Yeah, it's brilliant hearing them always chatting about where they could land if need be at the start. Really important to think about that in winds. Also good that the student is thinking about how the pattern flying of otehr planes is affecting his decision making and the possible consequences.
Not sure how I feel about the landing technique the instructor is teaching. He keeps power in for too long, and ends up using half the runway to bleed it off. Everyone flies a bit differently, but I personally go power to idle once I know the runway is made and try to touch down by the 1000 foot markers. Gives much more room if you need to stop quickly or go around.
Idle once runway is made works fine... power is a tool you can use to land it’s not one you have to use. I teach short field landing technique In the next stage. These are just normal landings and I encourage minimal breaking and using aerodynamic breaking and energy management to exit at the midfield taxiway as it lessens wear and tear on the aircrafts tires/breaks. Thanks for watching ! I’ll try to get a short field / soft field video up at some point.
The instructors comment about focusing on the landing 4:46 (after the aircraft had touched down) is very good.... the student was commenting about other steps... wait till you are clear of the runway, because technically you are still flying the aircraft.
Fly more! You’ll be confident in no time ...then make sure your not overconfident (which is maybe more dangerous). Pretty much all I do is spout out what the Airplane Flying Handbook says while the student does all the work. Thanks for watching and for the compliment!
The student's situational awareness in the traffic pattern is impressive. You can tell he is modeling his instructor's good habit of thinking and talking through everything.
It was neat to see him do his own radio calls too - was this his first time doing landings? The first time I did landings it was all I could do to concentrate on the flying part.
As a new pilot, flying by yourself, you have to talk to yourself as this instructor is talking to this guy. Adjusting flaps and speed, looking for visual indicators regarding wind, looking for air traffic in the vicinity, and a half dozen other things all going on at once. Lots of work! You really have to know what to do and why you're doing it. Pretty good video. 👍
Thanks ! I get quieter the more the student talks. The less I talk the happier everyone is lol. I still talk myself through the checklist as I fly around solo. Thanks for watching and the great comment !
This gave me so much information. I only had two lessons and had to change CFI's because he was always late and the second lesson gave me so much anxiety because he was over half an hour late and i felt unprepared and rushed due his next lesson 20 mins before the end of my hour. Moving to an aero club closer to home but where it's a private club and the instructors all get high appraisal. Third lesson overall tomorrow and first with my new instructor :) Wish me luck
Nice vid! This is a different kind of circuit to what I learned. You're turning at 700ft agl, staying a lot tighter then you descend much more steeply and land much further down the runway. Interesting. You have a lot more vertical speed in that last segment too. At 30:07 I thought it looked about right but you guys judged it low. I like the rainy day flying too!
I am sitting at home 11pm in England watching this and I am scared to death. Piloting looks real real hard and I am so glad you other guys and gals are doing it and doing it so well. So thanks to all you pilots.
This is a great video. It really demonstrates how “power for altitude” is more like “power for energy.” There were a couple of parts where he had to manually re adjust the nose after the power change to maintain his speed. Looked great man!
Well. Good. For You.... ;) haha jk seriously that’s awesome! I really really want to fly :( But Covid and having a Child makes it next to impossible to afford my PPL
I just got into a Commercial Aviation course. I start next year. This type of Video is awesome, great for extra knowledge, awareness and confidence going into it. I have done an introductory flight and loved it(reason why I'm now in the course) I'll be in a Piper but still this was fun informative watch :)
Notinserviceij , I learned in a Piper warrior and it’s not all that different. Make sure to at least pretend to use rudder in the piper it hardly needs any and can really show up when you transition to other aircraft. Good luck and blue sky’s !
@@NEROAviation Thats awesome! haha I'll keep that in mind. X-Plane 11 may come in handy after all. Thanks for the advice, I'm sure I'll be back for more advice and to watch more of your content over my journey. May even upload my own. Thanks again :)
I am curious as to why full stop landings versus touch and goes? I like instructor's teaching style, seems like the kind of person I would be comfortable flying with.
I find that beginning students have better landings if they aren’t worried/thinking about the takeoff. Try watching at your local airport... I’m guessing you might see crappy landing then a crappy takeoff over and over again. Most of the good landings are full stop it seems like ( if you see any lol). Thanks for watching!
I just started learning landings and at a smaller airport like the one shown, or Enumclaw, if there is not a long wait, then for me personally at least I prefer it as it it just more reps in terms of getting the aircraft configured after landing, which lights I have to change, taxing practice, radio calls, and yet more practice for my takeoffs and learning the pattern. My $.02 anyway, YMMV.
Nice landings but for my taste they're too high. Nothing's etched in stone but I normally carry 70kts if there's a xwind or gust with minimal flaps. I notice a lot of instructors insist on teaching flaps flaps flaps on every landing. It's actually good to practice on days with xwinds and learn how to use minimal flaps. Gives less surface area and better control especially if you're slipping the landing. Overall good instructor though.
Carb heat should go back to cold at about 250-300 feet so you have max power available if you need to go around. It,s also good to do down wind checks including undercarriage even though cessna have fixed under carriage so it's routine when you move up to complex aircraft.
When it comes to carb heat I default to whatever the POH says. Cessna did a nice job of putting the carb heat in an easy to reach position for the go around. A GUMPS check isn’t a bad idea to get in the habit of using. I use the before landing checklist when returning to the pattern and I teach a T check but I don’t require students to use it for pattern work. Thanks for the suggestions / observations. I like the idea of incorporating the GUMPS check in Private Pilot training
Thanks for watching !!! The instruments look reasonably normal to me. Instruments are usually a bit behind ( lag) what the plane is actually doing. The horizon is also hard to make out as it was a low vis day. This is not a plane we use for IFR though. I wasn’t really paying attention to the instruments though as I don’t use them much in the pattern other than for airspeed and altitude checks. We do go through a fair amount of attitude indicators at the school though. The compass in the aircraft is junk and we will swap it out as soon as it breaks.
Thank you so much for posting this video. I gotten a lot out of it. Very educational in learning how to fly and land an Cessna 172. And have encourage me in pursuit of obtaining my PPL sometime very soon. So Cool.
Wow I wish he could have been my flight instructor! Mine were just time Builders working their way towards a corporate job with the airlines. they weren't really cut out personality-wise to be teachers.
I learned from a military instructor. He pushed both me and the plane to the limits. He would argue with ATC when needed and had a great attitude towards flying. His attitude was "im the one in the pilot seat, not ATC" if they ask you to do something that is beyond you or the planes capabilities just say "UNABLE" and let them figure out what to do. Yet when flying into a VERY busy airport in NY, we were just about over the numbers, the ATC told us to keep speed up as we had a A320 eating our rudder. He said if we could take a different runway or go around that would be better. He told ATC he would take another runway to land, stood on the rudder, and turned almost 90° to land on another runway. (winds were calm) I thought the wingtips were gonna eat dirt. The tower thanked him and immediately cleared the A320 to land. During flying he would pull the engine to idle and say "engine quit, what do you do?" If I said "ahhh" he would interrupt me and yell "Your dead! Never think! Just DO, during an emergency. Aviate, navigate, and communicate in that order" We would constantly review emergency procedures water landings, mountain landings, highway landings etc. I was always prepared for an emergency if various types. Once i took off a d i heard a loud bang followed by tremendous noise and clanging from the engine. He was in the right seat and told me "tell the tower we are coming back, I got the plane" I suggested to shut off the engine for fear of fire of it blowing up. He yelled at me "Never shut the engine off unless its on fire or peices are flying off it" when we landed CFR came out to meet us, followed us to the ramp, we shut down and a mechanic investigated and discovered the exhaust manifold gasket blew out causing the bang and loud noise. The clanging was the manifild rattling. It was scary
Yeah military trains hard and fast it’s amazing how few hours some of their pilots have! I can’t imagine being that driven and squared away when I was in my 20s ... much less now.
Ripcord! Thanks for watching ! Time building is the sad truth of flight instruction. It’s the blind leading the blind a lot of times. On a positive note there are lots of great instructors out there you just have to search a bit sometimes. When your a instructor you can go out of your way to make sure your students have a better experience.
@@NEROAviation my instructor was in his 40s not a kid. I remember with 3 hours under my belt I was coming in for a landing and I was all ovee the sky. We were about 100' off the deck and I said "you take it, i cant land this" he sat there with his arms folded and said "you better land it, or we're going to die". He was very calm and cool
Well, it can also depend on your learning style, age, etc. I'm an auditory learner and a bit older than most who start flying, so I like the chatter myself, but I can see for others it may be too much. Also, fwiw, I've watched a bunch of videos for people practicing landings and this seems normal? ::shrugs::
I personally prefer Carb Heat Cold on Final approach to give me that extra oomph incase a Go Around is neccesary. Great video and nice touchdowns on the Centreline there.
Really nice landings. Always nice to watch others landing. I have never seen the trick using some throttle in the flare / ground effect. I have been using some throttle myself if the planes balloons a little, if the runway is long enough :-)
Steen Pedersen, throttle is a tool just don’t put your self in a position that you need throttle for a safe landing otherwise it’s worth experimenting with a bit. Thanks for Watching !
As I watch this video I’m praying that I get to attend class this coming quarter. Yes a great school to fly at. I was having some issues with medical, but I think it’s is all taken care of and now just waiting for medical very in the mail. Got all signatures except medical and head instructor. Fingers crossed and a great video on landing and pattern altitude I only have sim time. But most is at KPLU and cannot wait to do it for real. Thank you for the video.
Tyrease Phillips! Cool sounds like your well on your way! I’ll be back instructing for the fall quarter so I’ll see you around! Maybe even get a few flights with you!
Can you exit the left traffic pattern to the right on your down wind and re enter it after those other crazies finished their extended down wind? Kinda do a quick holding pattern abeam the runway? That way if you did have an emergency you could glide in for a short base to finally and still make the runway?
That is an option but it also puts you in the way of traffic entering the pattern. Sometimes /most times they don’t stop being crazy, lol. It’s common for people to fly a super wide and long pattern ( I don’t get it ). Your going to find yourself in the positron we were and after a while you just learn to adjust as best you can. Exiting the pattern puts us in a position where we can’t reach the runway so it’s about the same. I usually climb as I exit the pattern and loop back to minimize my chances of interfering with other traffic. I usually don’t exit the pattern unless someone is being extra crazy and I feel like there is a collision hazard.
Nice instructor for sure! But, it is an quite comfortable field to land on ! If you were in Belgium, for instance, with a grass airfield of 600m - so only 1960 feet - you REALLY have to touch down ON the threshold ! Otherwise... guess what would happen ! So, keeping the aircraft on low power and providing more power if needed to increase altitude is a better way to handle short airfield !
Yeah I wish the school let us practice on some tougher runways occasionally... but they are all about risk mitigation ( rightly so ). We have a few runways around that would make you feel right at home 1800ft , grass and even trees 🌲.
Excellent. Smooth landing as a beginner as well as thanks to Instructor !!! I found a handle at left side of the throttle. Would you please tale me what's the function of it, how it works?
The black control to the left of the throttle is the carburetor heat... this is an older carbureted Cessna. Any time you reduce power to below the green arc it’s suggested you use carburetor heat.
We are referencing actual wind aloft out of the southwest on that particular flight. As we made the upwind to crosswind turn it wanted to roll us over as it gets under the wing. But in the case of the base to final turn where the student mentioned it he is dropping the wing into the wind which is striking the top of the wings and won’t really cause much of an issue. We weren’t talking about lift but the prevailing wind (not to be confused with the relative wind). Is that what you were thinking we were talking about? Or do I still have required reading Lol. I’ll check out the book Stick and Rudder either way! Barry Schiff “the proficient pilot” is pretty good read also. (it’s a available from the library sometimes). Totally unrelated just a good pilot book to read.
@@NEROAviation The reading is still required! I probably can't do it justice but main concept S&R conveys regarding "wind" is that you are in it and don't know which way it is blowing over the ground. This is the important concept even though there are some minor exceptions for gusts and eddies within the air mass. Stick and Rudder, Chapter 6, page 87 is where the information begins!!
Great video and great, instructor and attitude! Curious- do you not teach your students to use trim during landings, just rely on forward/back pressure on the yoke? Haven't flown a 172 in years, and the last ones I flew all had the manual trim wheel between your legs (manual flaps too) but we were always taught to trim them on landing. Anyway, Cheers!
I teach to trim “as needed” ...I show them they can but let each student decide how much they want to use it . The pressure on the yoke is not all that different than level flight once you have full flaps and power at about 1100 rpm on final approach in a 172. Trim is a great tool and I use it more in other aircraft. Thanks for watching and the great question ! I don’t use trim enough ...good catch.
Why are some pilots so eager to trim? Especially Cherokee pilots with the overhead handle....Geez. Trim for straight and level cruise flight and then use the yolk as God intended for everything else. Is the extra pressure on the yolk so bothersome? I just don't get it.
Sweet ! Have fun ! It’s one of my favorite parts of instructing.... although the pattern can get pretty repetitive after the third student of the day, lol. Good luck !
Interesting the carb heat stays on for landing. At least where I fly in both Piper and Cessna we always go carb cold short final to get max rpm in the event of a go around
The carb heat through landing is how I was trained. It'll prevent condensation in the carb barrel which if enough accumulated and you had to push in the throttle quick could cause a no combustion situation when you need the power. I suppose if you live where it's low humidity all the time it wouldn't be a problem but in Florida humidity condenses fast in a cold carb.
I leave carb heat on through landing also... although seems like everyone else puts it back to cold for landing. How long does it take for carb ice to form? If I have it back to cold for landing and it iced up I have zero power at worst case. If I have it on hot for landing and I go around at worst I lose 300 rpm if I forget to push it forward. Do what ever your manual says ( Cessna 172 ) carb heat off happens after landing. It’s just after full power on the go around. Best advice is to not be in a position where your dependent on power coming back on once you pull it out.
@@NEROAviation Been a while since i ran through the 172 landing and go around check list , but I think you have it correct. On go around : full power , carb heat off, reduce flaps as speed is gained.
Thx for this video from a french pilot (PPL). Most of my flights on cessna 150/152 during my training. Now having more than 5 hours on 172 and still working on my landings and many other pilots told me about this method to add some power during the flare....
Thanks for watching ! Power is just an extra tool to use ... if your floating down the runway smoothly bring it out as you add back pressure. You’ll find the sweet spot between too much and too little power I just soloed the student from the video and he did a great. job!
Amazing video. 2 questions: 1. Why do you add flaps when you still have power in? I mean you could start by reducing power and then Add flaps? 2. ISome recommends doing most landings power off (so glidepath is adjusted by flaps) so be ready for an emergency landing, what do you think about?
Once the power comes out don’t expect it to come back in. I reduce power to 1500 rpm abeam the numbers and leave it until flaps are all in and I’m on final with the runway made. If I’m high I reduce power. If I’m low I leave power in until I have the runway made. For each notch of flaps I decide first if I can make the runway if my engine dies. If you chop power out and then put in flaps and find yourself low and try adding power and it doesn’t power up your in a bad spot. If I have power at 1500 and my engine dies I just pitch for best glide and land it adding flaps if I need/want them. Try not to ever be in a position where you need more power to make the runway. Hope that makes sense... it’s easy to explain when flying. If they need to add power on final they put in flaps too early. Great question hope I answered it!
@@NEROAviation Thanks for the answer. I really like the concept of adding flaps as needed, using them as a tool. But it would seem that if that was comined with power off approaches, you would really be proficient in landing without engine (if that was your normal). If you adjust your glidepath with flaps, based on having 1500' rpm, wouldn't that mean that you would not reach the runway if the engine quit? Even though I'm mainly flying 1500' grass strips (C172 S), I like the idea of softening the touch down with a little power. How often do you practice power off approaches? Once again, thank you for your videos, it is really outstanding. Great instruction right there! Best Regards, Kenneth from Denmark.
We do short field approaches (power out ) all the time.... basically for that you have flaps at full, power at 1500, and hold 60kts until you get the sight picture you want ( it changes with wind velocity). When you get the sight pic you want you pull the power and pitch down to hold 60kts. If your set up the same each time. You can learn to judge the sight pic and hit exactly where you want since your always set up the same and just have to judge the wind. I personally aim a little short and just drag it in with power at the very end (be careful with that though as it can get you on the back side of the power curve and drop out fast leaving you short) Power is just a tool. I use it when I need it but I try not to ever rely on it. I try to always be within gliding distance of the runway when I’m in the pattern. That’s how I decide to add the next notch of flaps. I mentally ask “if my engine dies and I lose my 1500rpm could I make it”.... yes = more flaps. Have fun on those 1500ft grass field! My current land based 172 is a dog and I’m glad I don’t have to worry about short field. I use power even more in the seaplane. I have to drag it under the normal landing pattern since our seaplane base is co located at a busy airport.
I was taught like this video to use flaps as needed. Other pilots have told me this is wrong, and that you should always add 1 notch on downwind, 2nd notch on base, and 3rd notch on final???
“As needed” ...Putting thought into when flaps are needed and use them accordingly is of course the right answer! I think the fact you decide when to use flaps pretty much wins the argument. There are lots of reasons to use flaps as needed instead of just adding them automatically. Keep flying smart! We may get a few haters arguing the thinking method and saying we “need” flaps on base but the argument is pretty weak.
Indeed, I was taught to use flaps differently : 1 notch on downwind, 2nd notch in final and usually that's it, unless the 3rd notch in final. This interest is that when the aircraft is correctly trimmed, you just have to reduce throttle to start a perfect descent at 400 ft/min
Yes, that’s the stall horn. When we land we are transitioning from flying to stalled in a controlled and safe manner. We are landing at a slow airspeed with fairly high pitch attitude. If your landing without a stall horn sounding your landing with excessive speed in most cases. Pitch for takeoff is very similar to pitch for landing. In both instances the plane is in transition from either flight to stalled or stalled to flight. Makes you wonder why we don’t hear the stall horn more often. Thanks for watching! And the great comment!
Beginner here, no flight time, just learning basics. I watched some videos on altimeter reading, setting and the different types of altitudes, the science...but i don't get why? Isn't it possible to know the altitude via GPS, or bouncing radar or sonar or something off the ground? Like an instrument that changes on its own, for any and constantly updates you? I'm figuring that since everything in aviation seems to orbit around safety and the minimizing of risks, there is a good reason.
Don’t over think it ... lol. 1. A simple mechanical altimeter is cheap ( relatively ), robust , and accurate enough. 2. Solar flares, EMP or a dead battery not effecting your required flight instruments can be reassuring. 3. Not all planes have electrical power to run a GPS/ advance avionics. 4. New planes and new avionics are crazy expensive so a lot of the general aviation planes you see flying around are 20-50 years old. In the end though your looking out the window when you land so a perfect altitude is really not that important (in most situations). Great question, thanks for watching! Hopefully I gave you enough of an answer to satisfy most of your curiosity. There are other factors as well but in the end it’s cost , weight and if it works good enough most of the time. “If it’s not broke, don’t fix it” is an aviation standard lol.
Most of the tried and true technology is from 100 years ago, and even modern avionics is fairly recent. Radar altimeters have been around for a while, but for GA aircraft its expensive and - worse - adds weight (we are flying "light" aircraft). GPS is actually very very recent; when I got my license the network was planned but not close to operational; and was intended to be restricted to the military. - and I'm not a grandfather lol. (Minor aside - it is stunning how much has changed, even over the last 10-15 years). Most of the GA fleet is a lot older than that. Another reason, entirely related to safety, is redundancy. Barometric altimeters don't need electricity, so when the power fails, you still have an analog instrument that will get you down. There's an AOPA video around on TH-cam about a guy who lost all his power in IMC (over Paris, Texas). If his altitude instruments required electricity, that guy wouldn't be alive today. Even for land nav, I teach all my guys map and compass way before we ever get to the GPS.
Nice video! I’m in my third lesson and can feel exactly like if I was flying! Just a question, how and where did you hook up your GoPro? Your angle is the best I’ve seen for a Cessna 172.
Eduardo , I hang it from the front windshield on the copilot side so I don’t bug the student ( I would like to have it on their side ). I try to put it just below my eye level and slightly between us so it’s doesn’t block my or the students view. I’m also finding I like to point the camera down a bit so you can see the full yoke movement as it makes for a better video I think . Thanks for watching! The GoPro 7 is awesome for flight and has handled most micro vibration . I have only had a couple minutes of unusable video on take off. Good luck filming your flights it’s cool to have the memory’s and the video ! If you have an older GoPro a suction cup on the Rosen visors ((if installed ) ( tinted see through visor )) can smooth out the vibration and give good video.
NERO AVIATION, Wow! This is the most prompt answer ever! You’ve got a new subscriber. Thanks for the tips on where to hang GoPro and congrats for the videos.
I use a Joby mount with the GoPro 7 inverted. The audio is a lapel mic with the go pro adapter. I put the mic inside my headset ear cup. Normally I use 1080p and 120 or 60 frames per second. I try to use 24 frames but it never works well. Also a filter is important Nd4 works usually.
No problem! I attach the go pro to the center of the windshield right up at the top edge. If you have Rosen visors installed ( the sun shades you can look through ) they make the best place to mount your camera as it will absorbe some of the vibration and makes for a sharper video.
I've never been inside Cessna 172 but why does the compass in the middle of the screen shows different heading than the compass on the left side below artificial horizon?
The heading indicator is directly below the attitude indicator and it needs to be set to the compass every 15mins or so to stay accurate . The compass is also going to have compass errors as you fly the pattern. About the only time the compass works perfect is in straight and level unaccelerated flight. So if it’s not matching up on the downwind leg ... we didn’t set it before takeoff which is possible as we were only doing pattern so we wouldn’t be using it much. I personally like to have the heading indicator line up/match the runway heading as I pull out on the runway at least on the first takeoff and landing.
The heading indicator is a gyro and is not affected by g-forces. The compass is affected by g-forces, which leads to temporary compass errors during turns. Note that the compass eventually corresponds with the heading indicator once the turn is complete.
Thanks! Trying to make my flying “clean” is how I improve my own flying. “Clean flying” is a great description for what we are trying to achieve... I might have to borrow that. Thanks again !
At 16:56 and a couple other places you mentioned concern for angle of bank in turns esp if slow, due to gusting and cross winds, is this due to concern for entering a stall or/and spin at low altitude due omto lift suddenly decreasing under the wing thats into the wind? I'm a non pilot (overstating the obvious lol) inlt had a few lessons many moons ago. I really enjoyed watching this video, the instruction very cslm and excellent and the student did excellent I thought. Landings would always be my favorite part!
So for normal pattern work I try to keep angle of bank at about 30 degrees. More than 30 degrees and you get over banking tendency’s and the plane wants to descend and keep banking. Less than 30 and you may not even need rudder and will reinforce bad habits (not using rudder) . Gusty conditions can also make more than 30 a little too exciting as the plane try’s to roll over to 60 degrees which is the maximum for a Cessna 172. It also make for a nice looking pattern with nice defined turns. Wind will change angle of bank and how far we turn as we have to compensate but in calm winds I aim for 30 degrees. Good question ... but not super easy to answer. Hopefully my answer is logical. If a flight student asked I would have him try 10, 20 , 30, 40 degree turns and most people would prefer the 30 degree bank. Thanks for watching and if you get out and fly give it a try!
@Américo Thanks for the positive encouragement Américo!!! Would be nice but I'm retired and not rich, and focusing on getting things paid off so my wife can retire too. Maybe someday but still fun to watch, the sky has always been my dream, but life gets in the way if you let it.
@Américo Thank you for your kind words and encouragement Américo! Congratulations to you on succeeding in coming so far to earning your dreams of a better life for you and your family! I am happy you have been successful!! You deserve to be where you are you worked hard to earn it and I hope life continues to fulfill your dreams of happiness for you and your family!
That landing was the definition of perfection. I couldn't even tell the wheels had made contact with the surface. Well done!
Same here.. butter. I was like wait, he's down?
There I was waiting, hanging on for the touch down and it never seemed to happen.
The landing was that damn smooth. Incredible.
Money 💰 ... I then tell my students let’s see that again and it always goes to 💩. Lol
@@NEROAviation some time it does
Yes i was too waiting for the landing jerk.....but his experience tricked us🤣🤣🤣
Nice flying. You have a great instructor there. He's transferring his knowledge but also his experience to you. Nice student teacher relationship.
Makes it easy when I have great students!
Yeah, it's brilliant hearing them always chatting about where they could land if need be at the start. Really important to think about that in winds. Also good that the student is thinking about how the pattern flying of otehr planes is affecting his decision making and the possible consequences.
mjudec ewft
@@NEROAviation .....How can I become your student?
@@urbancommute5239 I have the same question. I'm in Spokane, WA
i couldn’t even tell you landed on that first one really good job keep flying
Yea that first landing was nice!
I know right there was no bumps or anything
That is one of the best camera locations I have ever seen..real nice video makes you feel like your in the cockpit riding along.
Not sure how I feel about the landing technique the instructor is teaching. He keeps power in for too long, and ends up using half the runway to bleed it off. Everyone flies a bit differently, but I personally go power to idle once I know the runway is made and try to touch down by the 1000 foot markers. Gives much more room if you need to stop quickly or go around.
That's how I was taught too. Idle once the runway is made.
Idle once runway is made works fine... power is a tool you can use to land it’s not one you have to use.
I teach short field landing technique In the next stage. These are just normal landings and I encourage minimal breaking and using aerodynamic breaking and energy management to exit at the midfield taxiway as it lessens wear and tear on the aircrafts tires/breaks.
Thanks for watching ! I’ll try to get a short field / soft field video up at some point.
after he learns what is it to land, then he can try yours, which is more efficient/safe, but hard to learn.
Seems like keeping some power in was a good move, considering the gusts that day....
Christopher Michaelson a little power during gusts for sure but they had way to much. Gusty day or not no reason to float halfway down the runway
Danm that was a smooth landing, didn’t even see it make contact with the runway
That is how everyone should be taught, land with power. I have Been preaching that for ever.
One shall not flare with his pitch, but with his throttle.
Bro they been teaching me wrong I knew to land with power sometime 1500 rpm not enough
The instructors comment about focusing on the landing 4:46 (after the aircraft had touched down) is very good.... the student was commenting about other steps... wait till you are clear of the runway, because technically you are still flying the aircraft.
Yep! A lot of accidents happen after the plane touches down, stay frosty!
If only I could feel as confident as this instructor sounds. Respect to you CFI.
Fly more! You’ll be confident in no time ...then make sure your not overconfident (which is maybe more dangerous). Pretty much all I do is spout out what the Airplane Flying Handbook says while the student does all the work.
Thanks for watching and for the compliment!
This has been one of the best videos i've seen!! Great work!!
Thanks !!!
The student's situational awareness in the traffic pattern is impressive. You can tell he is modeling his instructor's good habit of thinking and talking through everything.
Thanks! He was an easy student! Almost always a student saying what their doing instantly improves their flying.
It was neat to see him do his own radio calls too - was this his first time doing landings? The first time I did landings it was all I could do to concentrate on the flying part.
Best instructor I've never ever seen before and his student feel in confidence for great learning,in conclusion this is a best pilot maker
As a new pilot, flying by yourself, you have to talk to yourself as this instructor is talking to this guy. Adjusting flaps and speed, looking for visual indicators regarding wind, looking for air traffic in the vicinity, and a half dozen other things all going on at once. Lots of work! You really have to know what to do and why you're doing it.
Pretty good video. 👍
Thanks ! I get quieter the more the student talks. The less I talk the happier everyone is lol.
I still talk myself through the checklist as I fly around solo.
Thanks for watching and the great comment !
Fun to watch, several landings and takeoffs. Thanks for sharing.
This gave me so much information. I only had two lessons and had to change CFI's because he was always late and the second lesson gave me so much anxiety because he was over half an hour late and i felt unprepared and rushed due his next lesson 20 mins before the end of my hour. Moving to an aero club closer to home but where it's a private club and the instructors all get high appraisal. Third lesson overall tomorrow and first with my new instructor :) Wish me luck
How was the 3rd lesson?
Smart move and glad you did not waste your time/$$$ with him after the second lesson. Hopefully you have your license now.
Must say, that second landing was amazing
Very positive and calm CFI.. better than I had years ago!
Nicely done. This video brings back memories from when I was learning. Your communication with your instructor is great.
Thanks you for the video... learned a great deal and it was nice to see 5 landings all different in one video training session!
Nice vid! This is a different kind of circuit to what I learned. You're turning at 700ft agl, staying a lot tighter then you descend much more steeply and land much further down the runway. Interesting. You have a lot more vertical speed in that last segment too. At 30:07 I thought it looked about right but you guys judged it low. I like the rainy day flying too!
I like how this CFI keeps bringing up engine out possibilities.
Awesome i just keep watching till it soaks in . Lots of good info lifesaving stuff thanks for sharing 👍👍👍
Jesus that second landing I thought you were still in the air!
The instructor is great teacher, very clear and easy technique
Thanks for letting us fly along!
31:04
Landing
Thank-you very much for this video 📼 .
I am sitting at home 11pm in England watching this and I am scared to death. Piloting looks real real hard and I am so glad you other guys and gals are doing it and doing it so well. So thanks to all you pilots.
Flying is easy I think everyone should try at least once ! We do need passengers though, so thank you!
If I can do it, anyone can do it
This is a great video. It really demonstrates how “power for altitude” is more like “power for energy.” There were a couple of parts where he had to manually re adjust the nose after the power change to maintain his speed. Looked great man!
Nice landings! That first one seemed flawless!
“Fortune brings in some boats that are not steered.“ - William Shakespeare
Blind squirrel 🐿 🥜etc.
Oren is awesome.. A day with him and I was nailing landings and pattern speeds..
Well. Good. For You....
;) haha jk seriously that’s awesome! I really really want to fly :( But Covid and having a Child makes it next to impossible to afford my PPL
I just got into a Commercial Aviation course. I start next year. This type of Video is awesome, great for extra knowledge, awareness and confidence going into it. I have done an introductory flight and loved it(reason why I'm now in the course)
I'll be in a Piper but still this was fun informative watch :)
Notinserviceij , I learned in a Piper warrior and it’s not all that different. Make sure to at least pretend to use rudder in the piper it hardly needs any and can really show up when you transition to other aircraft. Good luck and blue sky’s !
@@NEROAviation Thats awesome! haha I'll keep that in mind. X-Plane 11 may come in handy after all. Thanks for the advice, I'm sure I'll be back for more advice and to watch more of your content over my journey.
May even upload my own.
Thanks again :)
5:47 clean transition. tripped me out lol
wow, nice land
lordquiles2, he is a super solid pilot and is now working on his instrument rating.
Very good pilot and teacher.
I am curious as to why full stop landings versus touch and goes? I like instructor's teaching style, seems like the kind of person I would be comfortable flying with.
I find that beginning students have better landings if they aren’t worried/thinking about the takeoff.
Try watching at your local airport... I’m guessing you might see crappy landing then a crappy takeoff over and over again. Most of the good landings are full stop it seems like ( if you see any lol).
Thanks for watching!
I just started learning landings and at a smaller airport like the one shown, or Enumclaw, if there is not a long wait, then for me personally at least I prefer it as it it just more reps in terms of getting the aircraft configured after landing, which lights I have to change, taxing practice, radio calls, and yet more practice for my takeoffs and learning the pattern. My $.02 anyway, YMMV.
Great video and love the communication from the Instructor! I'd love to have a teacher like that!!
Nice landings but for my taste they're too high. Nothing's etched in stone but I normally carry 70kts if there's a xwind or gust with minimal flaps.
I notice a lot of instructors insist on teaching flaps flaps flaps on every landing. It's actually good to practice on days with xwinds and learn how to use minimal flaps. Gives less surface area and better control especially if you're slipping the landing. Overall good instructor though.
Carb heat should go back to cold at about 250-300 feet so you have max power available if you need to go around. It,s also good to do down wind checks including undercarriage even though cessna have fixed under carriage so it's routine when you move up to complex aircraft.
When it comes to carb heat I default to whatever the POH says. Cessna did a nice job of putting the carb heat in an easy to reach position for the go around.
A GUMPS check isn’t a bad idea to get in the habit of using.
I use the before landing checklist when returning to the pattern and I teach a T check but I don’t require students to use it for pattern work.
Thanks for the suggestions / observations. I like the idea of incorporating the GUMPS check in Private Pilot training
Such a great instructional video!
I think this Cessna have failures on some needles on panel and also the artificial horizon dont function property on 27:57 isnt?
Thanks for watching !!! The instruments look reasonably normal to me. Instruments are usually a bit behind ( lag) what the plane is actually doing. The horizon is also hard to make out as it was a low vis day. This is not a plane we use for IFR though.
I wasn’t really paying attention to the instruments though as I don’t use them much in the pattern other than for airspeed and altitude checks.
We do go through a fair amount of attitude indicators at the school though. The compass in the aircraft is junk and we will swap it out as soon as it breaks.
Thank you so much for posting this video. I gotten a lot out of it. Very educational in learning how to fly and land an Cessna 172. And have encourage me in pursuit of obtaining my PPL sometime very soon. So Cool.
Ground track on final out window same each landing...slight lower on 3rd landing but you acknowledge on final
Great videos… is it possible to show close ups of rudder pedal and hand yoke controls in turns? Great instructor at Nero Aviation! Thx👍
Good student...great CFI.
Wow I wish he could have been my flight instructor! Mine were just time Builders working their way towards a corporate job with the airlines. they weren't really cut out personality-wise to be teachers.
I learned from a military instructor. He pushed both me and the plane to the limits. He would argue with ATC when needed and had a great attitude towards flying. His attitude was "im the one in the pilot seat, not ATC" if they ask you to do something that is beyond you or the planes capabilities just say "UNABLE" and let them figure out what to do. Yet when flying into a VERY busy airport in NY, we were just about over the numbers, the ATC told us to keep speed up as we had a A320 eating our rudder. He said if we could take a different runway or go around that would be better. He told ATC he would take another runway to land, stood on the rudder, and turned almost 90° to land on another runway. (winds were calm) I thought the wingtips were gonna eat dirt. The tower thanked him and immediately cleared the A320 to land.
During flying he would pull the engine to idle and say "engine quit, what do you do?" If I said "ahhh" he would interrupt me and yell "Your dead! Never think! Just DO, during an emergency. Aviate, navigate, and communicate in that order"
We would constantly review emergency procedures water landings, mountain landings, highway landings etc. I was always prepared for an emergency if various types. Once i took off a d i heard a loud bang followed by tremendous noise and clanging from the engine. He was in the right seat and told me "tell the tower we are coming back, I got the plane" I suggested to shut off the engine for fear of fire of it blowing up. He yelled at me "Never shut the engine off unless its on fire or peices are flying off it" when we landed CFR came out to meet us, followed us to the ramp, we shut down and a mechanic investigated and discovered the exhaust manifold gasket blew out causing the bang and loud noise. The clanging was the manifild rattling. It was scary
Yeah military trains hard and fast it’s amazing how few hours some of their pilots have! I can’t imagine being that driven and squared away when I was in my 20s ... much less now.
Ripcord! Thanks for watching ! Time building is the sad truth of flight instruction. It’s the blind leading the blind a lot of times. On a positive note there are lots of great instructors out there you just have to search a bit sometimes.
When your a instructor you can go out of your way to make sure your students have a better experience.
@@NEROAviation my instructor was in his 40s not a kid. I remember with 3 hours under my belt I was coming in for a landing and I was all ovee the sky. We were about 100' off the deck and I said "you take it, i cant land this" he sat there with his arms folded and said "you better land it, or we're going to die". He was very calm and cool
Good instructor. 👍🏼
Instructor likes to hear himself talk. Good student
Can't argue with the results, but I felt the instructor was micromanaging. He never stopped talking. Depends on what stage the student was at I guess.
Well, it can also depend on your learning style, age, etc. I'm an auditory learner and a bit older than most who start flying, so I like the chatter myself, but I can see for others it may be too much. Also, fwiw, I've watched a bunch of videos for people practicing landings and this seems normal? ::shrugs::
I personally prefer Carb Heat Cold on Final approach to give me that extra oomph incase a Go Around is neccesary.
Great video and nice touchdowns on the Centreline there.
Yeah we just push carb heat forward on the go around.
Thanks for watching!
Nicely done student and instructor.
Thanks !!!
That is awesome man! You gonna be teaching soon.
Really nice landings. Always nice to watch others landing. I have never seen the trick using some throttle in the flare / ground effect. I have been using some throttle myself if the planes balloons a little, if the runway is long enough :-)
Steen Pedersen, throttle is a tool just don’t put your self in a position that you need throttle for a safe landing otherwise it’s worth experimenting with a bit. Thanks for
Watching !
Great video ! Enjoy.
Thank you !
As I watch this video I’m praying that I get to attend class this coming quarter. Yes a great school to fly at. I was having some issues with medical, but I think it’s is all taken care of and now just waiting for medical very in the mail. Got all signatures except medical and head instructor. Fingers crossed and a great video on landing and pattern altitude I only have sim time. But most is at KPLU and cannot wait to do it for real. Thank you for the video.
Tyrease Phillips! Cool sounds like your well on your way! I’ll be back instructing for the fall quarter so I’ll see you around! Maybe even get a few flights with you!
How did it go?
I'm in the beginning of my lessons and I love it.
Can you exit the left traffic pattern to the right on your down wind and re enter it after those other crazies finished their extended down wind? Kinda do a quick holding pattern abeam the runway? That way if you did have an emergency you could glide in for a short base to finally and still make the runway?
That is an option but it also puts you in the way of traffic entering the pattern. Sometimes /most times they don’t stop being crazy, lol. It’s common for people to fly a super wide and long pattern ( I don’t get it ). Your going to find yourself in the positron we were and after a while you just learn to adjust as best you can. Exiting the pattern puts us in a position where we can’t reach the runway so it’s about the same. I usually climb as I exit the pattern and loop back to minimize my chances of interfering with other traffic. I usually don’t exit the pattern unless someone is being extra crazy and I feel like there is a collision hazard.
@@NEROAviation sound logic :) and safe as possible! Thanks for such a fast reply! Blue Sky’s Brother Man :)
Nice instructor for sure! But, it is an quite comfortable field to land on ! If you were in Belgium, for instance, with a grass airfield of 600m - so only 1960 feet - you REALLY have to touch down ON the threshold ! Otherwise... guess what would happen ! So, keeping the aircraft on low power and providing more power if needed to increase altitude is a better way to handle short airfield !
Yeah I wish the school let us practice on some tougher runways occasionally... but they are all about risk mitigation ( rightly so ). We have a few runways around that would make you feel right at home 1800ft , grass and even trees 🌲.
Very nice landings
Dayummmm it was more buttery than the butter chicken I had for lunch... Awesome...
Beautiful first landing
Greetings from Arkansas. I love the videos
Excellent. Smooth landing as a beginner as well as thanks to Instructor !!! I found a handle at left side of the throttle. Would you please tale me what's the function of it, how it works?
The black control to the left of the throttle is the carburetor heat... this is an older carbureted Cessna. Any time you reduce power to below the green arc it’s suggested you use carburetor heat.
@@NEROAviation Thanks for the reply.
The wind blowing on the top of the wing? Check out the book “Stick and Rudder”!!
We are referencing actual wind aloft out of the southwest on that particular flight. As we made the upwind to crosswind turn it wanted to roll us over as it gets under the wing. But in the case of the base to final turn where the student mentioned it he is dropping the wing into the wind which is striking the top of the wings and won’t really cause much of an issue.
We weren’t talking about lift but the prevailing wind (not to be confused with the relative wind).
Is that what you were thinking we were talking about? Or do I still have required reading Lol.
I’ll check out the book Stick and Rudder either way!
Barry Schiff “the proficient pilot” is pretty good read also. (it’s a available from the library sometimes). Totally unrelated just a good pilot book to read.
@@NEROAviation The reading is still required! I probably can't do it justice but main concept S&R conveys regarding "wind" is that you are in it and don't know which way it is blowing over the ground. This is the important concept even though there are some minor exceptions for gusts and eddies within the air mass. Stick and Rudder, Chapter 6, page 87 is where the information begins!!
Cool, thanks ! I’ll check it out!
Smooth landings holy moly
Great video and great, instructor and attitude! Curious- do you not teach your students to use trim during landings, just rely on forward/back pressure on the yoke? Haven't flown a 172 in years, and the last ones I flew all had the manual trim wheel between your legs (manual flaps too) but we were always taught to trim them on landing. Anyway, Cheers!
I teach to trim “as needed” ...I show them they can but let each student decide how much they want to use it .
The pressure on the yoke is not all that different than level flight once you have full flaps and power at about 1100 rpm on final approach in a 172.
Trim is a great tool and I use it more in other aircraft.
Thanks for watching and the great question ! I don’t use trim enough ...good catch.
Why are some pilots so eager to trim? Especially Cherokee pilots with the overhead handle....Geez. Trim for straight and level cruise flight and then use the yolk as God intended for everything else. Is the extra pressure on the yolk so bothersome? I just don't get it.
This is excellent. Thanks!
Really enjoyed this video.. IM at the stage in my schooling where Im doing this exact drill.. Excellent !!!!
Sweet ! Have fun ! It’s one of my favorite parts of instructing.... although the pattern can get pretty
repetitive after the third student of the day, lol.
Good luck !
Cool instructor
Thank you!
This is excellent. Thank you
One pointer I haven’t heard was to let the front wheel come down naturally instead of pushing down at initial touchdown.
good point... landing is a lot like takeoff it shouldn't be forced.
Great flights. It is a pity that the work of trimmers is not visible or they were not used at all?
Incredibles landings Mr , how do you do for touch the runway in that way?
Cheers from Argentina 🛩️
Great video! Very helpful and educational. Keep up the great work. Greetings from Newfoundland Canada.
eclipser2004 , Thank you ! Flying in Newfoundland has to be fun and challenging!
Interesting the carb heat stays on for landing. At least where I fly in both Piper and Cessna we always go carb cold short final to get max rpm in the event of a go around
The carb heat through landing is how I was trained. It'll prevent condensation in the carb barrel which if enough accumulated and you had to push in the throttle quick could cause a no combustion situation when you need the power. I suppose if you live where it's low humidity all the time it wouldn't be a problem but in Florida humidity condenses fast in a cold carb.
I leave carb heat on through landing also... although seems like everyone else puts it back to cold for landing.
How long does it take for carb ice to form?
If I have it back to cold for landing and it iced up I have zero power at worst case.
If I have it on hot for landing and I go around at worst I lose
300 rpm if I forget to push it forward.
Do what ever your manual says ( Cessna 172 ) carb heat off happens after landing. It’s just after full power on the go around.
Best advice is to not be in a position where your dependent on power coming back on once you pull it out.
@@NEROAviation Been a while since i ran through the 172 landing and go around check list , but I think you have it correct. On go around : full power , carb heat off, reduce flaps as speed is gained.
Thx for this video from a french pilot (PPL). Most of my flights on cessna 150/152 during my training. Now having more than 5 hours on 172 and still working on my landings and many other pilots told me about this method to add some power during the flare....
Thanks for watching ! Power is just an extra tool to use ... if your floating down the runway smoothly bring it out as you add back pressure.
You’ll find the sweet spot between too much and too little power
I just soloed the student from the video and he did a great. job!
Amazing video. 2 questions:
1. Why do you add flaps when you still have power in? I mean you could start by reducing power and then Add flaps?
2. ISome recommends doing most landings power off (so glidepath is adjusted by flaps) so be ready for an emergency landing, what do you think about?
Once the power comes out don’t expect it to come back in.
I reduce power to 1500 rpm abeam the numbers and leave it until flaps are all in and I’m on final with the runway made. If I’m high I reduce power. If I’m low I leave power in until I have the runway made. For each notch of flaps I decide first if I can make the runway if my engine dies.
If you chop power out and then put in flaps and find yourself low and try adding power and it doesn’t power up your in a bad spot. If I have power at 1500 and my engine dies I just pitch for best glide and land it adding flaps if I need/want them.
Try not to ever be in a position where you need more power to make the runway.
Hope that makes sense... it’s easy to explain when flying. If they need to add power on final they put in flaps too early.
Great question hope I answered it!
@@NEROAviation Thanks for the answer. I really like the concept of adding flaps as needed, using them as a tool. But it would seem that if that was comined with power off approaches, you would really be proficient in landing without engine (if that was your normal).
If you adjust your glidepath with flaps, based on having 1500' rpm, wouldn't that mean that you would not reach the runway if the engine quit?
Even though I'm mainly flying 1500' grass strips (C172 S), I like the idea of softening the touch down with a little power.
How often do you practice power off approaches?
Once again, thank you for your videos, it is really outstanding. Great instruction right there!
Best Regards, Kenneth from Denmark.
We do short field approaches (power out ) all the time.... basically for that you have flaps at full, power at 1500, and hold 60kts until you get the sight picture you want ( it changes with wind velocity). When you get the sight pic you want you pull the power and pitch down to hold 60kts. If your set up the same each time. You can learn to judge the sight pic and hit exactly where you want since your always set up the same and just have to judge the wind. I personally aim a little short and just drag it in with power at the very end (be careful with that though as it can get you on the back side of the power curve and drop out fast leaving you short)
Power is just a tool. I use it when I need it but I try not to ever rely on it. I try to always be within gliding distance of the runway when I’m in the pattern. That’s how I decide to add the next notch of flaps. I mentally ask “if my engine dies and I lose my 1500rpm could I make it”.... yes = more flaps.
Have fun on those 1500ft grass field! My current land based 172 is a dog and I’m glad I don’t have to worry about short field.
I use power even more in the seaplane. I have to drag it under the normal landing pattern since our seaplane base is co located at a busy airport.
I was taught like this video to use flaps as needed. Other pilots have told me this is wrong, and that you should always add 1 notch on downwind, 2nd notch on base, and 3rd notch on final???
“As needed” ...Putting thought into when flaps are needed and use them accordingly is of course the right answer! I think the fact you decide when to use flaps pretty much wins the argument.
There are lots of reasons to use flaps as needed instead of just adding them automatically.
Keep flying smart! We may get a few haters arguing the thinking method and saying we “need” flaps on base but the argument is pretty weak.
But if it's is very windy do not use flaps
Indeed, I was taught to use flaps differently : 1 notch on downwind, 2nd notch in final and usually that's it, unless the 3rd notch in final.
This interest is that when the aircraft is correctly trimmed, you just have to reduce throttle to start a perfect descent at 400 ft/min
Super !
Had to remind myself it’s not a car - no windscreen wipers! 😂
This is awesome.
What is the configuration for the gopro (fps, ISO, resolution, etc) ?. The exterior looks beautiful
1080p 60fps with a # 2Nd filter. I also shoot in 2.7k but half the time I can’t see a big difference and the battery dies faster.
ISO is auto max 800
18:03 is that a stall warning?
Yes, that’s the stall horn. When we land we are transitioning from flying to stalled in a controlled and safe manner.
We are landing at a slow airspeed with fairly high pitch attitude. If your landing without a stall horn sounding your landing with excessive speed in most cases. Pitch for takeoff is very similar to pitch for landing. In both instances the plane is in transition from either flight to stalled or stalled to flight. Makes you wonder why we don’t hear the stall horn more often.
Thanks for watching! And the great comment!
@@NEROAviation , Thanks NA! Aspiring pilot here : )
Awesome job 👏
Beginner here, no flight time, just learning basics. I watched some videos on altimeter reading, setting and the different types of altitudes, the science...but i don't get why? Isn't it possible to know the altitude via GPS, or bouncing radar or sonar or something off the ground? Like an instrument that changes on its own, for any and constantly updates you? I'm figuring that since everything in aviation seems to orbit around safety and the minimizing of risks, there is a good reason.
Don’t over think it ... lol.
1. A simple mechanical altimeter is cheap ( relatively ), robust , and accurate enough.
2. Solar flares, EMP or a dead battery not effecting your required flight instruments can be reassuring.
3. Not all planes have electrical power to run a GPS/ advance avionics.
4. New planes and new avionics are crazy expensive so a lot of the general aviation planes you see flying around are 20-50 years old.
In the end though your looking out the window when you land so a perfect altitude is really not that important (in most situations).
Great question, thanks for watching! Hopefully I gave you enough of an answer to satisfy most of your curiosity.
There are other factors as well but in the end it’s cost , weight and if it works good enough most of the time. “If it’s not broke, don’t fix it” is an aviation standard lol.
Most of the tried and true technology is from 100 years ago, and even modern avionics is fairly recent. Radar altimeters have been around for a while, but for GA aircraft its expensive and - worse - adds weight (we are flying "light" aircraft). GPS is actually very very recent; when I got my license the network was planned but not close to operational; and was intended to be restricted to the military. - and I'm not a grandfather lol. (Minor aside - it is stunning how much has changed, even over the last 10-15 years). Most of the GA fleet is a lot older than that.
Another reason, entirely related to safety, is redundancy. Barometric altimeters don't need electricity, so when the power fails, you still have an analog instrument that will get you down. There's an AOPA video around on TH-cam about a guy who lost all his power in IMC (over Paris, Texas). If his altitude instruments required electricity, that guy wouldn't be alive today. Even for land nav, I teach all my guys map and compass way before we ever get to the GPS.
This is excellent!
Liked the video. Keep the videos flowing :)
Nice video! I’m in my third lesson and can feel exactly like if I was flying! Just a question, how and where did you hook up your GoPro? Your angle is the best I’ve seen for a Cessna 172.
Eduardo , I hang it from the front windshield on the copilot side so I don’t bug the student ( I would like to have it on their side ). I try to put it just below my eye level and slightly between us so it’s doesn’t block my or the students view.
I’m also finding I like to point the camera down a bit so you can see the full yoke movement as it makes for a better video I think .
Thanks for watching!
The GoPro 7 is awesome for flight and has handled most micro vibration . I have only had a couple minutes of unusable video on take off.
Good luck filming your flights it’s cool to have the memory’s and the video !
If you have an older GoPro a suction cup on the Rosen visors ((if installed ) ( tinted see through visor )) can smooth out the vibration and give good video.
NERO AVIATION, Wow! This is the most prompt answer ever! You’ve got a new subscriber.
Thanks for the tips on where to hang GoPro and congrats for the videos.
Thanks for subscribing !
The faster the plane the more sensitive flight controls are and vise versa.
Great instructor
Nice flying, great instructor. Subscribed.
Thank you Tony !
thx for sharing the clip
Do you have info on your setup. I am going to finish my PPL in a month and would love to have a similar FOV.
I use a Joby mount with the GoPro 7 inverted. The audio is a lapel mic with the go pro adapter. I put the mic inside my headset ear cup. Normally I use 1080p and 120 or 60 frames per second. I try to use 24 frames but it never works well. Also a filter is important Nd4 works usually.
@@NEROAviation Thank you so much for the help!
No problem! I attach the go pro to the center of the windshield right up at the top edge. If you have Rosen visors installed ( the sun shades you can look through ) they make the best place to mount your camera as it will absorbe some of the vibration and makes for a sharper video.
@@NEROAviation You're still able to get the instruments with that FOV? Awesome. I'll be using a Hero8 which has similar DOF as the 7, I believe.
Yeah wide is plenty don’t use super wide.
Good luck! The 8 is awesome and voice control is handy when flying solo.
Sham the wing is in the wrong place lol ....Piper driver here welcome from Australia
The only Piper the school had got retired a few years ago... I miss flying it.
Nice Landing... Really smooth...
Pretty sweet to watch students put it all together and figure out landing! Pre solo is one of my favorite parts of instructing.
Beautiful landings
1st landing was a greaser…. Beautiful
“Even a blind squirrel 🐿 finds an acorn every now and then”
I've never been inside Cessna 172 but why does the compass in the middle of the screen shows different heading than the compass on the left side below artificial horizon?
That's not a compass but the course selector. You'd set that to the radial of the VOR you want to intercept.
The heading indicator is directly below the attitude indicator and it needs to be set to the compass every 15mins or so to stay accurate . The compass is also going to have compass errors as you fly the pattern. About the only time the compass works perfect is in straight and level unaccelerated flight.
So if it’s not matching up on the downwind leg ... we didn’t set it before takeoff which is possible as we were only doing pattern so we wouldn’t be using it much.
I personally like to have the heading indicator line up/match the runway heading as I pull out on the runway at least on the first takeoff and landing.
In the pattern VOR flying by sight looking outside the airplane 95% of the time!
The heading indicator is a gyro and is not affected by g-forces. The compass is affected by g-forces, which leads to temporary compass errors during turns. Note that the compass eventually corresponds with the heading indicator once the turn is complete.
Nice answer !
If we set it correctly ... I think we might have skipped it during the pre takeoff check (can’t tell on my iPhone).
thats clean flying right there
Thanks! Trying to make my flying “clean” is how I improve my own flying.
“Clean flying” is a great description for what we are trying to achieve... I might have to borrow that. Thanks again !
Funny, I just stumbled across this video and realized this is the airport I train out of!
At 16:56 and a couple other places you mentioned concern for angle of bank in turns esp if slow, due to gusting and cross winds, is this due to concern for entering a stall or/and spin at low altitude due omto lift suddenly decreasing under the wing thats into the wind? I'm a non pilot (overstating the obvious lol) inlt had a few lessons many moons ago.
I really enjoyed watching this video, the instruction very cslm and excellent and the student did excellent I thought.
Landings would always be my favorite part!
So for normal pattern work I try to keep angle of bank at about 30 degrees. More than 30 degrees and you get over banking tendency’s and the plane wants to descend and keep banking. Less than 30 and you may not even need rudder and will reinforce bad habits (not using rudder) . Gusty conditions can also make more than 30 a little too exciting as the plane try’s to roll over to 60 degrees which is the maximum for a Cessna 172. It also make for a nice looking pattern with nice defined turns.
Wind will change angle of bank and how far we turn as we have to compensate but in calm winds I aim for 30 degrees.
Good question ... but not super easy to answer. Hopefully my answer is logical. If a flight student asked I would have him try 10, 20 , 30, 40 degree turns and most people would prefer the 30 degree bank.
Thanks for watching and if you get out and fly give it a try!
@@NEROAviation Thank you for answering my question and it makes perfect sense! Watching this sure makes me want to learn to fly!
@Américo
Thanks for the positive encouragement Américo!!!
Would be nice but I'm retired and not rich, and focusing on getting things paid off so my wife can retire too. Maybe someday but still fun to watch, the sky has always been my dream, but life gets in the way if you let it.
@Américo Thank you for your kind words and encouragement Américo! Congratulations to you on succeeding in coming so far to earning your dreams of a better life for you and your family! I am happy you have been successful!! You deserve to be where you are you worked hard to earn it and I hope life continues to fulfill your dreams of happiness for you and your family!