I love all the big adventure stories and interesting flight experiences - but videos like this are what made me fall in love with FlightChops channel in the first place. Wonderful stuff especially for a student pilot to watch another pilot in real time experience what it is like to learn something new and be in a learning environment.
"Too high" in a Piper is the easiest problem to fix ever. Just pull throttle to idle and they have the unique ability to drop a like a refrigerator. :-)
Like the fact that you show it takes time and practice to get comfortable in a new type. You also had a good instructor, he never got flustered, always remained calm.Those are the best kind, they correct you when you make a mistake and that's how you learn. Keep up the good work, looking forward to this years videos.
I think you did a very good job but boy, I could sense the pressure you were under. Practice will smooth out the anxiety over time. Congratulations on passing.
Seneca is a great airplane for multi- and ATP training. Slow flight, stalls and Vmca under the hood are not difficult with practice. I did my ATP checkride in it and it was fun!
Im studying at Spectrum Airways at CZBA, and I have to say that there is a really great community there and group of instructors. Really an honest school, and they are always looking out for you and available to answer questions. Thanks guys!
Love your videos while training. They are honest and real and not edited to make you or the "flight" what it was not. Pilots who are visual learners like myself really appreciate the reality of the experience and non-pilots who are interested in aviation get a real dose of what it is like to be PIC. Your awesome.
Hi Steve, Just watching you and all the different aircraft you fly, brings back sweet memories of all the fun I had flying, years ago. Like you, I had a chance to fly many different airplanes, and even had some twin time, in a Piper Apache. The one video you made flying a Cub on floats, reminds me of the two lessons I had at Miami Seaplane base, also in a Cub on floats. Those two hours were the only seaplane lessons I ever had. I had a few hundred hours in a Republic SeaBee, we purchased and flew in Canada. We kept it at Sudbury and flew to Lake Tamagami. We kept it tied down at Sudbury all summer and flew up in our land airplanes. I had a 1948 Beech Bonanza, that was mine alone. The SeaBee and Stearman, were with partners. I Just turned 80 in July, and only have fond memories. Your videos make me smile a lot. Keep up the good work, Bob.
We tend to rely too much on instruments. When I was learning to fly, way back in the mid to late 70's, you never looked at your instruments unless you wanted to double check your course (Find a landmark off in the distance on your course and fly to it!) or your airspeed (Listen to the engine and the wind noise!) and an attitude indicator (look outside at the horizon and where it meets the glareshield!). Today, we're too stuck on nailing the precise altitude, heading and attitude to even see where we're going. Now, I haven't flown in 40 years, and I LOVE all the new tech, but if it goes kaput, and all you're left with is a VFR chart on your iPad, you'd better still be able to use pilotage skills for engine, attitude, heading and the basics to get you home. We haven't always had glass cockpits!
Gary C I’ve trains in 5 different airplanes and have never actually flown with a glass cockpit, so I’m biased in favor of steam gauges just because of that :) Only one of them even had a working onboard GPS so thankfully I’m accustomed to navigating by dead reckoning. Still is nice to have a tablet with a moving map though.
For me, no - the pre-checkride nerves never go away. I've been through over 10 years worth of airline recurrent checks, type rides, and all the ratings that led to the ATP including CFII and MEI. I still get nervous before every single one. I just try to use them for motivation to over-prepare, and to rely on the training and skills developed over time. Slow down, breathe, fly the airplane. Good work, Steve!
Congratulations !! Chops - I know exactly what you were going though trying to stay in front of the airplane, I know I did. My instructor put me thru the same paces back in 1976 and nothing has changed. I liked the Seneca II because it didn't have a "Critical Engine" to deal with. I completed my training & checkride totaling 11.5 hours. - Rusty Pilot
Nice job Steve, flying light twins is some of the most challenging flying. I don't think I ever worked as hard in the circuit as during my first multi type rating in a Seneca. Congratulations on the pass!
Congrets on your multi rating! I did my multi back in Oct 16 at the Brampton club, & now, just after one year later I've forgotten almost all of the emergencies, 'you snooze you lose' in aviation.. lol
Dear Steve. Best wishes. With every episode you make you manage to generate the same emotion in me as i experience in me when i am at the controles my self during a training flight. Great job.
When I was instructing Checkride prep was my favorite part of my students’ training because I would act like a goober and do the dumb stuff passengers would do. So I would “accidentally” not lock my seat, not close my door properly, ask questions at inopportune times, etc. The goal was to really drive that sense of PIC authority and responsibility the examiner wants to see. For all intense and purposes I am just along for the ride.
Great video. I was getting seriously tense by the mid point and remembering what pre exam check flights were like. It's great that you are willing to not edit everything so that you would look perfect. Instead, you show what it's like when you are learning new skills in an aircraft which you don't have a lot of hours in. Especially if there were breaks between training sessions because of weather or budget or life. The need to fly the airplane in the actual airspace while also having to remember what you are supposed to be doing to pretend to simulate a condition or problem and be anticipating and remembering how to react while at the same time having to also listen to and assimilate what your check instructor is saying or correcting. And doing that for an extended period of time without becoming completely task saturated. Congrats on passed the flight test.
I loved watching this, especially those shots of final on 32. I trained at Burlington in 92/93 primarily on OCH, and watching those trees on short final brings back a lot of memories.
Congratulations on your Multi @flightchops! Got mine last year, nearly messed up my single engine approach from NERVES I forgot to use rudder trim so I was holding the ball half out with my foot but ended up passing!
No...Those pre checkride nerves never go away. At my academy it was a great experience of camaraderie and good times... except when you put the FAA CHECKRIDE sign on your apt door. That was respected by everyone full stop. And you would get ANY amount of help you needed from the guys and gals to ensure the candidate went into their practical rested, fed, and calm. Great Times!!!
Welcome to 2018! I’ve said it before, I’ll say it again... It’s been a real pleasure watching you and the channel grow and explore the potential of this TH-cam project. Very happy to have seen the channels raw and humble beginnings morph into really quality production value and retain the same genuine feel. Kudos! Cheers!
So awesome! In a twin you have an extra decent tool. Reduce or increase power on one engine only. That gives you a yard stick. If, for example, you are high pull left back one handle width. If that is too excessive increase it half a handle width, etc.
Thank you for these training video's you do. You mentioned long ago that it's a hard thing to put your foibles out there like this, but please know that it does give encouragement, to me at least, that this is really what learning looks and feels like. It's not always easy, but when you have a moment where it all clicks you know you've reached a good spot. Thanks again, and keep up the awesome job you do.
You could hear the prop sync with Bose A20s, both pilots. That is one thing that jumped out at me. I’m into details though. Congrats on earning the new ticket Steve. Enjoyed the video. Proud to be a Patreon supporter.👍🏻
Really not a fan of this instructor. Maybe its just personality or something, but he just seems so disconnected. Like when steve asks a question the instructor says "that would be good" or something. Comes across as slightly sarcastic. I would love to see a video about your different instructors and what you liked and disliked about some of them. I feel like that is critical in the success of a person in flight training. This instructor worked well for you though, congrats on the rating!
Kevin and I get a long great, but yes, the connection between student and instructor is key. That said, this is not a good one to judge Kevin on - Did you see part one? That was our first flight together and he explained a lot more as it was initial training - this was our final pre test flight lesson and was meant to be minimal instruction with me mostly illustrating what I had learned.
woah! quick response, thanks Steve! I did see part 1 also ( I watch every one of your videos ;) ) I guess I just Preferred Dennis much more. He seemed to give much better answers to your questions immediately. Would still love to see a video on the subject from you. Love your work! thanks for the response
As a professional instructor you're suppose to meet the students needs meaning you may need to tailor your style to suit the student. That said not everybody gels. One of the best instructors I ever had was a former Hungarian Mig 21 pilot. He had a thick accent and was very abrupt. Not everyone liked it but he got the best out of me and I loved it. There's a little of his style in my own. As far as response to questions it depends on the students stage of training. When a student is far enough along to know better but they're still asking me if we were cleared for something I'll say something like "I don't know. Why don't you ask?". BTW congratulations on passing your milti Steve!
Initially, I felt like I didn't like this instructor's style, but as the video went on, I found him to be fairly patient and succinct. Also, I felt the student to be just slightly argumentative at times and questioning the instructor's advice in critical moments. (Of course, the student was correct with the final objection regarding the throttle on very short final.) Otherwise, as the student, I'd save those questions for the debrief. As the instructor I would have grown increasingly frustrated throughout the flight due to this, but this instructor was rocksteady throughout. It's usually a sign of a stressed relationship to have the real-time constant second guessing of your instructor though. To a degree.
Love the videos. Multi-video 1 especially. Could be me (or any one of us watching) trying to keep up with it all. Multi-video 2, death grip on the yoke and later your hand was shaking from fatigue. We normally don't get to ride along in a real training environment. I love being smooth and comfortable in the aircraft, but it takes a while to get there in something new. I generally think everyone learns faster than I do. The Seneca videos in particular make me feel better. All are quite entertaining. Thanks.
Great production as always. As an accomplished multi-engine pilot, I can attest that these videos help reinforce basic concepts and thus contribute to GA flight safety. Thank you and your MEI too.
Congratulations on your multi engine rating! We completed the aero course together not to long ago, it was awesome meeting you man. I just passed my multi as well on same aircraft and believe it or not got the exact mark!
Thanks - and yeah Aerocourse was solid... But timing was bad for me - It was right in the thick of my prepping for the multi ride and I couldn't focus on instrument studying... So I lost momentum and now it's been over a month so I am once again foggy in the material for the INRAT. So frustrated with my lack of ability to get prepared for that instrument written test.
What amazes me in the several videos I have seen so far, are the teachers!! They are full of passion and realle the best of teachers! In his case, that's a good idea ;)
I am glad I watch this, I don't think I would ever get to fly in a multi-engine or a single engine again, maybe sometime in the future I will get to. This is a REALLY GOOD video, I hope you will never lose a engine OR have anything to go wrong, I do hope you will practice sometimes just in case. 🛩🛩🛫🛫
Holy crap, at 4:10 you were in such a rush that you almost canned your own engine. That magneto cover is supposed to spring closed to prevent that exact thing from happening, but the spring appears broken. Other than that, great video and congrats.
Wow, i have flown the Be-76 and the seneca by far the seneca was the most complex and difficult to land aircraft but it was also the aircraft that i had the most fun ! Congratulations on your checkride i think the pre chekride sensation will never go lol.
Top-notch video as always! For the next few months I am working on getting my muli-engine and instrument ratings so I can always appreciate and relate to these types of videos. And greetings from New Zealand!
I have been trying to get mine done for 8 months. Weather… airplanes breaking… schedules… this is my past hoop before airline applications. I want it done so badly!
Wow! This just made me reflect on a recent multi engine training course I took. I noticed you guys did simulated engine failure after takeoff at 4500. I also noticed he told you what was going to happen. I had an instructor pull an engine on me at 400 feet AGL right after takeoff with no warning. No preflight briefing, no procedural briefing. I understand it was for a commercial multi add on, but there are certainly new concepts to wrap your head around in a multi engine plane (operating the second engine is one of them). I left that environment and went to another school. I felt there were certain assumptions and biases placed upon me as the student at that school because of my prior ratings. Have you ever experienced that?
The last time someone tried that in Calgary, a Seneca crashed killing the instructor and student. It's crazy dangerous to do at a low altitude, even if the student expects it.
Great video. Reminded me of my twin training. The twin I liked flying was the Cessna Skymaster but now I'm staying with single engine aircraft. Safe flying for 2018
Loved the return to these videos :) This one stressed me out just watching it. Awesome job btw. It was nice to know that some instruction still exists even when you are at this phase. IFR TIME!!
Nice video, and being a flight student myself, somehow makes me wonder if I will make it thru the actual exam sometime. Looks like so many things to watch out for while keep flying the plane. Woah. But maybe I just feel this way, because I'm still at the very beginning learning single engine PPL-A.
Wow, this video is only 9 hours old and there are already 7285 views. I guess I am far from the only one who thinks you're putting out great videos Steve, and look forward to your next one.
awesome video! btw, some seneca's have prop sync's which help you with the rpm setting for both engines, just be careful not to switch it on during take off's and landings.
I did my MEL checkride at Palatka in Florida. An uncontrolled airport. 3 hours of engine failures in the circuit was indeed a workout. Then we headed back to Northeast Regional for the ILS. I passed and indeed the feeling was fabulous.
11:55 "... and that's how you minimise your altitude loss". Interesting to note that this is now considered an outdated technique. (See FlightChops Feb 2020 videos on AQP). Training this way kept the muscle memory of holding some back pressure and recovering with (primarily) power. Stall recovery is all about reducing angle of attack - not holding ANY back pressure is critical to that, so the training and testing emphasis is now purely on regaining control - not of minimising altitude loss.
I think you have misinterpreted this. Notice the instruction to lower the nose first, then add power, in that order. In this aircraft, pushing the yoke forward to the neutral position results in quite a large nose down attitude. Minimizing altitude loss is also a performance criterion for the multi-engine class rating in Canada: TP 219 - Flight Test Guide - Multi-Engine Class Rating - Aeroplane Assessment will be based on the candidate’s competence to: - enter a stall; - smoothly recover using control applications in the correct sequence by promptly reducing the angle of attack to break the stall and leveling the wings; - avoid a secondary stall and add power as required to minimize the loss of altitude; - establish an attitude to return to the altitude, heading and airspeed specified by the examiner.
@@kevinbrighton6771 The change to the emphasis on recovery has been growing over the last 15 years or so - and some of the testing standards are yet to catch up. See this training accident: ""This [Merlin] accident highlights the need for a change in the current training on initial stall-recovery techniques," said SHT, "especially the focus on minimum loss of altitude at the expense of breaking the stall by lowering the nose and thus reducing the angle of attack."" www.flightglobal.com/fatal-merlin-crash-puts-spotlight-back-on-stall-recovery/103334.article
@@kevinbrighton6771 I didn't realise you were the instructor in the vid. :) For what it's worth, that is exactly how I used to teach as well - and now I don't teach, I just fly the line. :)
I find the instructor quite to the point. To me he was more looking to see where the student was at because he was due for his check ride. Normally at this point students need to show deep rooted muscle with the flows and procedures. The student on the other hand was struggling a bit and if you ask me I would recommend 1 more session before he goes up for his check ride. once a student holds a "death grip" on the controls you know they are not comfortable yet with everything.
Hey flight chops! Long time viewer, wish you posted daily, anyways I’m a PPL on my way to CPL/multi/IFR! Training near Belleville Ontario! Would love to meet you one day, keep posting amazing content!
Good job! Your Hasel is actually a bit different from what I am used to which is A for Airframe (e.g. Clean) and then a double L for Lookout and Location
Jesus, that was stressful. I feel like it would take forever to get enough flight hours with instructor to even begin to feel comfortable. I'm going to have to watch this thirty more times to get my nerves shook out.
I felt your pain 2 years ago. BC weather this time of year is often horrible, more so around Vancouver. I was weathered out 3 times, the last being the most painful. First light as I got up I'm greeted by clear blue skies. Somewhere between getting up and driving most of the way to the airport the fog rolled in. It eventually cleared up, as it will for you guys! Good luck with your flight tests.
Another great video, although I would have liked one camera outside and forward facing so that we could see the changes in pitch and where the horizon was and should have been.
Yup, I was wishing I had that when editing... I shot this first and foremost for debriefing and was more concerned with the interior / panel angles... But from a film making stand point an exterior shot would have been nice.
As I have said before i know the stress of airlines check rides in airlines are the worst thing a captain can face every flight! It took sully many check rides before the ditching and Denny fitch had many before United 232! ( ps I was trying to motivate you!)
Just remember, the Seneca is a VERY forgiving airplane, and always remember when to push and pull your prop levers. And, no, the Pre-Check Ride Butterflies never go away. Make sure you get plenty of sleep.
Hi, I’m actually concerned about the differences in training between your video and what we do here in Poland. In my case, while stalling in landing configuration first thing I do is to simultaneously pitch down, retract LG, flaps to 0 degrees and then i add the power. I’ve been told to reduce the drag first so i will recover faster and higher, also adding power in stall will add to torque effect. Correct me if Im wrong somehow?
Great Steve, I have seen myself today in the very same plane with the very same instructor :). I will ask him tomorrow why he did not tell me about this video :).
I love all the big adventure stories and interesting flight experiences - but videos like this are what made me fall in love with FlightChops channel in the first place. Wonderful stuff especially for a student pilot to watch another pilot in real time experience what it is like to learn something new and be in a learning environment.
Glad you like the oldschool ones. There is so much training to share - looking forward to making more like this
I ditto Aero360Aviation. I enjoy all of your content, Steve, but it's the training stuff I LOVE!
I couldn't agree more! This was my first reaction when I heard Steve's disclaimer... "We're going back to his roots in this one! Woot!!!"
What kind of kneeboard are you using?
"Too high" in a Piper is the easiest problem to fix ever. Just pull throttle to idle and they have the unique ability to drop a like a refrigerator. :-)
Ray Ackley turbos? But yeah you also got to love the last lil couple inches of yoke aft and up on the flare 😂
Like the fact that you show it takes time and practice to get comfortable in a new type. You also had a good instructor, he never got flustered, always remained calm.Those are the best kind, they correct you when you make a mistake and that's how you learn. Keep up the good work, looking forward to this years videos.
Thanks, and yes, Kevin is great.
I think you did a very good job but boy, I could sense the pressure you were under. Practice will smooth out the anxiety over time. Congratulations on passing.
Thanks!
Seneca is a great airplane for multi- and ATP training. Slow flight, stalls and Vmca under the hood are not difficult with practice. I did my ATP checkride in it and it was fun!
Im studying at Spectrum Airways at CZBA, and I have to say that there is a really great community there and group of instructors. Really an honest school, and they are always looking out for you and available to answer questions. Thanks guys!
Love your videos while training. They are honest and real and not edited to make you or the "flight" what it was not. Pilots who are visual learners like myself really appreciate the reality of the experience and non-pilots who are interested in aviation get a real dose of what it is like to be PIC. Your awesome.
Hi Steve, Just watching you and all the different aircraft you fly, brings back sweet memories of all the fun I had flying, years ago. Like you, I had a chance to fly many different airplanes, and even had some twin time, in a Piper Apache. The one video you made flying a Cub on floats, reminds me of the two lessons I had at Miami Seaplane base, also in a Cub on floats. Those two hours were the only seaplane lessons I ever had. I had a few hundred hours in a Republic SeaBee, we purchased and flew in Canada. We kept it at Sudbury and flew to Lake Tamagami. We kept it tied down at Sudbury all summer and flew up in our land airplanes. I had a 1948 Beech Bonanza, that was mine alone. The SeaBee and Stearman, were with partners. I Just turned 80 in July, and only have fond memories. Your videos make me smile a lot. Keep up the good work, Bob.
So glad you're enjoying the videos, and thanks for sharing your stories!
Chuckled when Kevin covered the instruments with his hands to force you to look outside. Nice to know I'm not the only one with that problem.
We tend to rely too much on instruments. When I was learning to fly, way back in the mid to late 70's, you never looked at your instruments unless you wanted to double check your course (Find a landmark off in the distance on your course and fly to it!) or your airspeed (Listen to the engine and the wind noise!) and an attitude indicator (look outside at the horizon and where it meets the glareshield!).
Today, we're too stuck on nailing the precise altitude, heading and attitude to even see where we're going. Now, I haven't flown in 40 years, and I LOVE all the new tech, but if it goes kaput, and all you're left with is a VFR chart on your iPad, you'd better still be able to use pilotage skills for engine, attitude, heading and the basics to get you home. We haven't always had glass cockpits!
Gary C I’ve trains in 5 different airplanes and have never actually flown with a glass cockpit, so I’m biased in favor of steam gauges just because of that :) Only one of them even had a working onboard GPS so thankfully I’m accustomed to navigating by dead reckoning. Still is nice to have a tablet with a moving map though.
For me, no - the pre-checkride nerves never go away. I've been through over 10 years worth of airline recurrent checks, type rides, and all the ratings that led to the ATP including CFII and MEI. I still get nervous before every single one. I just try to use them for motivation to over-prepare, and to rely on the training and skills developed over time. Slow down, breathe, fly the airplane. Good work, Steve!
Congratulations !! Chops - I know exactly what you were going though trying to stay in front of the airplane, I know I did. My instructor put me thru the same paces back in 1976 and nothing has changed. I liked the Seneca II because it didn't have a "Critical Engine" to deal with. I completed my training & checkride totaling 11.5 hours. - Rusty Pilot
I love the real time videos. Sometimes you just have to let the story tell itself.
Nice job Steve, flying light twins is some of the most challenging flying. I don't think I ever worked as hard in the circuit as during my first multi type rating in a Seneca. Congratulations on the pass!
Thanks!
Wow, that was intense. Thanks Steve. That looked like a proper workout.
Congrets on your multi rating! I did my multi back in Oct 16 at the Brampton club, & now, just after one year later I've forgotten almost all of the emergencies, 'you snooze you lose' in aviation.. lol
Dear Steve. Best wishes.
With every episode you make you manage to generate the same emotion in me as i experience in me when i am at the controles my self during a training flight. Great job.
Flightchops stay ahead of your Airplane especially a Muti engine because things can happen very fast and good luck on your training and your checkride
When I was instructing Checkride prep was my favorite part of my students’ training because I would act like a goober and do the dumb stuff passengers would do. So I would “accidentally” not lock my seat, not close my door properly, ask questions at inopportune times, etc. The goal was to really drive that sense of PIC authority and responsibility the examiner wants to see. For all intense and purposes I am just along for the ride.
Great video. I was getting seriously tense by the mid point and remembering what pre exam check flights were like. It's great that you are willing to not edit everything so that you would look perfect. Instead, you show what it's like when you are learning new skills in an aircraft which you don't have a lot of hours in. Especially if there were breaks between training sessions because of weather or budget or life. The need to fly the airplane in the actual airspace while also having to remember what you are supposed to be doing to pretend to simulate a condition or problem and be anticipating and remembering how to react while at the same time having to also listen to and assimilate what your check instructor is saying or correcting. And doing that for an extended period of time without becoming completely task saturated. Congrats on passed the flight test.
I love how humble and teachable you are, it's one of the things that keeps me coming back to watch your videos. You Rock.
I loved watching this, especially those shots of final on 32. I trained at Burlington in 92/93 primarily on OCH, and watching those trees on short final brings back a lot of memories.
Hey Steve, it's Alex! Glad to see you flying in a twin engine! I can't wait to see you at Spectrum soon!
Congratulations on your Multi @flightchops! Got mine last year, nearly messed up my single engine approach from NERVES I forgot to use rudder trim so I was holding the ball half out with my foot but ended up passing!
Thanks for the multiple camera angles. CONGRATS on passing the test.
No...Those pre checkride nerves never go away.
At my academy it was a great experience of camaraderie and good times... except when you put the FAA CHECKRIDE sign on your apt door.
That was respected by everyone full stop. And you would get ANY amount of help you needed from the guys and gals to ensure the candidate went into their practical rested, fed, and calm.
Great Times!!!
Welcome to 2018!
I’ve said it before, I’ll say it again...
It’s been a real pleasure watching you and the channel grow and explore the potential of this TH-cam project.
Very happy to have seen the channels raw and humble beginnings morph into really quality production value and retain the same genuine feel.
Kudos!
Cheers!
I really appreciate that Tyson!
So awesome! In a twin you have an extra decent tool. Reduce or increase power on one engine only. That gives you a yard stick. If, for example, you are high pull left back one handle width. If that is too excessive increase it half a handle width, etc.
Thank you for these training video's you do. You mentioned long ago that it's a hard thing to put your foibles out there like this, but please know that it does give encouragement, to me at least, that this is really what learning looks and feels like. It's not always easy, but when you have a moment where it all clicks you know you've reached a good spot. Thanks again, and keep up the awesome job you do.
You could hear the prop sync with Bose A20s, both pilots. That is one thing that jumped out at me. I’m into details though. Congrats on earning the new ticket Steve. Enjoyed the video. Proud to be a Patreon supporter.👍🏻
Thanks for being a supporter and key advisor for so long Paul!
Really not a fan of this instructor. Maybe its just personality or something, but he just seems so disconnected. Like when steve asks a question the instructor says "that would be good" or something. Comes across as slightly sarcastic. I would love to see a video about your different instructors and what you liked and disliked about some of them. I feel like that is critical in the success of a person in flight training. This instructor worked well for you though, congrats on the rating!
Kevin and I get a long great, but yes, the connection between student and instructor is key. That said, this is not a good one to judge Kevin on - Did you see part one? That was our first flight together and he explained a lot more as it was initial training - this was our final pre test flight lesson and was meant to be minimal instruction with me mostly illustrating what I had learned.
woah! quick response, thanks Steve! I did see part 1 also ( I watch every one of your videos ;) ) I guess I just Preferred Dennis much more. He seemed to give much better answers to your questions immediately. Would still love to see a video on the subject from you. Love your work! thanks for the response
As a professional instructor you're suppose to meet the students needs meaning you may need to tailor your style to suit the student. That said not everybody gels. One of the best instructors I ever had was a former Hungarian Mig 21 pilot. He had a thick accent and was very abrupt. Not everyone liked it but he got the best out of me and I loved it. There's a little of his style in my own. As far as response to questions it depends on the students stage of training. When a student is far enough along to know better but they're still asking me if we were cleared for something I'll say something like "I don't know. Why don't you ask?". BTW congratulations on passing your milti Steve!
I was just going to comment on how much I liked this instructor. To each his own, I suppose!
Initially, I felt like I didn't like this instructor's style, but as the video went on, I found him to be fairly patient and succinct. Also, I felt the student to be just slightly argumentative at times and questioning the instructor's advice in critical moments. (Of course, the student was correct with the final objection regarding the throttle on very short final.) Otherwise, as the student, I'd save those questions for the debrief. As the instructor I would have grown increasingly frustrated throughout the flight due to this, but this instructor was rocksteady throughout. It's usually a sign of a stressed relationship to have the real-time constant second guessing of your instructor though. To a degree.
Love the videos. Multi-video 1 especially. Could be me (or any one of us watching) trying to keep up with it all. Multi-video 2, death grip on the yoke and later your hand was shaking from fatigue. We normally don't get to ride along in a real training environment. I love being smooth and comfortable in the aircraft, but it takes a while to get there in something new. I generally think everyone learns faster than I do. The Seneca videos in particular make me feel better. All are quite entertaining. Thanks.
Thanks for this detailed feedback - glad to hear you're seeing it for the authentic / immersive experience I am trying to share.
Wow Steve, I actually had butterflies during your approach 😲
Great video 😀
Nathan.
Love the return of the old school training videos as I fight this winter weather trying to find a day to get up! Nice job!
Great production as always. As an accomplished multi-engine pilot, I can attest that these videos help reinforce basic concepts and thus contribute to GA flight safety. Thank you and your MEI too.
Congratulations on your multi engine rating! We completed the aero course together not to long ago, it was awesome meeting you man. I just passed my multi as well on same aircraft and believe it or not got the exact mark!
Thanks - and yeah Aerocourse was solid... But timing was bad for me - It was right in the thick of my prepping for the multi ride and I couldn't focus on instrument studying... So I lost momentum and now it's been over a month so I am once again foggy in the material for the INRAT. So frustrated with my lack of ability to get prepared for that instrument written test.
What amazes me in the several videos I have seen so far, are the teachers!! They are full of passion and realle the best of teachers! In his case, that's a good idea ;)
I am glad I watch this, I don't think I would ever get to fly in a multi-engine or a single engine again, maybe sometime in the future I will get to. This is a REALLY GOOD video, I hope you will never lose a engine OR have anything to go wrong, I do hope you will practice sometimes just in case. 🛩🛩🛫🛫
Holy crap, at 4:10 you were in such a rush that you almost canned your own engine.
That magneto cover is supposed to spring closed to prevent that exact thing from happening, but the spring appears broken.
Other than that, great video and congrats.
Wow, i have flown the Be-76 and the seneca by far the seneca was the most complex and difficult to land aircraft but it was also the aircraft that i had the most fun ! Congratulations on your checkride i think the pre chekride sensation will never go lol.
Top-notch video as always! For the next few months I am working on getting my muli-engine and instrument ratings so I can always appreciate and relate to these types of videos. And greetings from New Zealand!
I have been trying to get mine done for 8 months. Weather… airplanes breaking… schedules… this is my past hoop before airline applications. I want it done so badly!
You'll get it!
Thank you for showing these videos, it is so important for those that want to follow in your footsteps.
Great job on the flight Steve, good luck on your checkride!
Wow! This just made me reflect on a recent multi engine training course I took. I noticed you guys did simulated engine failure after takeoff at 4500. I also noticed he told you what was going to happen. I had an instructor pull an engine on me at 400 feet AGL right after takeoff with no warning. No preflight briefing, no procedural briefing. I understand it was for a commercial multi add on, but there are certainly new concepts to wrap your head around in a multi engine plane (operating the second engine is one of them). I left that environment and went to another school. I felt there were certain assumptions and biases placed upon me as the student at that school because of my prior ratings. Have you ever experienced that?
The last time someone tried that in Calgary, a Seneca crashed killing the instructor and student. It's crazy dangerous to do at a low altitude, even if the student expects it.
@@devonopdendries7722 and that Instructor was my friend :(
Thanks Steve !
That's a Big deal those Twins...
Great video
This instructor lived up to maintaining standards as he should.Flight Chops did better than I. LOL
Love that instructor... Very concise and direct
Very good episode with great editing. Brings back memories!
Great video. Reminded me of my twin training. The twin I liked flying was the Cessna Skymaster but now I'm staying with single engine aircraft. Safe flying for 2018
Look at that grin! That man knows he came in real smooove with that landing. Hahah great vid.
Oh, and of course congrats on the passed exam and a great new year for you!
Loved the return to these videos :) This one stressed me out just watching it. Awesome job btw. It was nice to know that some instruction still exists even when you are at this phase. IFR TIME!!
I like you, you are very humble; showing good and bad.
Friendly Feedback Appreciated!
I try to share the learning moments for sure.
Great vid. Love your dog and kid. Too cute. Thanks.
This videos helps a lot! I am in the process of my ME training.
Glad to help
Thanks for sharing this video,i am almost to taking my checkride
Best of luck!
I failed my commercial checkride because of clearing turns. Dont forget clearing turns. re checked today and passed though.
Nice video, and being a flight student myself, somehow makes me wonder if I will make it thru the actual exam sometime. Looks like so many things to watch out for while keep flying the plane. Woah. But maybe I just feel this way, because I'm still at the very beginning learning single engine PPL-A.
Pipers (complex) are good for mushing during clean stalls. They tend not to wanna
Cherokees just mush during stalls too. No wing drops like a 172.
Wow, this video is only 9 hours old and there are already 7285 views. I guess I am far from the only one who thinks you're putting out great videos Steve, and look forward to your next one.
Great video, quite a high workload! Looking forward to trying it out myself soon
Wow - that's some kind of drill...felt really intense, even by only watching it.
awesome video! btw, some seneca's have prop sync's which help you with the rpm setting for both engines, just be careful not to switch it on during take off's and landings.
Congrats on the multi-engine, truly inspiring!
I did my MEL checkride at Palatka in Florida. An uncontrolled airport. 3 hours of engine failures in the circuit was indeed a workout. Then we headed back to Northeast Regional for the ILS. I passed and indeed the feeling was fabulous.
11:55 "... and that's how you minimise your altitude loss". Interesting to note that this is now considered an outdated technique. (See FlightChops Feb 2020 videos on AQP). Training this way kept the muscle memory of holding some back pressure and recovering with (primarily) power. Stall recovery is all about reducing angle of attack - not holding ANY back pressure is critical to that, so the training and testing emphasis is now purely on regaining control - not of minimising altitude loss.
I think you have misinterpreted this. Notice the instruction to lower the nose first, then add power, in that order. In this aircraft, pushing the yoke forward to the neutral position results in quite a large nose down attitude. Minimizing altitude loss is also a performance criterion for the multi-engine class rating in Canada:
TP 219 - Flight Test Guide - Multi-Engine Class Rating - Aeroplane
Assessment will be based on the candidate’s competence to:
- enter a stall;
- smoothly recover using control applications in the correct sequence by promptly reducing the angle of attack to break the stall and leveling the wings;
- avoid a secondary stall and add power as required to minimize the loss of altitude;
- establish an attitude to return to the altitude, heading and airspeed specified by the examiner.
@@kevinbrighton6771 The change to the emphasis on recovery has been growing over the last 15 years or so - and some of the testing standards are yet to catch up. See this training accident:
""This [Merlin] accident highlights the need for a change in the current training on initial stall-recovery techniques," said SHT, "especially the focus on minimum loss of altitude at the expense of breaking the stall by lowering the nose and thus reducing the angle of attack.""
www.flightglobal.com/fatal-merlin-crash-puts-spotlight-back-on-stall-recovery/103334.article
@@amcconnell6730 Yes I am aware of that, which is why I told Steve to lower the nose first.
@@kevinbrighton6771 I didn't realise you were the instructor in the vid. :) For what it's worth, that is exactly how I used to teach as well - and now I don't teach, I just fly the line. :)
Love all your stuff Steve. I've missed episodes like this! :-)
Another nicely done video. I may have missed it but did you get your Multi check ride completed? Welcome to the world of twin flying!
Great video, I’m starting my MEP soon and this really helped!
Awesome!
Think you could grip that yoke any harder😂
•Try a “light touch” next time you fly. You’ll be amazed how much better you fly.
Great job Steve!
Thanks!
Good job! I definitely sensed the pressure - that was an intense flight!
I find the instructor quite to the point. To me he was more looking to see where the student was at because he was due for his check ride. Normally at this point students need to show deep rooted muscle with the flows and procedures. The student on the other hand was struggling a bit and if you ask me I would recommend 1 more session before he goes up for his check ride. once a student holds a "death grip" on the controls you know they are not comfortable yet with everything.
Hey flight chops! Long time viewer, wish you posted daily, anyways I’m a PPL on my way to CPL/multi/IFR! Training near Belleville Ontario! Would love to meet you one day, keep posting amazing content!
Congratulations Chops👏
If your wing stalls at, say 18°, it will start flying again at 17°, a tiny reduction in angle of attack. No need for a large adjustment.
Except you bleed off forward speed pretty quick in a stall... keep in mind pitch does not equal angle of attack.
Good job! Your Hasel is actually a bit different from what I am used to which is A for Airframe (e.g. Clean) and then a double L for Lookout and Location
Jesus, that was stressful. I feel like it would take forever to get enough flight hours with instructor to even begin to feel comfortable. I'm going to have to watch this thirty more times to get my nerves shook out.
:)
Great episode dude, really great training experience. Thanks for sharing.
I've been in the same boat with ppl. Did the oral, but had to discontinue due to weather. Rescheduled due to weather 2 more times. Monday now!
Im in same boat... BC Weather has precip for next weeks
I felt your pain 2 years ago. BC weather this time of year is often horrible, more so around Vancouver. I was weathered out 3 times, the last being the most painful. First light as I got up I'm greeted by clear blue skies. Somewhere between getting up and driving most of the way to the airport the fog rolled in. It eventually cleared up, as it will for you guys! Good luck with your flight tests.
Another great video, although I would have liked one camera outside and forward facing so that we could see the changes in pitch and where the horizon was and should have been.
Yup, I was wishing I had that when editing... I shot this first and foremost for debriefing and was more concerned with the interior / panel angles... But from a film making stand point an exterior shot would have been nice.
Very nice, reminds me of my multi time
As I have said before i know the stress of airlines check rides in airlines are the worst thing a captain can face every flight! It took sully many check rides before the ditching and Denny fitch had many before United 232! ( ps I was trying to motivate you!)
Thank you for this video. Currently studying for my Commercial multi check ride. Trying to re-schedule it after four cancelations 😑
Nice video, great content!
What a handful
Great video! You second-guess yourself a lot, though.
That's how I roll.
looked like a stiff crossy over the numbers. nice job saving the side load there at the end!
Congratulations !!!
Intense! Thanks for posting this!
That looks nerve wracking, I hope I handle it as well as you did.
Just remember, the Seneca is a VERY forgiving airplane, and always remember when to push and pull your prop levers.
And, no, the Pre-Check Ride Butterflies never go away.
Make sure you get plenty of sleep.
Not when folks drop it in full flap. Most common breakage the nose gear.
Great video. I felt your anxiety. You misspelled ‘ precautionary ‘ on engine failure segment.
Thanks. And I suck at speeling
Great video. Sure working hard there!
Nice Job. I'm gonna be doing this in a week or two.
Congratulations
Top notch video :) as always
Great job! Congrats!
Hi, I’m actually concerned about the differences in training between your video and what we do here in Poland. In my case, while stalling in landing configuration first thing I do is to simultaneously pitch down, retract LG, flaps to 0 degrees and then i add the power. I’ve been told to reduce the drag first so i will recover faster and higher, also adding power in stall will add to torque effect. Correct me if Im wrong somehow?
Always fly the plane before getting immersed in the check list.
Great Steve, I have seen myself today in the very same plane with the very same instructor :). I will ask him tomorrow why he did not tell me about this video :).
Maybe Kevin doesn't want his trade secrets out? Too late! :)