Short of Airborne parachute operations in the military that was the most fun I’ve ever had in an aircraft. As long as your aircraft can physically handle the strain of maneuvers and you’re able to safely recover before the ground rises up and smites you, you’re golden. Remember, altitude and airspeed are your friends! A mature, seasoned pilot would be required to perform such maneuvers though as the edges of the performance envelope would be approached in simpler aircraft. I was onboard a Cessna 182 in October when the Commercially rated Civil Air Patrol pilot was on final approach he leveled off short of the runway at about 50’ and 160 kts (still in the yellow zone) I believe. He pulled it up to what felt like about near vertical. I giggled like a little boy when he did that!
Great video Daniel. Congratz on first solo aerobatics. It certainly is a great ride isn't it. However I just have a few little pointers. After you dive to gain airspeed you seem to take it back to level for a second before you enter the manoeuvre. I realise you have probably been taught this procedure by your instructor however you might find it better to simply dive for airspeed and then raise the nose but immediately go into the manoeuvre once the nose attitude reaches level flight (for me this is two finger widths from horizon to top of dashpanel). This will eliminate some of that aerobatic stutter you have when you "level" yourself for a second or two before performing the manoeuvre. I also notice you seem to use 115kt as entry speed for a loop. I think you will find that 120kt is a better entry speed as it gives a little extra margin for error for maintaining a constant profile as you fly through the loop. One thing you do not want to do is fall out of the loop due to airspeed dropping too low at the top. I did that on my first ever solo loop and the cessna taught me a valuable lesson; it bit hard. The aircraft will flip over suddenly and quite violently and will give you one very nasty kick in the guts. This is due to the aircraft sometimes not having sufficient energy to fly through the top of the loop and so it instead falls out and flips over. This is bad enough but in an even worse scenario you can tail slide and then FLIP over which is even more rough to endure if you are not prepared for it. 120kt is a better entry speed and once you achieve it you simply go from the dive straight into the loop. Maintain constant pressure and resist the urge to "pull the aircraft" over the top. Instead you must fly the aircraft the whole way through the loop. Ideally you should not hear the stall buzzer at all during the manoeuvre. Im interested if you were taught 115kt for a loop as many of the other manouevres do use starting speeds of 115kts however the loop should be a little higher speed as its a much more vertical oriented manoeuvre and you have to fight gravity a little more. Also for all manoeuvres try to use use only one hand for the yoke while keeping your other hand on the throttle. This will allow you to adjust the RPM as you exit so you don't overspeed the engine or the the airframe. I have seen some people deride the cessna 152 aerobat as being a "not very good aerobatic aircraft" because it isn't fast like some other aircraft out there. I completely disagree with these people as I have always had great fun in the cessna with aerobatics. The secret is to make great use of your energy (trading altitude for airspeed) and use it efficiently. You can very easily string a whole set of manoeuvres together one after the other before you need to reset by climbing back up to your starting altitude. The more efficient you are in maintaining your energy the more aerobatics you can put together before resetting. The Cessna 152 is a wonderful little aircraft and it'll always treat you well...but be warned, she can certainly bite you hard if you disrespect her. I do recommend you learn stall turns (also called hammerhead turns). They are immensely fun and are my favourite. Also full spins are especially good in a cessna 152, as the little aeroplane certainly spins up nicely and the horizon becomes a whirling blur. Quite scarey at first but you learn to focus on a particular point that you can recognise even as the aircraft is spinning and use that point as a reference for exiting the spin in the same direction from which it started. However...these are all just little friendly pointers. I really enjoyed the video and I wish you all the best with your flying...enjoy every moment as it can be very rewarding. Great job.
Hey Whispered Arcc! Thank you for the lengthy and detailed reply. I have really loved aerobatic training in the 152 - it is the most fun I have had in a plane in 15 years of flying. Part of this is an appreciation for what a Cessna is capable of, and a realization of how far away you are from the limits in normal flying (and what you could _really_ do if it was an emergency). Standard loop entry is 115 kts for this aircraft as per the POH; perhaps it differs between different models of the A152. Haven't had any issues with controllability in a standard loop, but I tend to hold too much back pressure at the top of the loop. For Cuban 8 and Immelman it's a bit quicker at 130 kts to keep some energy into the roll. Thank you again for the pointers!
Go for it Iris! Really reinforces precision and finesse in your flying. I think it should be a critical step in anyone looking to be their best pilot 😊
Big advice i once received from a really great pilot. When you are rolling past the 180° push the yoke forward. While you are reversed you need to increase the angle of attack to stay level and not to lose altitude.
cool fun! I have had a lot of fun in a Decathlon. I was never shown or instructed to break momentum to "level" during a maneuver. start from level yes then enter the maneuver driving for airspeed. but never the again stopping at level during. dive for airspeed, pitch up. roll loop whatever I'd like thoughts on this.
Wow, our Aerobat isn’t rigged so that the yoke can turn 360 like yours. It’s 90 yoke each direction for 180, which is best for a yoke airplane. Is something amiss? Cable stretch, something over tweaked, misrigged? I know some 150 Aerobats are like yours.
Hehehe. My first solo was in a C152A. It's still my favourite plane to take out for practice. Sturdy and reliable. Never done aerobatic (pre-PPL), but I'd love to try one day.
You may want to snap roll at a much slower speed to reduce stresses. Find one of Catherine Cavagnaros articles about stall speeds vs weight and how it applies to snaps (or just review basic aerody).
@@danielkelly2774 maneuvering speed changes with weight and the lighter the weight, the less this speed. Plus the less speed, the less stress. I reference Catherine Cavagnaro’s writings. I have Aerobat acro time since mid 90s and Catherine has much more experience than me. It’s smart to snap it at lower speeds as these planes are getting older by the minute. I think we once calculated the entry speeds to range from low 70s to upper 70s. So I start in the mid 70s and bleed it off from there.
It has been a couple decades since I flew the Aerobat, but I do not remember cranking in aileron during a snap roll. It was always a hard full pull at 90 knots, and a hard stomp on the rudder. Also, when performing Hammerheads, I remember the door on the outside of the turn popping open requiring it to be shut again upon leveling out.
Hey, pilot. Ive never flown a plane myself, but i was wondering if you have an accelerometer in your cockpit. I seen sometning about 4.5+ G? 4.4+ G is the airframes limit if its utility class, while normal aircraft are only safe for 3.8+ G force. If youre pullkng more than 4.0+ G in this plane, you better treat other planes like its made of thin glass, because it would be easy for you to pass 3.8 Gs.
Since you did all rolls to the left, you need to get the twist out of the plane by doing some rolls to the right. Didn't they teach you the plane has a memory? 😁
You are not going to break the cables with your hands on the yoke. You could lift the entire airplane with one aileron cable. You cannot exert enough force with your hands to break a control cable.
Why are you stopping at level, and then pulling to 30 degrees? You are losing airspeed and momentium by stopping at level, then pulling again. Why not get your entry airspeed, pull to 30 degrees, unload the elevator, then roll with full aileron? Just curious why the extra step? Nothing like a Cessna Aerobat, is there? Nice video. Fly safe!!
@@benjigault9043 lts maybe somebody's idea of an added safety step to clear the area again and do a quick instrument scan ,that's the only thing I could think of .But you are losing a few knots of airspeed when you do this as lm sure everyone knows
That is some violent control input, and the yoke should not go that far. You need some professional instruction and some professional inspection of the flight control system.
Practice some rolls to the right! It seemed like you held the rudder in the rolls for too long and the airplane would fishtail after almost every roll once you released the rudder. If you take the rudder out a little earlier and smoother it’ll be cleaner and you won’t get that fishtailing. Keep having fun and work on making good acro habits!
Thank you Hobie 1! That's a good observation and definitely something I need to work on. I like what this is teaching me about precision and finesse, but this is still very early days in my aerobatics flying!
Hey Martin, I use a cable which plugs into the aircraft intercom and records directly on a GoPro 8. Here's the cable: www.aircraftspruce.ca/catalog/avpages/gopro11-14863.php?clickkey=569251
Your snaps need work. Which you know I’m sure. Not enough rudder and don’t use so much aileron. A correct snap should hear the stall horn a little. Try the snap at a slower speed. “Push push push 115 level’ 🤣 Get with an IAC pilot and get some more training.
I'm going to start a heated discussion here: I maintain that as long as you know about acro and never get close to overstressing your plane and with good coordination, 150s/ 172s / Cherokees can do aileron/barrel rolls and probably loops. Except for fuel lines the plane doesn't know up from down.
The engine would since it doesn't have inverted secondary oil and fuel pumps. They will cut out for extended periods of time. I also would not trust a Piper aircraft in aerobats much less in a flight training situation given their wing spars are just known to suddenly crack and come apart midflight.
Wouldn't the opposite aileron (at least some of it) produce a "snappier" snap roll? Also, can it do a Hammerhead? Can a regular Cessna (like a 172) do a Hammerhead?
Hye Guillaume! The level off serves as a quick final check before going into the maneuver - make sure wings are level, airspeed is good, etc. When getting into complex sequences, the brief level off will serve as the end of one maneuver and start of the next, so it's a good habit to get early in training!
@@danielkelly2774 I have never stopped the momentum. also, push on the top of the loop so you don't mushroom and loose a ton of altitude. been off as much airspeed before you head back down. I've stalled out of the top many times before really getting it. but that was fun too.
Great to see someone just having fun
Short of Airborne parachute operations in the military that was the most fun I’ve ever had in an aircraft. As long as your aircraft can physically handle the strain of maneuvers and you’re able to safely recover before the ground rises up and smites you, you’re golden. Remember, altitude and airspeed are your friends! A mature, seasoned pilot would be required to perform such maneuvers though as the edges of the performance envelope would be approached in simpler aircraft. I was onboard a Cessna 182 in October when the Commercially rated Civil Air Patrol pilot was on final approach he leveled off short of the runway at about 50’ and 160 kts (still in the yellow zone) I believe. He pulled it up to what felt like about near vertical. I giggled like a little boy when he did that!
Great video Daniel. Congratz on first solo aerobatics. It certainly is a great ride isn't it.
However I just have a few little pointers. After you dive to gain airspeed you seem to take it back to level for a second before you enter the manoeuvre. I realise you have probably been taught this procedure by your instructor however you might find it better to simply dive for airspeed and then raise the nose but immediately go into the manoeuvre once the nose attitude reaches level flight (for me this is two finger widths from horizon to top of dashpanel). This will eliminate some of that aerobatic stutter you have when you "level" yourself for a second or two before performing the manoeuvre.
I also notice you seem to use 115kt as entry speed for a loop. I think you will find that 120kt is a better entry speed as it gives a little extra margin for error for maintaining a constant profile as you fly through the loop. One thing you do not want to do is fall out of the loop due to airspeed dropping too low at the top. I did that on my first ever solo loop and the cessna taught me a valuable lesson; it bit hard. The aircraft will flip over suddenly and quite violently and will give you one very nasty kick in the guts. This is due to the aircraft sometimes not having sufficient energy to fly through the top of the loop and so it instead falls out and flips over. This is bad enough but in an even worse scenario you can tail slide and then FLIP over which is even more rough to endure if you are not prepared for it. 120kt is a better entry speed and once you achieve it you simply go from the dive straight into the loop. Maintain constant pressure and resist the urge to "pull the aircraft" over the top. Instead you must fly the aircraft the whole way through the loop. Ideally you should not hear the stall buzzer at all during the manoeuvre.
Im interested if you were taught 115kt for a loop as many of the other manouevres do use starting speeds of 115kts however the loop should be a little higher speed as its a much more vertical oriented manoeuvre and you have to fight gravity a little more. Also for all manoeuvres try to use use only one hand for the yoke while keeping your other hand on the throttle. This will allow you to adjust the RPM as you exit so you don't overspeed the engine or the the airframe.
I have seen some people deride the cessna 152 aerobat as being a "not very good aerobatic aircraft" because it isn't fast like some other aircraft out there. I completely disagree with these people as I have always had great fun in the cessna with aerobatics. The secret is to make great use of your energy (trading altitude for airspeed) and use it efficiently. You can very easily string a whole set of manoeuvres together one after the other before you need to reset by climbing back up to your starting altitude. The more efficient you are in maintaining your energy the more aerobatics you can put together before resetting. The Cessna 152 is a wonderful little aircraft and it'll always treat you well...but be warned, she can certainly bite you hard if you disrespect her.
I do recommend you learn stall turns (also called hammerhead turns). They are immensely fun and are my favourite. Also full spins are especially good in a cessna 152, as the little aeroplane certainly spins up nicely and the horizon becomes a whirling blur. Quite scarey at first but you learn to focus on a particular point that you can recognise even as the aircraft is spinning and use that point as a reference for exiting the spin in the same direction from which it started.
However...these are all just little friendly pointers. I really enjoyed the video and I wish you all the best with your flying...enjoy every moment as it can be very rewarding. Great job.
Hey Whispered Arcc! Thank you for the lengthy and detailed reply. I have really loved aerobatic training in the 152 - it is the most fun I have had in a plane in 15 years of flying. Part of this is an appreciation for what a Cessna is capable of, and a realization of how far away you are from the limits in normal flying (and what you could _really_ do if it was an emergency). Standard loop entry is 115 kts for this aircraft as per the POH; perhaps it differs between different models of the A152. Haven't had any issues with controllability in a standard loop, but I tend to hold too much back pressure at the top of the loop. For Cuban 8 and Immelman it's a bit quicker at 130 kts to keep some energy into the roll. Thank you again for the pointers!
Agree on the "why stop at level" suggestion.
First time I ever seen the loop done this way. I have never stopped at level before entering the loop.
Great job, that looks like a blast. An aerobatic rating is something I’ll definitely go for one day.
Go for it Iris! Really reinforces precision and finesse in your flying. I think it should be a critical step in anyone looking to be their best pilot 😊
I'm a CFI and I wanna learn aerobatics with you Daniel
Daniel I see a lot of aviation videos. This was pure joy to watch you having such a good time ...
Big advice i once received from a really great pilot. When you are rolling past the 180° push the yoke forward. While you are reversed you need to increase the angle of attack to stay level and not to lose altitude.
Never be that rough on the controls, even rapid movements can be fluid like a stream you know...🛩 safe flyin
Practice makes perfect! First thing I did after private. Makes the instrument much more confident.
😂😂😂
"Perfect" ... Have u seen!!!!?
cool fun!
I have had a lot of fun in a Decathlon. I was never shown or instructed to break momentum to "level" during a maneuver. start from level yes then enter the maneuver driving for airspeed. but never the again stopping at level during. dive for airspeed, pitch up. roll loop whatever
I'd like thoughts on this.
Wow, our Aerobat isn’t rigged so that the yoke can turn 360 like yours. It’s 90 yoke each direction for 180, which is best for a yoke airplane. Is something amiss? Cable stretch, something over tweaked, misrigged? I know some 150 Aerobats are like yours.
I had a 150 aerobat, it didn’t turn anymore than 90°
It would be interesting checking how they set that up
I was wondering the same thing.
Hehehe. My first solo was in a C152A. It's still my favourite plane to take out for practice. Sturdy and reliable. Never done aerobatic (pre-PPL), but I'd love to try one day.
your attitude indicator is going crazy haha
Yeah, that isn't good for it to tumble like that. It should be caged for aerobatics
Remember the yoke moves to the right as well!
Yep. But for a low performance aircraft, he’s using physics to help with the maneuvers. Cheers!
Didnt know a 152 could be modified for aerobatics very cool!
Not modified, but out of the factory! Cessna made a couple hundred Aerobat 152 that can do this
@@danielkelly2774 even cooler! Thanks
I believe Cessna produced both 150 Aerobats and 152 Aerobats.
@@ET_Don They certainly did .
You may want to snap roll at a much slower speed to reduce stresses. Find one of Catherine Cavagnaros articles about stall speeds vs weight and how it applies to snaps (or just review basic aerody).
She's one of our DPEs. For steep turn in your PPL she says "don't worry about the angle too much. I'll stop you at 90" XD
Hi rallyden, snap roll procedure on this aircraft is to enter at 80 kts, which is well within the 152's maneuvering speed
@@danielkelly2774 maneuvering speed changes with weight and the lighter the weight, the less this speed. Plus the less speed, the less stress. I reference Catherine Cavagnaro’s writings. I have Aerobat acro time since mid 90s and Catherine has much more experience than me. It’s smart to snap it at lower speeds as these planes are getting older by the minute.
I think we once calculated the entry speeds to range from low 70s to upper 70s. So I start in the mid 70s and bleed it off from there.
This is very good training for your typical private pilot. Upset recovery.
Brilliant, brilliant work!
Doing spin training for my Cfi was fun but this is something I need to look into. Thanks for sharing.
Awesome video man, looks like a blast!
Thanks Ethan!
Definitely doing this in MSFS 💪
Super cool! I’ve flown that plane before, lots of fun
It has been a couple decades since I flew the Aerobat, but I do not remember cranking in aileron during a snap roll. It was always a hard full pull at 90 knots, and a hard stomp on the rudder. Also, when performing Hammerheads, I remember the door on the outside of the turn popping open requiring it to be shut again upon leveling out.
Very nice, love it!!
That looks like so much fun!!! I need to get current. I also need to find more money.
Awesome 👏🏻👏🏻👏🏻👏🏻
Nice vid! what camera did you use for this? it is so clear!
good on ya mate - don't know how you do that with a yoke and not a stick - hats off
I like this video a lot great job
That was awesome
I cannot wait to do these one day soon!
Never seen a Cessna control wheel turn so far.
I would think ailerons would be used on the snap roll. However I have not done aerobatics in an Aerobat. Nice job overall!
O:54 That’s the sound I would make too doing that. 💨💨💨
Nice video Daniel. Just wondered why do you level off after also speed a little slow for the entry
I remember my 1st solo aerobics. Pretty cool.
Nice 😀
Wow ‘!!! 🤩
That Was Great !!!
😁😂
We did a taildragger conversion with 180 hp and larger gas tanks on our Aerobat.
Would love to fly that one Paul!
@@danielkelly2774 It was a hot rod.
il a l'air de bien fonctionner l'horizon artificiel!
Hey, pilot. Ive never flown a plane myself, but i was wondering if you have an accelerometer in your cockpit. I seen sometning about 4.5+ G? 4.4+ G is the airframes limit if its utility class, while normal aircraft are only safe for 3.8+ G force. If youre pullkng more than 4.0+ G in this plane, you better treat other planes like its made of thin glass, because it would be easy for you to pass 3.8 Gs.
I flew an airbat years ago several times. It needs 150 to 180 hp to do much.
I half expected the wings to fall off or carb to flood may be its time to try it.
Cool. Will this make the the attitude indicator spill.
Dumb question perhaps but why perform all the rolls and the spin to the left and none to the right?
Is a plane like this safer...? I mean, for regular flying?
just curious why you pause at level vs down 115 up to 30 deg. It would seem to cost you alot of energy. ps my absolute favorite was a split S.
All C152 are available to fly aerobatic? or this a special aircraft?
Which Gopro do you use?
No, just the aerobats are made for aerobatics 152 Aerobat
Don’t check level
Just bring it up to when your heals are on the horizon then roll
thanks, I enoyed that.
Man said he hit his own wake turbulence hahahahahahahah
Since you did all rolls to the left, you need to get the twist out of the plane by doing some rolls to the right. Didn't they teach you the plane has a memory? 😁
Gentle on yoke ..you don't want to break the cables
You are not going to break the cables with your hands on the yoke. You could lift the entire airplane with one aileron cable. You cannot exert enough force with your hands to break a control cable.
Hold the nose up as you come around with a little rudder.
Wow. In a cessna 152
Why are you stopping at level, and then pulling to 30 degrees? You are losing airspeed and momentium by stopping at level, then pulling again. Why not get your entry airspeed, pull to 30 degrees, unload the elevator, then roll with full aileron? Just curious why the extra step? Nothing like a Cessna Aerobat, is there? Nice video. Fly safe!!
l wondered the exact same thing
I was curious as well, never had an aerobatic instructor tell me to hold level...
@@benjigault9043 lts maybe somebody's idea of an added safety step to clear the area again and do a quick instrument scan ,that's the only thing I could think of .But you are losing a few knots of airspeed when you do this as lm sure everyone knows
@@lukelee7501 yeah the speed loss is what would make zero sense here...
@@benjigault9043 Especially in the 152 aerobat...every knot is valuable
holy I wasn't aware the Cessna was capable of all this
It's a special model! Such a charming craft.
That is some violent control input, and the yoke should not go that far. You need some professional instruction and some professional inspection of the flight control system.
I'm curious, how much aerobatic experience do you have and on what aircraft?
Don't hold the rudder son long man. :)
Thank you for the suggestion, Devin - I have been working on my finesse!
Practice some rolls to the right! It seemed like you held the rudder in the rolls for too long and the airplane would fishtail after almost every roll once you released the rudder. If you take the rudder out a little earlier and smoother it’ll be cleaner and you won’t get that fishtailing. Keep having fun and work on making good acro habits!
Thank you Hobie 1! That's a good observation and definitely something I need to work on. I like what this is teaching me about precision and finesse, but this is still very early days in my aerobatics flying!
Flat inverted spin? Extreme cobra?
How do you record cockpit audio? I’m starting my flight training in canada in March 2023, and I’d like to make awesome videos like this one!
Hey Martin, I use a cable which plugs into the aircraft intercom and records directly on a GoPro 8. Here's the cable: www.aircraftspruce.ca/catalog/avpages/gopro11-14863.php?clickkey=569251
is that normal for the yoke to rotate that much? My Dad's 172 that I fly only rotates a little over 90 degrees
Yes these are purpose built for aerobatics and therefore allow further rotation of the yoke
Your snaps need work. Which you know I’m sure. Not enough rudder and don’t use so much aileron. A correct snap should hear the stall horn a little. Try the snap at a slower speed. “Push push push 115 level’ 🤣 Get with an IAC pilot and get some more training.
I'm going to start a heated discussion here: I maintain that as long as you know about acro and never get close to overstressing your plane and with good coordination, 150s/ 172s / Cherokees can do aileron/barrel rolls and probably loops. Except for fuel lines the plane doesn't know up from down.
Came for the discussion. Sad lol
Try it
@@ragingpotpie4487 I have.
The engine would since it doesn't have inverted secondary oil and fuel pumps. They will cut out for extended periods of time.
I also would not trust a Piper aircraft in aerobats much less in a flight training situation given their wing spars are just known to suddenly crack and come apart midflight.
I thought a snap roll was rudder Nd elevator only ...no aileron???
It is. It involves stalling one wing with a hard rudder input, and the wing is unstalled with opposite rudder
Wouldn't the opposite aileron (at least some of it) produce a "snappier" snap roll? Also, can it do a Hammerhead? Can a regular Cessna (like a 172) do a Hammerhead?
Can it? Yes, should it? Absolutely Not!
Yes, the 152 Aerobat can do a hammerhead, but only to the left (due to the propeller torque). You shouldn't try _any_ of the maneuvers in a C172!
@@danielkelly2774 I figured it's the left turn only. Thanks.
Is it my eyes or the artificial horizon really started malfunctioning after he did a few aerobatics?
I noticed the same thing, seems to lag and then lock up in the incorrect position.
@@affordabledcgenerators1607 Yeah, I'm not the only one who saw this. But by the time he was landing it was ok again - I noticed.
Yes, the gyro instruments tumble almost immediately when performing aerobatics. You didn't think I needed them for day VFR, did you? 😋
@@danielkelly2774 hahah of course not
Why the level check thing?
Hye Guillaume! The level off serves as a quick final check before going into the maneuver - make sure wings are level, airspeed is good, etc. When getting into complex sequences, the brief level off will serve as the end of one maneuver and start of the next, so it's a good habit to get early in training!
@@danielkelly2774
I have never stopped the momentum. also, push on the top of the loop so you don't mushroom and loose a ton of altitude. been off as much airspeed before you head back down. I've stalled out of the top many times before really getting it. but that was fun too.
Damn. Easy on the controls.
This is why I don't rent airplanes... You never know what g's they've seen.
Keep practicing. You’ll learn to count instead of talk.
can't really trust AI in this plane
The guys nervous that’s why all that shite comes out of his mouth
Height? You mean altitude?
Height is used to specify height over the terrain instead of altitude from sea level.