Josh, I wanted to tell you that I really enjoyed this video. As someone who will be starting their pilot training soon, it's helpful to hear you explain what you're doing while flying a basic pattern solo, such as altitudes and tips. Many times there's so many other things going on in your videos that these things get looked over for us, the viewers. I know you're careful to not call your videos instructional, so I won't call it that, but it was great to have to much practical flying info in one of your videos. Keep it up!
This must be fantastic. About 10 years ago, when we still lived in McKinney Texas, I went up on a discovery flight. It was only about 30 minutes, but I knew I had to get a private pilot's license someday. There is just something about being up there , I can't describe it. The pilot let me "fly " the plane from the take off up to about 1500 '. He handled the rudder though! As we were coming in to land, he asked if I wanted to land, I was more than happy to let him have the honors! Haha! When I got home, my wife said I was smiling a goofy smile, and in a great mood for a week after the flight!
Thanks Josh. A great refresher for me. Will hopefully be doing the same in South Africa in a few days. It's winter there but should be clear and sunny. I think the 172 there is a 180 hp but guess power settings would be very similar. Thanks to your videos I've even gone and got a GoPro Session. Have never used one before but should be fun trying! The software and editing side scares me, might delegate my Wife and or Daughters to try that!
you always do a good job of explaining this...which is probably why your videos have become so popular especially for students...I try to do the same when I bring out new people...you will make a good CFI
Interesting how techniques change, I learnt to fly in the the UK on C150s/152s in the late 70's and was taught to reduce power to around 1700rpm on base leg, carb heat on and apply first stage flaps when speed was inside the white arc. On short finals some of my instructors also suggested turning carb heat off in case of a go around. I guess there isn't a definitive approach to flying, seems there are different techniques. Great videos by the way.
@@aviationlocation7993 unfortunately; I was not able to continue my flight lessons due to family obligations. I hope to continue this journey of aviation and have my PPL one day
Love your channel Josh and this video is perfect for me! First solo for me on Tuesday, difficult to express how much I'm looking forward to it, so this video was really good...I was going through the flight in my head as you were flying round, doing the checklists etc! Haha Graham Gall's comment below is relevant to me, I have been trained by an ex-BA pilot (I'm in the UK) in the manner Graham said, so there are some slight differences but of course it is all relevant and similar. Keep up the good vids!!! :D
Yo Josh, when you become an instructor don't be like the rest of the up tight flight instructors. What I'm saying is don't be afraid to add some humor and be yourself, during both ground school and flight training.
One thing I would recommend as I've heard from other pilots: you shouldn't put the gear up until you're out of usable runway. On the first takeoff it looked as though, if the engine died, you would be forced to land straight ahead, but you put your landing gear up. I think a better mantra might be, positive rate, no usable runway, gear up. Keep up the good videos!!
+IACaptainKen I know that. I have quite a few hours in the 172. If you watched the video, he said if he were flying a complex airframe he would have put it up at that point, which is why I commented.
+IACaptainKen If I remember correctly, it would be somewhere around 70, but always preferred to be a little faster on final. One of my old instructors suggested I keep on the faster side of airspeeds envelopes in the event of engine failure I could glide just a bit further - Also, you can force the 172 down pretty fast if need be.
I usually go for 70 knots and am usually a little high on final. Would rather be high than low as you can always come down if your engine goes South but you can't go up.
wow you did good the 2nd landing at 10:43 was thinking you were gonna nail the first 10 feet of runway before the piano keys when the nose dipped once i get my land and house the next plan is to save up for a carbon cub (cheap on the fuel and climb like banshees
Josh, Tutorials for your CFI would be good. Explain each step of the way. I have watched a lot of your videos and you are explaining everything very nice. Maybe you could add some of the Private Pilot info as you go. Thanks for the videos.
I have two GoPros and I'm taking an aerobatic flight in a Pitts S-2b biplane this summer. Where do you think I should mount them for the best angles? Keep up the great videos!
Josh, great video. Any particular reason for skipping landing checklist in each landing? ;). If you come to West Houston airport (KIWS) I'd be happy to meet you.
Very informative video about pattern works. Thank You! It would have been even nicer if You had shown us the instrument panel with second camera. Although You clearly stated what altitude, airspeed and flaps You were using :) Great video!
Would you consider doing a vlog regarding your Stratus ADS-B 2S and it's features and how well they work? Also, I've started recording some of my flights but I's like to know a little more about how you record yours..especially the audio and audio inputs. Great Vids!
Great video! Quick question though. Why do you only put your carburetor heat back in after landing? I have been trained to put carburetor heat back in on short finals for the possibility of a go-around situation needing full power. Your thoughts would be greatly appreciated.
Love your videos MrAviation101!! I'm a student pilot and I've flown a Cessna 172 once but I've mostly flown Piper pa-28's. I flew a Piper pa-28r 200 on Memorial Day weekend 2016 and it was for 30 to 45min, I didn't touch the controls at all that flight. Question, any advice for practicing a good takeoff and landing? If you can reply back that would be great. One of your flying fans, Devon "How Did He Do That" Walter.
Josh, I have a 172 exactly like yours. I usually slow down to 70 knots and use it all the way to the runway. Also, do you sometimes go clear to the 40 degree flap setting? I've been stopping at 30 degrees lately and seem to like it better. The owner of our FBO used to tell us, many years ago, "use all the flaps you got". He was flying B24s in WW II.
Hey Josh, I always enjoy watching your Videos and I'm realy interested in aviation... I have a question: Could you do a Video of an ifr flight which starts when you arrive at the airport? So you could show us filing the flightplan, setting up the airplane maybe refueling and so on? I know such a video is lots of work but maybe it could be like a pov-one-taker? Keep up your great work and always happy landings Mirco
My Man! Great video. Are you still flying 5 years later? I am a few weeks away from a possible check ride for my PPL, I wish I was this confident and able to talk through my decisions. This really helped!
I think I've asked this before, but why do you leave the carb until you're on the ground? I was taught to go carb cold around 300-400 ft on final in case you need to unexpectedly go full power, just wondering!
I'm still not convinced that rounding off the base to final turn is bad. You still have a great view of traffic possibly on final and you decrease the angle of thr most dangerious turn in aviation.
You said you use that intersection as a landmark for turning base.. What would you use if you were at another airport? Also, what does "cleared the option" mean? Very interesting to see how you do your procedures... amazing how pilots are taught different ways. Love your videos mate. I have been watching your videos before i started training and now i'm a Commercial Pilot flying twins! your videos motivated me all the way mate!
Hey Josh, I should be moving out to Arizona in a few months for my new CFI job, but I'd like to head out to T82 or even just take a few rides around the circuit with ya. I'd head down to San Marcos if you're willing. Let me know!
I can think of worse things to do than a flight of good landings. :-) I was going to do exactly that this afternoon but the weather had other ideas. :-(
Great video..!! As a fellow seasoned C-172 pilot I'm not sure that I agree with you adding flaps on short final, especially over the runway threshold. Any particular reason why you do that? My only other question is tapping the brakes after takeoff. What purpose does that serve? Again, great videos, and thank you very much for sharing. I am a big fan. Keep up the great work.
He is making it part of his standard takeoff checklist. It stops wheelspin before you raise the landing gear in a retractable gear plane. Pointless in a C172, and should not be necessary in a retractable with proper tire clearance, but it doesn't hurt to make it a routine
it stops the wheels preventing damage when retracting. Obviously this Cessna has fixed gear but it's no harm to stop them so you don't get out of the habit when you fly a plane with retractable gear.
I mean just because it rains doesn't mean it will be IMC. I've seen the rain cloud layers at 3,000, although that's not always the case. Now if there is a weather phenomenon, that's really not a good day to fly. If you have 1 mi vis and clear of clouds in class G airspace, you're fine to fly although it wouldn't be a good idea.
Although he was in controlled airspace this time, so there are more tighter vis and ceilings you have to abide by. If he was to get into IMC, then he could ask fly under IFR since he is instrument rated.
some people turn at 500agl some turn at 700 is that determined by the airport or just whatever works for you? I assume they put you either closer or further out from the runway on the downwind.
is it possible to have a chest mounted cam on your 6 pac? I would like to see the instrument panel as a new pilot. also most flight sims have a much lower view profile then whats realistic so the chest cam might look more natural to sim flyers.
Your patterns seem extraordinarily large. Maybe it's the gopro or camera you're using, but the best techniques are exercised in a tighter pattern in my opinion. Flying 2 mile plus final approaches during circuits around the field is just taking more time and not allowing you to work on adjusting your glidepath visually; rather dragging the aircraft in using power.
Hey man I need some advice, I am working on my license and I am ahead of schedule performance wise but I always get shaky when talking to atc. I cant always remember it fast enough in some cases. I use memeory for a lot of things but im not gonna practice talking to atc when I need to reply to the tower right away. I hate screwing up while talking to these guys. I do ok with ground until I need to repeat longer things sometimes. I need to be clear and correct. I know for newer pilots it takes a bit longer to get an ear for knowing communication extremely well but I need some tips for this. Sorry if it sounds kinda dumb.
Spend a bit of time on LiveATC.com listening to the patter, and building up a mental picture of how it all works. It's just a matter of practice and familiarity.
Mark Newton I do that and yes it is practice and familiarity. Idk I just need ti read back what the guy says and think nothing of it. He is just a guy in a tower after all, we all make mistakes. I always get nurvous. :/
+Sam the man Just remember it's a conversation, not a performance. You're not on a podium in front of an audience, you're just some guy having a chat about what he's intending to do in the next few minutes.
Always plan ahead. You should have a good idea of what atc is going to tell you before you contact them. That's just a part of staying ahead of the aircraft. It's also helpful to have a scratch pad and pen/pencil standing by so you can jot quick notes of their instructions.
Chaz Barnett yeah my instructor lets me use a pad. Thats what we did. Mostly its just me getting comfortable and being able to say things. I have been talking scenarios out in my head. Also i wouldnt call myself dislexic but i will confuse things around here and there.
Yes, it's usually about 1,000 feet above the ground elevation. Like for instance my airport is 965ft above sea level, so we round up to 1,000 and fly 1,000 above that. So our pattern altitude is 2,000ft.
Shouldn't you be turning off carb heat before you get on the ground? On 172s carb heat air is unfiltered, you shouldn't be using it when you're in dusty air close to the ground, otherwise you'll suck abrasives into your engine. Wouldn't be surprised if you find silicates in your oil filter element.
It's depends on pilot. If you think you may get carb ice yes you need to check carb heat on before landing you don't want that during go-around. If you are flying in arizona So dry almost always no weather except funky thunderstorms time to time, yes you don't need carb heat on for aircraft to have max performance
+zzangon8 No, I think you're misunderstanding my comment. I know when to use carb heat (and it shouldn't depend on the pilot, it depends on the atmospheric conditions!). The issue here is whether it should be used on the ground. And on the C172 it definitely shouldn't be. I'd be pulling on carb heat as I bring the power below 2000rpm or thereabouts, using it during base and final when low power makes ice more likely. But when crossing the fence on short final, part of my pre touchdown check would include pushing the carb heat knob back in: It's no longer needed, and it can shorten the life of the engine if it's used on the ground.
Mark Newton Like i said all pilots have different standard some may have stricter standard and may put in carb heat during take off and landing because of possible carb icing Its your choice either you have engine failure right after take off due to carb icing or you just lose some RPM like you take off at the higher density altitude and its not too big of deal Unless runway is super short
In New Zealand they teach carb heat to cold, 300ft before touch down, this is in case of full power being required (go around). Lot of grass strips here too, don't want anything getting into the carburettor.
+zzangon8 Look, no. You can't get carb icing at full power (at least, not in the kind of conditions conducive to flying airplanes). The ice is formed by the constriction caused by the butterfly in the throttle body. If the butterfly is wide open, there's no constriction, and no ice. So you won't need carb heat for takeoff. Secondly, you also won't get carb ice in the ten seconds between short final and touchdown (and even if you could, it wouldn't matter anyway because you have a runway underneath you) Thirdly: The C172 POH says using carb heat on the ground can cause engine damage. I'm yet to find a club which requires procedures which violate the instructions in a POH, or an insurance company that'll cover them if they do. Use carb heat in the pattern, by all means; but turn it off on short final before you touch down. It should not be used on the ground except during a functional check in a sealed run up bay.
+Luke Skeggs-Bennett GoPro has a 360 rig. And There's software that comes with it. Or he could do a homemade deal and then just use a 3rd party software
I'm not entirely sure what to take from this video. Usually you are very detailed in your procedures as far as trying to keep them as near to the same as possible, and always doing your normal checklists. In this video you do it kind of half-assed. You use the visual marker of the highway intersection for your turn marker each time and reduce the power when you're abeam the numbers but other than that it seems kinda willy nilly as to what and why you're doing other things. This almost feels like complacency is setting in on this flight and you're not using it to actually keep your skills sharp. On one approach you throw in the flaps late and on another only use the first bit of flaps. As my instructor told me, we want to do the procedures of flying the plane the same, and then make corrections based on what mother nature is giving us. On your first approach you looked like you were stable and then you went a bit shallow but caught it with a little power at the end. On the second you were slow and low from the base to final turn in. Your third approach looked like even though you were possibly a little high it was going to be textbook because of the wind and where you had let it blow you to, but you let the plane stay high and fast until short final and only then added in flaps. I'm not trying to beat you up here, and maybe we have had different styles of instruction, but all of mine from student in the single cessna to instrument, to multi's, to even helicopter always harped on flying the pattern the way it needed to be flown. By that I mean, do it all as close to the same as possible, and only make the necessary adjustments to make the aircraft do what you want it to do. They would say something to the effect of, (with exception of the helicopter when we weren't doing run on landings) pick a spot and aim for that spot every time. If you don't land on that spot, make a mental note of what happened that caused you not to hit your spot and try to correct that on the next pass. Don't let the plane be high and fast, pull some power, hold the pitch and add some flaps. The last thing you want to be doing on short final is messing with the flaps. What if someone pulls on to the runway right ahead of you because their brakes failed? Wouldn't it be good to have your hand on the throttle to be able to execute an immediate go around. Get the plane configured for landing, then use your ability to judge what the plane and the wind are doing by visual references and make corrections to pitch and power so that you hit your spot. Hope it didn't feel like I was being too hard on you, I just don't want to see you become complacent. Too many times complacency has killed an otherwise skillful pilot.
Also, if you'll watch the video without skipping through, you'll see that the first landing was very routine, the second, I was paying a good bit of attention to the Mooney that I was on a collision course with. He was on short final doing about 120 knots, and I was getting ready to go around because of our closure.
Indeed they are, but 3 back to back circuits with this much variance in the way you flew them is what troubled me. Again just trying to offer some constructive criticism in what I saw.
the faster you run through the checklist the more sure you will be to forget something...trust me, trust my 4200 hours of time. love the videos otherwise.
Josh, I wanted to tell you that I really enjoyed this video. As someone who will be starting their pilot training soon, it's helpful to hear you explain what you're doing while flying a basic pattern solo, such as altitudes and tips. Many times there's so many other things going on in your videos that these things get looked over for us, the viewers. I know you're careful to not call your videos instructional, so I won't call it that, but it was great to have to much practical flying info in one of your videos. Keep it up!
Love how this was a flight lesson type video. You're definitely gonna make a great one! Keep up the good work! :)
Your videos are my go-to's between lessons. Thank you!!
This must be fantastic. About 10 years ago, when we still lived in McKinney Texas, I went up on a discovery flight. It was only about 30 minutes, but I knew I had to get a private pilot's license someday. There is just something about being up there , I can't describe it. The pilot let me "fly " the plane from the take off up to about 1500 '. He handled the rudder though! As we were coming in to land, he asked if I wanted to land, I was more than happy to let him have the honors! Haha! When I got home, my wife said I was smiling a goofy smile, and in a great mood for a week after the flight!
I cant tell you how much I love seeing from your POV, super cool, and super informative. Please keep videos like this coming I cant watch enough !!!!
Thanks Josh. A great refresher for me. Will hopefully be doing the same in South Africa in a few days. It's winter there but should be clear and sunny. I think the 172 there is a 180 hp but guess power settings would be very similar.
Thanks to your videos I've even gone and got a GoPro Session. Have never used one before but should be fun trying! The software and editing side scares me, might delegate my Wife and or Daughters to try that!
you always do a good job of explaining this...which is probably why your videos have become so popular especially for students...I try to do the same when I bring out new people...you will make a good CFI
I *love* POV flying videos. So happy you uploaded this.
Back to basics. Love it!
Interesting how techniques change, I learnt to fly in the the UK on C150s/152s in the late 70's and was taught to reduce power to around 1700rpm on base leg, carb heat on and apply first stage flaps when speed was inside the white arc. On short finals some of my instructors also suggested turning carb heat off in case of a go around. I guess there isn't a definitive approach to flying, seems there are different techniques.
Great videos by the way.
Glad you got N-80991 running and the elevator fixed. Love the videos!!
Great procedure for circuits. Love your checkpoints for your turn and flap deployment. I might have to switch it up a bit...
Awesome video. One if the best pattern videos I've seen.
Amazing video. I just started taking flight lessons. Thank you for sharing. Thumbs up.
How did it go? Are you a PP? Instrument rating? Airline job? A lot can happen in 4 years haha!
@@aviationlocation7993 unfortunately; I was not able to continue my flight lessons due to family obligations. I hope to continue this journey of aviation and have my PPL one day
My flight instructor actually taught me to use power as trim in the pattern, rather than using trim I just adjust power to stay straight and level.
Love your channel Josh and this video is perfect for me! First solo for me on Tuesday, difficult to express how much I'm looking forward to it, so this video was really good...I was going through the flight in my head as you were flying round, doing the checklists etc! Haha Graham Gall's comment below is relevant to me, I have been trained by an ex-BA pilot (I'm in the UK) in the manner Graham said, so there are some slight differences but of course it is all relevant and similar. Keep up the good vids!!! :D
That was great! TRYING to be ready to solo… good all around review!
I always love watching your videos! They are awesome! Keep it up!!!
There we go, another video! :) Was watching your old ones for a large portion of the day waiting for a new one ;p
waduuppppp
XO INSANITY suhh dood :)
kudos for those landings, I have started my first touch and go's! And you just landed like a pro!
Excellent video, reminds me of my days doing circuit training.
Yo Josh, when you become an instructor don't be like the rest of the up tight flight instructors. What I'm saying is don't be afraid to add some humor and be yourself, during both ground school and flight training.
tell me about it. I've had 8 prior instructors who shouldn't be teaching. Finally got a solid one who isn't a pompous prick either. :)
One thing I would recommend as I've heard from other pilots: you shouldn't put the gear up until you're out of usable runway. On the first takeoff it looked as though, if the engine died, you would be forced to land straight ahead, but you put your landing gear up. I think a better mantra might be, positive rate, no usable runway, gear up. Keep up the good videos!!
The 172 has fixed gear. He wasn't putting it up.
+IACaptainKen I know that. I have quite a few hours in the 172. If you watched the video, he said if he were flying a complex airframe he would have put it up at that point, which is why I commented.
Okay. I must have missed that part in the video. What air speed are you using on final?
+IACaptainKen If I remember correctly, it would be somewhere around 70, but always preferred to be a little faster on final. One of my old instructors suggested I keep on the faster side of airspeeds envelopes in the event of engine failure I could glide just a bit further - Also, you can force the 172 down pretty fast if need be.
I usually go for 70 knots and am usually a little high on final. Would rather be high than low as you can always come down if your engine goes South but you can't go up.
Great video to watch for landing help, thanks!
First landing was excellent
wow you did good the 2nd landing at 10:43 was thinking you were gonna nail the first 10 feet of runway before the piano keys when the nose dipped once i get my land and house the next plan is to save up for a carbon cub (cheap on the fuel and climb like banshees
I prefer your usual videos to the POV format. That being said I enjoy pretty much all your videos.
Great video. You make some of the best GA videos on youtube🙃😄
That was cool! Thanks Josh...
Love your vids, I am currently a student pilot in Georgia
Great landings!
I am a pilot in training, and I am flying out of Stinson Mun. I would love to meet you someday!
Awesome pov vid
nice job josh
Josh, Tutorials for your CFI would be good. Explain each step of the way. I have watched a lot of your videos and you are explaining everything very nice. Maybe you could add some of the Private Pilot info as you go. Thanks for the videos.
Excellent. Was not expecting Central TX to be so green? tx.
Nice video man!!! Greetings from EDHE!!
I have two GoPros and I'm taking an aerobatic flight in a Pitts S-2b biplane this summer. Where do you think I should mount them for the best angles? Keep up the great videos!
Josh, great video. Any particular reason for skipping landing checklist in each landing? ;). If you come to West Houston airport (KIWS) I'd be happy to meet you.
Very informative video about pattern works. Thank You!
It would have been even nicer if You had shown us the instrument panel with second camera. Although You clearly stated what altitude, airspeed and flaps You were using :) Great video!
this
Never take power away that you have to put back before touchdown...get smoother....practice...practice practice.
We want more POV videos!
Would you consider doing a vlog regarding your Stratus ADS-B 2S and it's features and how well they work? Also, I've started recording some of my flights but I's like to know a little more about how you record yours..especially the audio and audio inputs. Great Vids!
Great video! Quick question though. Why do you only put your carburetor heat back in after landing? I have been trained to put carburetor heat back in on short finals for the possibility of a go-around situation needing full power. Your thoughts would be greatly appreciated.
thanks. very useful refresher
Love your videos MrAviation101!! I'm a student pilot and I've flown a Cessna 172 once but I've mostly flown Piper pa-28's. I flew a Piper pa-28r 200 on Memorial Day weekend 2016 and it was for 30 to 45min, I didn't touch the controls at all that flight. Question, any advice for practicing a good takeoff and landing? If you can reply back that would be great.
One of your flying fans,
Devon "How Did He Do That" Walter.
Great video Josh! Always looking forward for your uploads.
How often do you go flying? Isn't it costing a bit?
I got twice a week usually. Yes, it's expensive, but I work a lot.
+MrAviation101 Good luck bro! Keep it up, you're doing a great job on your TH-cam videos.
What kind of work do you do?
great video can you make a video about the thing in your flight bag. i am a student and want to know what i should put in my flight bag
Josh, I have a 172 exactly like yours. I usually slow down to 70 knots and use it all the way to the runway. Also, do you sometimes go clear to the 40 degree flap setting? I've been stopping at 30 degrees lately and seem to like it better. The owner of our FBO used to tell us, many years ago, "use all the flaps you got". He was flying B24s in WW II.
Hey Josh, I always enjoy watching your Videos and I'm realy interested in aviation... I have a question: Could you do a Video of an ifr flight which starts when you arrive at the airport? So you could show us filing the flightplan, setting up the airplane maybe refueling and so on? I know such a video is lots of work but maybe it could be like a pov-one-taker?
Keep up your great work and always happy landings
Mirco
My Man! Great video. Are you still flying 5 years later? I am a few weeks away from a possible check ride for my PPL, I wish I was this confident and able to talk through my decisions. This really helped!
I start my PPL next weekend.
C152
Did they resurface 13/31 recently? Dec '15 imagery shows it as a unmarked slab. Also, what happened to 4/22?
I think I've asked this before, but why do you leave the carb until you're on the ground? I was taught to go carb cold around 300-400 ft on final in case you need to unexpectedly go full power, just wondering!
nice explanation
Great video thanks
actually, you did not see the B1-RD on final which had to perform a "missed approach"... lol
I'm still not convinced that rounding off the base to final turn is bad. You still have a great view of traffic possibly on final and you decrease the angle of thr most dangerious turn in aviation.
You said you use that intersection as a landmark for turning base.. What would you use if you were at another airport? Also, what does "cleared the option" mean? Very interesting to see how you do your procedures... amazing how pilots are taught different ways. Love your videos mate. I have been watching your videos before i started training and now i'm a Commercial Pilot flying twins! your videos motivated me all the way mate!
"Cleared for the option" means you can do a full stop landing, touch and go, stop and go or low approach at your discretion.
Hey Josh, I should be moving out to Arizona in a few months for my new CFI job, but I'd like to head out to T82 or even just take a few rides around the circuit with ya. I'd head down to San Marcos if you're willing. Let me know!
Keep me posted! Id love to meetup
I live in Phoenix and train at KSDL. Where are you moving to in Arizona?
I got a job offer from Embry-Riddle up in Prescott.
+Flightx52 maybe I'll see you around in the air in Prescott. That's where I currently fly at right now
Oh cool. I got to tour the campus a couple weeks ago. It's a wonderful place!
Is it normal to prefix your call sign with "November"? I thought you just say the call sign without it? Good video
I can think of worse things to do than a flight of good landings. :-)
I was going to do exactly that this afternoon but the weather had other ideas. :-(
How did you mount your camera? On top of your head set or did you use a head strap?
Great video..!! As a fellow seasoned C-172 pilot I'm not sure that I agree with you adding flaps on short final, especially over the runway threshold. Any particular reason why you do that?
My only other question is tapping the brakes after takeoff. What purpose does that serve?
Again, great videos, and thank you very much for sharing.
I am a big fan. Keep up the great work.
tapping the brakes after takeoff stops the wheels from spinning. they'll slow down on their own though, so maybe he's just in the habit
He is making it part of his standard takeoff checklist. It stops wheelspin before you raise the landing gear in a retractable gear plane. Pointless in a C172, and should not be necessary in a retractable with proper tire clearance, but it doesn't hurt to make it a routine
it stops the wheels preventing damage when retracting. Obviously this Cessna has fixed gear but it's no harm to stop them so you don't get out of the habit when you fly a plane with retractable gear.
also at 1:16 he actually says it.
What do you do if it starts pouring down rain or any weather issues?
He checks the weather before he goes flying
Or land
I mean just because it rains doesn't mean it will be IMC. I've seen the rain cloud layers at 3,000, although that's not always the case. Now if there is a weather phenomenon, that's really not a good day to fly. If you have 1 mi vis and clear of clouds in class G airspace, you're fine to fly although it wouldn't be a good idea.
Although he was in controlled airspace this time, so there are more tighter vis and ceilings you have to abide by. If he was to get into IMC, then he could ask fly under IFR since he is instrument rated.
some people turn at 500agl some turn at 700 is that determined by the airport or just whatever works for you? I assume they put you either closer or further out from the runway on the downwind.
Sir may I ask what kind of mount you use for your ipad yoke mount. Also do you just use a splitter for your sony recorder? Thanks!
What is your opinion on high vs. low wing? Which do you like better?
Great video, I guess we should expect some educational videos once you become CFI. :)
just curious about the use of flaps. Is it based on airspeed on final? Thanks.
is it possible to have a chest mounted cam on your 6 pac? I would like to see the instrument panel as a new pilot. also most flight sims have a much lower view profile then whats realistic so the chest cam might look more natural to sim flyers.
More !
Hey josh what rpm does your 172 idle at? I rent a 172 at my local field and it idles at about 400-500, It just doesn't feel right that low
When do you know when to turn to the base leg? Is it when you're 45 degrees from the runway?
Thanks m8
hey josh, you sholud try de Garmin virb x, for record your videos
Your patterns seem extraordinarily large. Maybe it's the gopro or camera you're using, but the best techniques are exercised in a tighter pattern in my opinion. Flying 2 mile plus final approaches during circuits around the field is just taking more time and not allowing you to work on adjusting your glidepath visually; rather dragging the aircraft in using power.
Agreed. Maybe comes of flying the Mooney a lot.
I keep tight patterns. Optical illusion from the wide angle lens.
3 videos in 3 days?? What sorcery is this?
Say, I was wondering, does it get hot in there during the summer? Can you open the window while you're flying?
MusketeerinFlorida unfortunately it can and will. I always bring cold water on hot summer flights
WHERE WAS HE FLYING TO???
Hey man I need some advice, I am working on my license and I am ahead of schedule performance wise but I always get shaky when talking to atc. I cant always remember it fast enough in some cases. I use memeory for a lot of things but im not gonna practice talking to atc when I need to reply to the tower right away. I hate screwing up while talking to these guys. I do ok with ground until I need to repeat longer things sometimes. I need to be clear and correct. I know for newer pilots it takes a bit longer to get an ear for knowing communication extremely well but I need some tips for this. Sorry if it sounds kinda dumb.
Spend a bit of time on LiveATC.com listening to the patter, and building up a mental picture of how it all works. It's just a matter of practice and familiarity.
Mark Newton I do that and yes it is practice and familiarity. Idk I just need ti read back what the guy says and think nothing of it. He is just a guy in a tower after all, we all make mistakes. I always get nurvous. :/
+Sam the man Just remember it's a conversation, not a performance. You're not on a podium in front of an audience, you're just some guy having a chat about what he's intending to do in the next few minutes.
Always plan ahead. You should have a good idea of what atc is going to tell you before you contact them. That's just a part of staying ahead of the aircraft. It's also helpful to have a scratch pad and pen/pencil standing by so you can jot quick notes of their instructions.
Chaz Barnett yeah my instructor lets me use a pad. Thats what we did. Mostly its just me getting comfortable and being able to say things. I have been talking scenarios out in my head. Also i wouldnt call myself dislexic but i will confuse things around here and there.
Been watching Premier 1 Driver too much...Feel like I'm crawling...
Looks good however your glide slope is a little shallow my man.
Is pattern altitude relative to each airport?
Yes, it's usually about 1,000 feet above the ground elevation. Like for instance my airport is 965ft above sea level, so we round up to 1,000 and fly 1,000 above that. So our pattern altitude is 2,000ft.
could you recommend me an academy in america please??
Shouldn't you be turning off carb heat before you get on the ground? On 172s carb heat air is unfiltered, you shouldn't be using it when you're in dusty air close to the ground, otherwise you'll suck abrasives into your engine. Wouldn't be surprised if you find silicates in your oil filter element.
It's depends on pilot. If you think you may get carb ice yes you need to check carb heat on before landing you don't want that during go-around. If you are flying in arizona So dry almost always no weather except funky thunderstorms time to time, yes you don't need carb heat on for aircraft to have max performance
+zzangon8 No, I think you're misunderstanding my comment. I know when to use carb heat (and it shouldn't depend on the pilot, it depends on the atmospheric conditions!). The issue here is whether it should be used on the ground. And on the C172 it definitely shouldn't be.
I'd be pulling on carb heat as I bring the power below 2000rpm or thereabouts, using it during base and final when low power makes ice more likely. But when crossing the fence on short final, part of my pre touchdown check would include pushing the carb heat knob back in: It's no longer needed, and it can shorten the life of the engine if it's used on the ground.
Mark Newton Like i said all pilots have different standard some may have stricter standard and may put in carb heat during take off and landing because of possible carb icing
Its your choice either you have engine failure right after take off due to carb icing or you just lose some RPM like you take off at the higher density altitude and its not too big of deal
Unless runway is super short
In New Zealand they teach carb heat to cold, 300ft before touch down, this is in case of full power being required (go around). Lot of grass strips here too, don't want anything getting into the carburettor.
+zzangon8 Look, no.
You can't get carb icing at full power (at least, not in the kind of conditions conducive to flying airplanes). The ice is formed by the constriction caused by the butterfly in the throttle body. If the butterfly is wide open, there's no constriction, and no ice. So you won't need carb heat for takeoff.
Secondly, you also won't get carb ice in the ten seconds between short final and touchdown (and even if you could, it wouldn't matter anyway because you have a runway underneath you)
Thirdly: The C172 POH says using carb heat on the ground can cause engine damage. I'm yet to find a club which requires procedures which violate the instructions in a POH, or an insurance company that'll cover them if they do.
Use carb heat in the pattern, by all means; but turn it off on short final before you touch down. It should not be used on the ground except during a functional check in a sealed run up bay.
What airport were these done at?
Cole Dastur San Marcos
Is the aircraft a 172M ?
NM i just saw a video where you referenced that it was a 76
carbi cold late final?
On short final, yes. This is standard. You don't want to pick up dust and debris. I know. It's been 2 years.
Maybe do a 360° video?
Those cameras are expensive
+Luke Skeggs-Bennett GoPro has a 360 rig. And There's software that comes with it. Or he could do a homemade deal and then just use a 3rd party software
+Russell Letcher oh ok didn't know GoPro does that
+Luke Skeggs-Bennett it's fairly new
how and who does all this flight time get paid by?
Me and by working.
thats cool. I was just wondering. :) I do the same thing, but seems like everyone around here ( locally) gets a freebie. So I was merely curious .:)
I'm not entirely sure what to take from this video. Usually you are very detailed in your procedures as far as trying to keep them as near to the same as possible, and always doing your normal checklists. In this video you do it kind of half-assed. You use the visual marker of the highway intersection for your turn marker each time and reduce the power when you're abeam the numbers but other than that it seems kinda willy nilly as to what and why you're doing other things. This almost feels like complacency is setting in on this flight and you're not using it to actually keep your skills sharp. On one approach you throw in the flaps late and on another only use the first bit of flaps. As my instructor told me, we want to do the procedures of flying the plane the same, and then make corrections based on what mother nature is giving us. On your first approach you looked like you were stable and then you went a bit shallow but caught it with a little power at the end. On the second you were slow and low from the base to final turn in. Your third approach looked like even though you were possibly a little high it was going to be textbook because of the wind and where you had let it blow you to, but you let the plane stay high and fast until short final and only then added in flaps. I'm not trying to beat you up here, and maybe we have had different styles of instruction, but all of mine from student in the single cessna to instrument, to multi's, to even helicopter always harped on flying the pattern the way it needed to be flown. By that I mean, do it all as close to the same as possible, and only make the necessary adjustments to make the aircraft do what you want it to do. They would say something to the effect of, (with exception of the helicopter when we weren't doing run on landings) pick a spot and aim for that spot every time. If you don't land on that spot, make a mental note of what happened that caused you not to hit your spot and try to correct that on the next pass. Don't let the plane be high and fast, pull some power, hold the pitch and add some flaps. The last thing you want to be doing on short final is messing with the flaps. What if someone pulls on to the runway right ahead of you because their brakes failed? Wouldn't it be good to have your hand on the throttle to be able to execute an immediate go around. Get the plane configured for landing, then use your ability to judge what the plane and the wind are doing by visual references and make corrections to pitch and power so that you hit your spot. Hope it didn't feel like I was being too hard on you, I just don't want to see you become complacent. Too many times complacency has killed an otherwise skillful pilot.
Every approach/landing is different!
Also, if you'll watch the video without skipping through, you'll see that the first landing was very routine, the second, I was paying a good bit of attention to the Mooney that I was on a collision course with. He was on short final doing about 120 knots, and I was getting ready to go around because of our closure.
Indeed they are, but 3 back to back circuits with this much variance in the way you flew them is what troubled me. Again just trying to offer some constructive criticism in what I saw.
Can i Get a ride xD
I cant get over this guy complaining about 9kt winds 🤣
Every winter I get at least 15kts with gusts of 20+
the faster you run through the checklist the more sure you will be to forget something...trust me, trust my 4200 hours of time. love the videos otherwise.