Another very good video Rory. As you say, Tony is a very good instructor and the revision is useful for us all. Well flown and nicely edited. Thanks Tim
Thanks Tim, I really appreciate your encouragement. Tony has been great to fly with and I'm always learning something new in the air and on my editing software! Cheers, Rory.
Good work, as always. I recall my descriptions of what field I was intending to land in went something like this: "That one over there!", "The green one!", "The one with the hedgerow" and "This one! (always good to cover this one off)", to name a few. During the revision for my test I think it took me an extra two hours as I struggled with the PFL. A shout out to Tony as well as I'm sure some instructors are not as comfortable being on camera - which I understand.
Chris Terry thanks Chris. Yeah I always forget to get a position fix before I key the mic and end up making something up that’s vaguely right. I must work on that. Tony actually encouraged the filming which is great. He understands the value of being able to watch it back and gain more learning from seeing the flight again. It’s been a big help to me as well as hopefully entertaining to watch.
THE HARRY BROWN PROJECT There is never any reason, to identify the field to the examiner or instructor, it’s more folk lore and it just wastes time which you don’t have on this procedure. The most important thing is to fly to a field which will allow you to spend the minimum time in A & E. If you have to change fields at anytime to achieve this forget the folklore and go for it. The single aim of this exercise in the RAF was just simply this, TO SAVE LIFE!
Well done Rory, that was great to watch and you did really well under pressure. And if the carb heat is your only error in an emergency, well that's pretty impressive! Tony exudes confidence and comes across as an excellent instructor, which in turn makes for a very helpful and entertaining video, no matter what stage your flying experience. Well done both and I look forward to any more you may make.
kevinchilton thanks very much Kevin. You’re spot on about Tony - he’s been brilliant to learn from. I’m going to continue to do PFLs in the microlights on a regular basis to try and keep skills sharp. I thinking being good at the drills and manoeuvres is as fun in the same was having a bimble is. 👍
Great video Rory, Im currently training for my NPPL(M) in a C42 at Arclid in south Cheshire. I had my forced landings without power lesson last week, it certainly focuses the mind! Good luck with the rest of your training.
Michael Brown thanks Michael, same to you! I’m looking forward to getting back in the C42 for some trips. It’s a very stable aircraft and yeah, PFLs certainly do focus the mind! I hope to see you at Barton sometime.
Another great video it’s amazing how many little tips I have managed to pick up from these just because I have been watching and not not flying. My LAPL actually arrived in yesterday’s post. If I get the chance to visit Barton once the weather changes or you pop over to Yorkshire to Rufforth the bacon sandwich and a coffee are on me I will even stretch to a Caramel bar the food of pilots. 😀
Darren Weston ha ha thanks Darren! That’s a great offer and I’ll do my best to make it over to your strip. Tony is an ace instructor so I’ve been really lucky. My SSEA rating arrived so I’ve send off the papers for the LAPL conversion. 👍
Really enjoying your channel Rory. If you're attending the GASCo Safety Evening at Barton next month I'll introduce myself and say hi. Keep the vids coming! :-)
The lass at Wharton Radar (I think it was) has a great voice - Really nice and clear, good cadence, and addressed the mic very well. Too many controllers (especially in the US) mumble or slur very quickly with their mics jammed into their faces causing their transmissions to be overmodulated noise full of pops and sibilants - For someone whose job is essentially to use a radio to communicate vital, life-saving information, the standards are sometimes woefully inadequate.
RoadRunnerLaser very good point - I will try that with mine next time. And yes, Warton are usually very good - I think standards are generally high here with controllers but you’re right, this was a good example. Thanks for the comments!
Rory On Air - I don't mind pops and sibilants from pilots so much, the nature of the noise-cancelling mics in a noisy environment tend to make them less noticeable but there's no need for controllers to sound the way so many of them do. I agree, the UK does seem to have better standards of RT. I think another thing that really made the Wharton lass's voice sound so good was that the reception was good and strong, but she was still outstanding, I think.
RoadRunnerLaser I think ATC talk slower in the UK than the USA. I find a lot of their RT very rapid fire. I work in broadcast radio so people popping the mic is pet peeve of mine but it’s hard not to do on the headset. A constant battle...
Rory On Air - Hence addressing the mic from the side rather than placing it directly in the airstream from your mouth and nose. Admittedly, headset booms often seem to be tricky to place anywhere but directly in front but they don't suffer quite like an LDC in a studio. (I used to run an internet radio station and I have my own recording studio - Bad sound engineering is one of my pet hates, too) A good controller will match the speed of the pilot, I think. If a controller is very experienced and working busy airspace, he might be used to dealing quickly with other highly experienced pilots and talking quickly. As long as his cadence is good and he annunciates well, there shouldn't be too many issues. A student or low-hours pilot will tend to talk more slowly and so a good controller should slow down for them. There might be pressure to pass information quickly but it's slower in the long run if the controller needs to repeat instructions. More haste less speed as so many people are fond of saying.
I find locating a suitable field for PFL while rapidly losing height the most stressful part. Given a field its usually straightforward after that (famous last words).
MrAlwaysBlue yes, I agree. I know the whole thing will be even more stressful if it happens for real but we just have to hope that the rehearsals result in a good performance at the time.
Well done! Great video and PFLs! Speaking of carb heat I have a theory you are not the only one confusing those... I am not a linguist, but HOT sort of resembles OFF due to O next to "deaf consonant" (that's what we call it in my language) and three letters in both , whereas ON might resemble COLD due to O next to "loud consonant" and both words even number of letters. Another thing I noticed when flying Cessna for the first time after quite some time in Piper is that ball shaped engine controls intuitively made me want to pull for more power rather than push forward even though clearly in the piper I developed the muscle memory to push and never had those hesitations.
Alexey Alekseev thanks - that’s an interesting theory about the word structure. You might be right, or maybe I’m just a bit slow to learn with this one!
Great video once again....very informative! Question: In a FL, if the wind is directly behind you, are you then considered on your 'downwind' leg or do you have the time to turn back into the wind to begin your FL...ie do a quick circuit ?? (Does this question make sense?)
JerSher I’m afraid I’m not sure what you mean. I take it FL is forced landing rather than flight level in this case? You always want to land into wind if you can, so yeah, you’d fly the rest of the circuit and land into wind. Does that answer your question?
@@RoryOnAir Thanks for the reply! Yes...I meant FL in this case to be Forced Landing! I think my question above all depends on how much there is to find a suitable field! Really enjoying your videos!
@@jersher6954 THE HARRY BROWN PROJECT The first IMMEDIATE ACTIONS if you have an engine failure In a single engine aircraft is to determine whether it is due to FIRE or NON FIRE because the procedure is entirely different. The next action is to select CARB AIR HOT(unless it’s a fuel injected aircraft) and FULL POWER ( if you don’t understand why, give up flying). The next action is to determine the approx surface wind because you can’t really pick a field without considering this if the wind is above 5 knots. Don’t prat about with instructor Bolox such as smoke etc ASK ON THE RADIO and you don’t have to be exactly into wind but make an attempt, the correct quadrant will do. The next action is to select a reasonable area that an aircraft could alight in with minimum damage or you could waste time looking for an ideal field you will probably never reach but will satisfy instructor bolox. Then plan the circuit and approach including the high and low key points and the IAP, initial aiming point. You may want to add other things into your immediate actions based on the most likely cause of accidental engine failure, the most common being fuel mismanagement which won’t apply to a Cessna 152 unless you switched the cock off. After the IMMEDIATE ACTIONS you can then try the RESTART CHECK but remember in most cases the prop will still be windmilling so do not touch the starter motor! Most FIs will tell you that you must fly the best glide speed all the way down, more FI bolox. Always CONSIDER keeping at least 10 knots in hand especially if it’s windy or/ and it’s looks doubtful from downwind because if you sit on short final bang on best glide speed and the glide path and you hit some sink or get it wrong there is no way out your going to undershoot. Keeping 10 knots in reserve might be the difference between walking away or being carried away. Have to say I thought a lot of the two exercises as taught left a lot to be desired. HARRY BROWN
Adventure Pilot thanks! Well I got my side of things done and sent off. The LAA were extremely quick and efficient. It’s in the hands of the CAA now so I’m hoping for the best...
Rory On Air I got mine back from CAA 5 days after the LAA did their bit so it was quick. Just applied for the LAPL licence and awaiting it now. Messy process!
Adventure Pilot ah that’s very quick! How long ago did you submit? I wonder if they are snowed under with last minute applications like mine. It certainly is a messy process.
I submitted approx 20 days ago. The first part of process took about 10 days (LAA and CAA) they sent back an updated NPPL with a new rating. I now then needed to apply for the LAPL version which I am waiting for so currently I'm limited to UK / France but will hopefully unlock the rest of Europe in the next few days. I am off on an EU tour by plane so need it yesterday!
Adventure Pilot that’s a bit nervy! I hope it comes through for you soon. ‘Live achievement unlocked’ getting access to Europe by plane. I hope it’s not a short lived bonus with the Brexit issues looming.
Is it generally taught over there to not actually enter the stall when doing training? By the looks of it you never actually entered the stall and only acted once the horn was on (obviously in a real situation this is what you'd do)
demomax94 I do remember entering full stalls but it might not have made the edit. I think prevention of stalls is as useful as dealing with one that’s developed too. Thanks for watching!
THE HARRY BROWN PROJECT What your instructor really meant was he didn’t really know the answer to your question about the mayday call. Here it is courtesy of CAP 413, the book most instructors and examiners never read. Your Mayday call was in the wrong order and the order is Important. Emergency Message 8.13 The emergency message shall contain the following information (time and circumstance permitting) and, whenever possible, should be passed in the order given: 1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’); 2. Name of the station addressed (when appropriate and time and circumstances permitting); 3. Callsign; 4. Type of aircraft; 5. Nature of the emergency; 6. Intention of the person-in-command; 7. Present or last known position, flight level/altitude and heading; 8. Pilot qualifications (See Note 1), viz: a) Student pilots (see Notes 2 and 3); b) No Instrument Qualification; c) IMC Rating; d) Full Instrument Rating. 9. Any other useful information e.g. endurance remaining, number of people on board (POB), aircraft colour/markings, any survival aids
Ha ha - thanks Harry. I'm absolutely certain Tony has read CAP413 many times, I certainly have but in the heat of the moment, even in training - all bets are off on getting it wordperfect.
Rory On Air THE HARRY BROWN PROJECT Problem is Rory if you can’t get it right in a mock practice what chance have you got in a real emergency. Amateurs train till they get it right, professionals train till they don’t get it wrong!
Another very good video Rory. As you say, Tony is a very good instructor and the revision is useful for us all. Well flown and nicely edited. Thanks Tim
Thanks Tim, I really appreciate your encouragement. Tony has been great to fly with and I'm always learning something new in the air and on my editing software! Cheers, Rory.
Good work, as always. I recall my descriptions of what field I was intending to land in went something like this: "That one over there!", "The green one!", "The one with the hedgerow" and "This one! (always good to cover this one off)", to name a few. During the revision for my test I think it took me an extra two hours as I struggled with the PFL. A shout out to Tony as well as I'm sure some instructors are not as comfortable being on camera - which I understand.
Chris Terry thanks Chris. Yeah I always forget to get a position fix before I key the mic and end up making something up that’s vaguely right. I must work on that. Tony actually encouraged the filming which is great. He understands the value of being able to watch it back and gain more learning from seeing the flight again. It’s been a big help to me as well as hopefully entertaining to watch.
THE HARRY BROWN PROJECT
There is never any reason, to identify the field to the examiner or instructor, it’s more folk lore and it just wastes time which you don’t have on this procedure. The most important thing is to fly to a field which will allow you to spend the minimum time in A & E. If you have to change fields at anytime to achieve this forget the folklore and go for it. The single aim of this exercise in the RAF was just simply this, TO SAVE LIFE!
Well done Rory, that was great to watch and you did really well under pressure. And if the carb heat is your only error in an emergency, well that's pretty impressive! Tony exudes confidence and comes across as an excellent instructor, which in turn makes for a very helpful and entertaining video, no matter what stage your flying experience. Well done both and I look forward to any more you may make.
kevinchilton thanks very much Kevin. You’re spot on about Tony - he’s been brilliant to learn from. I’m going to continue to do PFLs in the microlights on a regular basis to try and keep skills sharp. I thinking being good at the drills and manoeuvres is as fun in the same was having a bimble is. 👍
Doing PFL really does test the skills
Great video Rory, Im currently training for my NPPL(M) in a C42 at Arclid in south Cheshire. I had my forced landings without power lesson last week, it certainly focuses the mind! Good luck with the rest of your training.
Michael Brown thanks Michael, same to you! I’m looking forward to getting back in the C42 for some trips. It’s a very stable aircraft and yeah, PFLs certainly do focus the mind! I hope to see you at Barton sometime.
Another great video it’s amazing how many little tips I have managed to pick up from these just because I have been watching and not not flying. My LAPL actually arrived in yesterday’s post. If I get the chance to visit Barton once the weather changes or you pop over to Yorkshire to Rufforth the bacon sandwich and a coffee are on me I will even stretch to a Caramel bar the food of pilots. 😀
Darren Weston ha ha thanks Darren! That’s a great offer and I’ll do my best to make it over to your strip. Tony is an ace instructor so I’ve been really lucky. My SSEA rating arrived so I’ve send off the papers for the LAPL conversion. 👍
Nice video Rory, I enjoy the beautiful recordings from you and Tony :-)
Ronny Jonckers thanks very much Ronny. 👍
Another great video Rory! Great to watch and also a bit of a refresher on how to fly PFL's, thanks for taking the time - great stuff.
Julian Pratt thanks very much Julian. Tony is a great instructor and I’ve learned a lot from him. 👍
Nice work, camera angles on point!
Plane Old Ben thanks Ben. I might get another camera soon. Space is limited in the Eurostar though!
Really enjoying your channel Rory. If you're attending the GASCo Safety Evening at Barton next month I'll introduce myself and say hi. Keep the vids coming! :-)
Airlite X thanks very much. I’ve booked a ticket so I hope to be there next month. Do come and say hello. 👍
If you’re in a Cessna 152, and you turn your master off too early, your flaps won’t work. Best to leave it on until late final.
Mark Newton very good point Mark. Thanks for the comment.
THE HARRY BROWN PROJECT
And if in a PA 28 and others you loose the stall warner
The lass at Wharton Radar (I think it was) has a great voice - Really nice and clear, good cadence, and addressed the mic very well. Too many controllers (especially in the US) mumble or slur very quickly with their mics jammed into their faces causing their transmissions to be overmodulated noise full of pops and sibilants - For someone whose job is essentially to use a radio to communicate vital, life-saving information, the standards are sometimes woefully inadequate.
Your instructor's mic position is very good, I just noticed. Slightly to the side rather than directly in front of the mouth.
RoadRunnerLaser very good point - I will try that with mine next time. And yes, Warton are usually very good - I think standards are generally high here with controllers but you’re right, this was a good example. Thanks for the comments!
Rory On Air - I don't mind pops and sibilants from pilots so much, the nature of the noise-cancelling mics in a noisy environment tend to make them less noticeable but there's no need for controllers to sound the way so many of them do.
I agree, the UK does seem to have better standards of RT.
I think another thing that really made the Wharton lass's voice sound so good was that the reception was good and strong, but she was still outstanding, I think.
RoadRunnerLaser I think ATC talk slower in the UK than the USA. I find a lot of their RT very rapid fire. I work in broadcast radio so people popping the mic is pet peeve of mine but it’s hard not to do on the headset. A constant battle...
Rory On Air - Hence addressing the mic from the side rather than placing it directly in the airstream from your mouth and nose.
Admittedly, headset booms often seem to be tricky to place anywhere but directly in front but they don't suffer quite like an LDC in a studio.
(I used to run an internet radio station and I have my own recording studio - Bad sound engineering is one of my pet hates, too)
A good controller will match the speed of the pilot, I think. If a controller is very experienced and working busy airspace, he might be used to dealing quickly with other highly experienced pilots and talking quickly. As long as his cadence is good and he annunciates well, there shouldn't be too many issues. A student or low-hours pilot will tend to talk more slowly and so a good controller should slow down for them. There might be pressure to pass information quickly but it's slower in the long run if the controller needs to repeat instructions.
More haste less speed as so many people are fond of saying.
I find locating a suitable field for PFL while rapidly losing height the most stressful part. Given a field its usually straightforward after that (famous last words).
MrAlwaysBlue yes, I agree. I know the whole thing will be even more stressful if it happens for real but we just have to hope that the rehearsals result in a good performance at the time.
Well done! Great video and PFLs!
Speaking of carb heat I have a theory you are not the only one confusing those... I am not a linguist, but HOT sort of resembles OFF due to O next to "deaf consonant" (that's what we call it in my language) and three letters in both , whereas ON might resemble COLD due to O next to "loud consonant" and both words even number of letters.
Another thing I noticed when flying Cessna for the first time after quite some time in Piper is that ball shaped engine controls intuitively made me want to pull for more power rather than push forward even though clearly in the piper I developed the muscle memory to push and never had those hesitations.
Alexey Alekseev thanks - that’s an interesting theory about the word structure. You might be right, or maybe I’m just a bit slow to learn with this one!
I bet you are not the only one at all!
Brilliant video Rory, many thanks. If you land like that with a real engine failure, you'll be celebrating :-)
Ha ha - I know! I think the stress of a real engine out situation would be extreme but hopefully the training will help. Thanks for watching!
THE HARRY BROWN PROJECT
That’s were NIPA helps
NATURE
INTENTION
POSITION
ADDITIONAL
Great video once again....very informative! Question: In a FL, if the wind is directly behind you, are you then considered on your 'downwind' leg or do you have the time to turn back into the wind to begin your FL...ie do a quick circuit ?? (Does this question make sense?)
JerSher I’m afraid I’m not sure what you mean. I take it FL is forced landing rather than flight level in this case? You always want to land into wind if you can, so yeah, you’d fly the rest of the circuit and land into wind. Does that answer your question?
@@RoryOnAir Thanks for the reply! Yes...I meant FL in this case to be Forced Landing! I think my question above all depends on how much there is to find a suitable field! Really enjoying your videos!
@@jersher6954 THE HARRY BROWN PROJECT
The first IMMEDIATE ACTIONS if you have an engine failure In a single engine aircraft is to determine whether it is due to FIRE or NON FIRE because the procedure is entirely different. The next action is to select CARB AIR HOT(unless it’s a fuel injected aircraft) and FULL POWER ( if you don’t understand why, give up flying). The next action is to determine the approx surface wind because you can’t really pick a field without considering this if the wind is above 5 knots. Don’t prat about with instructor Bolox such as smoke etc ASK ON THE RADIO and you don’t have to be exactly into wind but make an attempt, the correct quadrant will do.
The next action is to select a reasonable area that an aircraft could alight in with minimum damage or you could waste time looking for an ideal field you will probably never reach but will satisfy instructor bolox. Then plan the circuit and approach including the high and low key points and the IAP, initial aiming point. You may want to add other things into your immediate actions based on the most likely cause of accidental engine failure, the most common being fuel mismanagement which won’t apply to a Cessna 152 unless you switched the cock off.
After the IMMEDIATE ACTIONS you can then try the RESTART CHECK but remember in most cases the prop will still be windmilling so do not touch the starter motor!
Most FIs will tell you that you must fly the best glide speed all the way down, more FI bolox. Always CONSIDER keeping at least 10 knots in hand especially if it’s windy or/ and it’s looks doubtful from downwind because if you sit on short final bang on best glide speed and the glide path and you hit some sink or get it wrong there is no way out your going to undershoot. Keeping 10 knots in reserve might be the difference between walking away or being carried away.
Have to say I thought a lot of the two exercises as taught left a lot to be desired.
HARRY BROWN
Great vid, did you get the LAPL conversion sorted? I just got mine this week in time for the cutoff
Adventure Pilot thanks! Well I got my side of things done and sent off. The LAA were extremely quick and efficient. It’s in the hands of the CAA now so I’m hoping for the best...
Rory On Air I got mine back from CAA 5 days after the LAA did their bit so it was quick. Just applied for the LAPL licence and awaiting it now. Messy process!
Adventure Pilot ah that’s very quick! How long ago did you submit? I wonder if they are snowed under with last minute applications like mine. It certainly is a messy process.
I submitted approx 20 days ago. The first part of process took about 10 days (LAA and CAA) they sent back an updated NPPL with a new rating. I now then needed to apply for the LAPL version which I am waiting for so currently I'm limited to UK / France but will hopefully unlock the rest of Europe in the next few days. I am off on an EU tour by plane so need it yesterday!
Adventure Pilot that’s a bit nervy! I hope it comes through for you soon. ‘Live achievement unlocked’ getting access to Europe by plane. I hope it’s not a short lived bonus with the Brexit issues looming.
How many hours was it to convert ?
10 hours of training plus the skills test Vinnie. Thanks for watching.
@@RoryOnAir thanks Rory. Watching your journey onto the helis with interest 👍keep them coming
@@vinnieb5488 will do - lots planned. I’m just trying to get my CPL test done.
Is it generally taught over there to not actually enter the stall when doing training?
By the looks of it you never actually entered the stall and only acted once the horn was on (obviously in a real situation this is what you'd do)
demomax94 I do remember entering full stalls but it might not have made the edit. I think prevention of stalls is as useful as dealing with one that’s developed too. Thanks for watching!
@@RoryOnAir totally agree with that.
Good to know how to get out of it at all stages of a stall
THE HARRY BROWN PROJECT
What your instructor really meant was he didn’t really know the answer to your question about the mayday call. Here it is courtesy of CAP 413, the book most instructors and examiners never read. Your Mayday call was in the wrong order and the order is Important.
Emergency Message
8.13
The emergency message shall contain the following information (time and circumstance permitting) and, whenever possible, should be passed in the order given:
1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);
2. Name of the station addressed (when appropriate and time and circumstances permitting);
3. Callsign;
4. Type of aircraft;
5. Nature of the emergency;
6. Intention of the person-in-command;
7. Present or last known position, flight level/altitude and heading;
8. Pilot qualifications (See Note 1), viz:
a) Student pilots (see Notes 2 and 3);
b) No Instrument Qualification;
c) IMC Rating;
d) Full Instrument Rating.
9. Any other useful information e.g. endurance remaining, number of people on board (POB), aircraft colour/markings, any survival aids
Ha ha - thanks Harry. I'm absolutely certain Tony has read CAP413 many times, I certainly have but in the heat of the moment, even in training - all bets are off on getting it wordperfect.
Rory On Air THE HARRY BROWN PROJECT
Problem is Rory if you can’t get it right in a mock practice what chance have you
got in a real emergency. Amateurs train till they get it right, professionals train till they don’t get it wrong!
Harry Brown are you a pilot? What do you fly and what is the Harry brown project?
@@RoryOnAir
THE HARRY BROWN PROJECT
No Rory not a pilot, an Aircraft Commander. The HB Project is about understanding the difference
all great stuff, but that landing was awful
Ha ha - thanks! Still walked away and I could use it again!