You may think the videos have been repetitive, but I think it has been fascinating to watch the progression of your skills and especially your growing self-confidence. Keep up the great work.
Thanks so much, Jon! That is awesome to hear. I don't want to leave anything out because I want to remember the process and also I want people to have realistic expectations!
Coolio Cally. You're nearly there. Once done then you have your license to learn and learning never stops. Then it's on to your instrument, multi and commercial.
Yes, yes, YES !!!! - Outstanding job nailing the 1000 footers !!! Great crosswind control on approach .... and .... beautiful energy management. Good job Cally !!
Ground Hog Day! 😂😂😂 I LOVE IT!! Your videos or nothing like that with the exception that you improve every time you get in that airplane. You are doing really well Cally!!! I can tell that I would love yours and Tyson’s sense of humor. You guys are such a good team, y’all will do well flying together!!! 🤠👍
Nice performance! Getting things right feels good but there's also value in learning from mistakes. I do a lot of both. Charles Lindbergh talked about instructing in his book Spirit of St Louis where he noted the fine line between allowing a student to learn from mistakes but not letting the mistakes crash the plane. I always appreciate flying with an instructor who highlights room for improvement skills.
On short final put the centerline between your feet and walk the rudder dynamically and proactively to keep it there. Rudder left right left right quickly to always be moving. The nose will have no chance to come off your now bracketed target. You will be using correct yaw, rudder, rather than adverse yaw, aileron. You are moving the yoke like a steering wheel and causing the nose to go the wrong way initially which is confusing. Set the wing enough to counter drift and leave it there. Instructor jam your thumb under the yoke to prevent further movement. You will have to walk the rudder taxi, takeoff, short final, and landing when moving to tailwheel for Ag. Might as well not develop lack of rudder only usage now. It is not coordinated. Rub tummy pat head. Nor is aileron and rudder (why do we say it that way when rudder, not aileron is primary) coordinated unless we lead rudder. Dutch rolls to 45 degree bank to overcome wing warping mitigation of adverse yaw will confirm that there is no coordination unless we lead rudder. The target cannot be held otherwise. Strong crosswinds are better early in training because we learn by gross movement and get finer as we progress. Light crosswinds are harder to detect and the side slip requires more finesse.
Looks like that poor ol 172 Hawk needs a bath & a good belly rub lol! But I know those trainers get ridden hard and put away wet. But it takes time & probably is still pretty cold to do it outside when this was shot. so I guess it's just the nature of the beast for training aircraft. Now I realize it's not your airplane to be responsible for that. Just commenting for the algorithms I guess👍
You may think the videos have been repetitive, but I think it has been fascinating to watch the progression of your skills and especially your growing self-confidence. Keep up the great work.
Thanks so much, Jon! That is awesome to hear. I don't want to leave anything out because I want to remember the process and also I want people to have realistic expectations!
Coolio Cally. You're nearly there. Once done then you have your license to learn and learning never stops. Then it's on to your instrument, multi and commercial.
Thank you!! For sure, always learning!
It all gets better with practice! Cross wind work is necessary because the wind seldom stops and the runway seldom are perfectly aligned. Nice work!
For sure!! Thank you!
Yes, yes, YES !!!! - Outstanding job nailing the 1000 footers !!! Great crosswind control on approach .... and .... beautiful energy management. Good job Cally !!
Thank you Lech!!!!
Ground Hog Day! 😂😂😂 I LOVE IT!! Your videos or nothing like that with the exception that you improve every time you get in that airplane. You are doing really well Cally!!! I can tell that I would love yours and Tyson’s sense of humor. You guys are such a good team, y’all will do well flying together!!! 🤠👍
Haha, thanks Rob!! Glad you can pick up on it, sometimes I feel pretty boring!!
Good job Cally. We hope that You have a good Memorial Day.
Thanks Richard, you as well!
Nice performance! Getting things right feels good but there's also value in learning from mistakes. I do a lot of both. Charles Lindbergh talked about instructing in his book Spirit of St Louis where he noted the fine line between allowing a student to learn from mistakes but not letting the mistakes crash the plane. I always appreciate flying with an instructor who highlights room for improvement skills.
Thanks Nancy!! I totally agree with you. I will have to check out that book. There is a fine line for sure.
Nicely done Cally 🎉 looking forward to seeing you pass that checkride (and knowing what was involved lol)😊
Thanks, Zahid!!
On short final put the centerline between your feet and walk the rudder dynamically and proactively to keep it there. Rudder left right left right quickly to always be moving. The nose will have no chance to come off your now bracketed target. You will be using correct yaw, rudder, rather than adverse yaw, aileron. You are moving the yoke like a steering wheel and causing the nose to go the wrong way initially which is confusing. Set the wing enough to counter drift and leave it there. Instructor jam your thumb under the yoke to prevent further movement. You will have to walk the rudder taxi, takeoff, short final, and landing when moving to tailwheel for Ag. Might as well not develop lack of rudder only usage now. It is not coordinated. Rub tummy pat head. Nor is aileron and rudder (why do we say it that way when rudder, not aileron is primary) coordinated unless we lead rudder. Dutch rolls to 45 degree bank to overcome wing warping mitigation of adverse yaw will confirm that there is no coordination unless we lead rudder. The target cannot be held otherwise.
Strong crosswinds are better early in training because we learn by gross movement and get finer as we progress. Light crosswinds are harder to detect and the side slip requires more finesse.
Thanks for the tips!! (I'm not going into Ag but I do want to be a proficient pilot nonetheless).
Thanks for sharing your video. I enjoyed watching. Take care and God Bless.
Thanks for watching 😊
Awesome. Yesssss You got this.
Thank you!
CESSNAONESEVENTYTWOOOOOO
😊😊
Doing Fantastic Kid=0!!
Thanks!!
GOOD JOB knew you could do it.
Thank you!!
❤❤❤❤ it thanks great video
Thanks for watching Dwight!
Looks like that poor ol 172 Hawk needs a bath & a good belly rub lol! But I know those trainers get ridden hard and put away wet. But it takes time & probably is still pretty cold to do it outside when this was shot. so I guess it's just the nature of the beast for training aircraft.
Now I realize it's not your airplane to be responsible for that. Just commenting for the algorithms I guess👍
Haha, yeah I thought the same thing!! Though I'm happy it wasn't getting washed when I could've been flying. Thanks for the comment!!
Then one day it just clicks. Ha
Totally!!