high pitch engines
For those that bought this yoke, how long did it take to receive? I have paid for mine but still wating to hear back to pay the delivery
Can be a few weeks
@OverkillSimulations appears that could be generous. On the discord people are waiting much longer. :(
I am not a pilot and you have way more experience than me in flight (only been on 2 planes my whole life) so take my words lightly. I have wondered about the ball so much I started searching and found videos that explained that you feel the ball slip in your bum. The instructor told student to close eyes and then start coordinated and uncoordinated turns and asked the student where the ball was and each time he knew exactly where it was and was surprised at that. You feel your bum pressing into the sides of seat as your thrown a bit in turns but if you are doing coordinated turns you don't feel anything.
15:45 I think what is happening there is you are used to a joysticks tension build up when you enter a turn. Your brain is now hard wired so that when you bank the plane you expect a certain tension in your pull back of yoke to maintain altitude and the FFB yoke is giving you less or more tension throwing off your flight. I laughed when you said you are a worse pilot now with FFB as you probably will need to retrain your brain.
Good luck on your pilots license dude! I so wanted to do this my whole life and never have so great on you to set a date and just do it. Aint nothing to it....but to do it!
Force feedback yoke won’t let you feel the ball in your bum, only a real plane can do that I think.
@@ShanePKing who knows, maybe one of those seat shaker things could be used. The way things are going who knows! :)
Congratulations on your weight loss. That's hard to do.
60 knots is too slow for the downwind base turn I'm usually at 90 knots then one stage of flaps then turn base and pitch for the appropriate speed for your plane and don't let it deviate, never let the plane get slow on downwind base or final turn and don't be in such a hurry to go flaps 2, don't drop them because you have to just do it when it feels right. remember you are controlling the plane so be disciplined and take action to correct immediately before it turns to shit, flying is all about attitude, discipline and recency, i had the same issues when learning my PPL then one day it just clicked and I realised I was in charge not the plane and it would do what I wanted
Oh wow, did you say right rudder for a left turn? Exactly the opposite. Glance at your turn coordinator and “step on the ball.” Left rudder for left turn, right rudder for left turn. Keep the nose up with elevator and power. A month later, I’m guessing you learned that lesson! 🤣
Ha ha, right rudder for right turn. 😱🤣
Please do a review of the CLS 120 vs the CLS 60.... PLEASE.