I remember doing partial panel patterns with my primary instructor way back in the day. We did 3 or 4 with everything except the altimeter and airspeed indicator covered up and they were "acceptable." Then he said, "this time let's really have some fun!" and covered up the rest. We did a few more with no flight instruments at all. "You'll be a little off altitude, you'll be a little off airspeed, and you won't land right on your spot, but you'll be fine." He was right. With the simple stuff most of us fly, eyes out the window are all we *really* need when it comes right down to it.
I've always felt the J-3 is, in its own way, as near a perfect airplane as there ever was❤. Honest, docile, and forgiving, even beautiful. I think many pilots today have lost touch with basic airmanship and don't get their heads out of the cockpit enough. THIS is the type of training we could all benefit from😉.
I love J3 Cubs!! The love for them started young as a remote control airplane of one and through life admiring them from afar at airfields and vintage fly-ins, so I’m envious of you being able to freely fly one! Congrats as well on 400k subscribers, this is testimony to your commitment to commentary on helping improve flight safety.
My dad had a Cub all the time I was growing up. I love the fact that it is the absolute KISS Keep It Simple Stupid. The Cub is the perfect No Nonsense Trainer.
I’ve only flown in the Super Cub, it was just a flight from Piper Field back to Frederick Maryland. I was in the front seat and group captain Willy Hackett RAF was the back seater. This cub belongs to my brothers glider flying club. It’s mostly used for tail wheel training and glider tow training. I don’t remember Willy saying anything about where to put the nose of the airplane on the horizon. If there had been air scoops like on the regular cub, he may have mentioned it. I just can’t remember. It was only the second time I had flown an airplane with a stick rather than a wheel. I found it very easy to do. I believe on the way up to Piper Field I flew an RV, they called it a mustang ll. It was quite fast, and I enjoyed every minute of it! On the way back, I flew in the super cub. Love the channel Juan!❤😊
Hi Juan I just got home from doing a Christmas rip in my little Murphy rebel. My CFI is a 70 yo high time tail dragger guy. He’s all about this kind of flying. His favorite saying is “the wing is the thing” Thanks for sharing your method! Merry Christmas to you and your family!
FWIW: I was a student pilot back in 1979-1980, and I soloed {at 18 years of age} in November of 1979. {I did not continue on and get my PPL, mainly due to the lack of $$$}. I mention all that to explain that I still remember _'becoming aware'_ from my flight instructor that on landing approach I used throttle to control rate of descent and aircraft attitude to control airspeed. I was already an AVIATION NUT even BEFORE I started taking flight instruction, but this throttle/attitude thing was new to me. Great video Juan. Sweet Cub...👍
Merry Christmas, Juan . Thanks for all the great content this year. By far, the most considered and informative covering of aviation topics on TH-cam! Best wishes from the UK 🇬🇧
I was watching your assessments of the TNFlyGirl (or whatever her handle is/was) incident, and this concept is what consumed all of my thoughts. This was a bit difficult for me to grasp in my training at first, so much experience driving cars teaches that pulling power slows you down, it takes a minute to learn to adjust airspeed with pitch.
You can't control pitch in a car usually (except by going up and down hills, and you don't do that as a means to control speed), so that's why you only think about using power to control speed. In a plane, you can also use pitch to control speed. Ironically, the lady in TN should have also thought about reducing power to reduce speed in the dive in addition to pitching up and adding nose up trim.
My dad learned to fly in a J-2 with one of the top Female Flight instructors after WW II on the GI Bill with only partial vision in his left eye. Army Medic volunteer for the draft he lost his right eye when he was 12. Top testers from the CAA passed him with comments he was one of the steadiest pilots they had ever flown with. He never bought a plane he just did it to open the door for other veterans. Decades later with a little familiarization flying in his friends 172 he was able to recover the plane from a death spiral spin 500 feet off the ground when he his friend lost awareness in lowering clouds over Montana. Elk hunting trip was not successful, and he forced his friend to get his instrument rating after that trip. Good presentation of the basics.
Sticks here from STIW... (JB Hall) Reminds me of wise advice before I was off to Whiting Field... (Remember PAT) Power, Attitude then Trim. The fundamental stick and rudder skills. Just grreat reminders for all of us. KEEP IT UP KELLAN!
Thanks, Juan. I'd just like to point out that pitch does not exclusively control airspeed and power does not exclusively control altitude. Some of the comments on here have me wondering if people understand that. There are situations in which pitch is "primary" for airspeed because it controls airspeed more effectively than power, such as during the landing approach. But if people ignore power as a means to control speed as well, that could be dangerous. Imagine you find yourself in a high-speed, power on dive and you only think about using pitch to decrease your airspeed. No, you have to also reduce your power. Best wishes for the new year & safe travels!
Great video showing attitude control by visual references, I used to use a grease pencil to help new students learn the proper attitude for climbs, descents and level flight. However, I must respectfully disagree on pitch and power. Pitch always controls altitude and power controls airspeed unless power is fixed, then power is fixed pitch controls altitude and airspeed. I can send you FAA instruction teaching this method and notes from an Air Force Manual teaching the same. It is how I was taught in the 70’s as a student and how I taught as an instructor from 1978 until 1987 when I started my airline career retiring in 2014. I do enjoy your videos and I also watch all of Dan Gryder’s videos. Both of you are doing a great job increasing General Aviation safety.
I can show you a Navy FA-18 manual for carrier operations that says pitch is for AoA and power is for altitude (glide path) on final approach with manual control (pitch controls glide path during an automatic approach). And power is certainly variable during a carrier approach.
@@igclapp AoA is altitude. Changing pitch changes altitude or vertical speed. The quickest and most efficient way to change altitude is with pitch, not power. The quickest and most efficient way to change airspeed is with power if power is not fixed. I have a real life story that proves my point. If you would like to ear it let me know.
I love the video. Never flown a cub but it is on my bucket list. Most of my instructing is at a CAP summer flight academy. First couple of lessons is all about pitch/airspeed control. I instruct in gliders and airplanes. I wish all students could start in a sailplane or a simple plane like a cub. They might avoid some of the mistakes I made starting out. I can't speak from experience but I suspect a cub flies something like a schweizer 2-33. Lots of adverse yaw and with the benefit of low horsepower you probably get to feel what I call "pure flight" without torque & p factor masking your feel for the aircraft.
That landing in the last scene looks like my landings when STOLing in the Sim... :D But I didn't know the hints regarding the horizon on the J-3, that's quite clever! Thank you for your awesome content, I enjoy each and every Video!
I wish my 1st instructor Had pointed out this attitude clues in his J-3. I never was able to to get the hang of it. However I’m about to retire from a major helicopter company after a Great 45 year career in manufacturing and hangar maintenance. On the aircraft not the building/SARC!
Great video, Juan. You very simply and succinctly hit the main points for energy management. I am working on a seminar that I would like to present at the NAFI tent during EAA AIrVenture next year... it is a littl emore in depth about energy management and how to teach it to students. My own theory is that "pitch for airspeed, power for altitude" doesn't go deep enough. As evidenced by the confusion that it brings to students. On another note, is Kellen your child? How does it feel watching them fly solo? I can't wait for the day to teach my 9 year old son how to fly.
Got my ticket in 1963 in a Cessna 172. Flew tail draggers no special cert needed. Flew Mooneys, Beechcraft, Cessnas, pipers, unfortunately after I got married stopped flying 180 hours TT
it just doesn't matter, because for any brief time that an airplane is at zero G, it is weightless, and doesn't need lift. So the stall effect would not be apparent. But it would still occur.
Every now and then I get a passenger laugh at me as I talk to myself through the approach and landing phases. After BUMFISH/GUMPS I say out loud this hand (LEFT) controls my speed (PITCH) and this hand (RIGHT) controls my rate of descent (POWER) don’t mix them up. Its never failed me despite the occasional bumpy or uncoordinated flight. There have been a few times when I’ve been a very concerned passenger when the odd pilot starts to chase the wrong effect with the wrong control. I’m convinced that far too many pilots believe that it’s the throttle that make an aeroplane fly, not the wing. Might be the case in a fighter jet where you can go ballistic. The only time that I go ballistic is when some other pilot is trying to kill me by forgetting (or not knowing) that a wing stalls when the angle of attack is exceeded regardless of what speed it is doing.
The Luscombe has more of a tiger in the tank than the Cub? *has the CJ3 an aurdable stall warning horn, or only the AoA markers on the wings struts and 65 KIAS? 🌏🇭🇲
It depends on several things. First of all, some planes don't like being three-point landed, like a Globe Swift. If there's much crosswind, I like to do wheel landings, because the higher speed at touchdown gives you more rudder authority. On short or rough fields, I prefer three-point landings. Basically, it's usually up to the pilot and what type of landing he wants to do.
Great reply, thank you . I asked Juan several years ago, is it better to have a stable but lower power plane like a C175 or a higher-powered plane to avoid the problem to begin with like weather or terrain avoidance and he just said "yes". No direct solution' it just depends. @@dougrobinson8602
Pitch + Power = Performance. If power is available and variable, it controls airspeed while pitch controls altitude. If power is fixed, pitch controls airspeed. That’s what I’ve taught for 50 years.
Yep, that's the best recipe IMHO. The autopilot controls the pitch on an ILS and the pilot (or autopilot) controls the throttle to maintain airspeed. Back in the late 1960s-70s when I started to learn, the FAA told us that power controls altitude and the elevator controls airspeed. That never worked well for me. Then in the late 1980s, the FAA reversed course and wanted pilots to believe that power controls speed and the elevator controls altitude. That seemed a little better, but still felt like something was missing. When hanger flying, we all agreed that both controls must be used together to achieve the desired effect. It seemed to me that pitch was quicker to gain a few feet and power was faster to change airspeed. We now know that it's the artful combination of both for the perfect final approach. Power plus pitch = performance. In what order it comes is irrelevant so long as the airspeed and glide path are pegged.
@@jrwstl02no, you have that backwards, you add power, the airspeed increases which in turn makes the airplane climb, so you have to trim. Pitch only controls speed with a fixed power setting.
Im gonna ask a dumb question ..... at 4:12 Juan says 'Remember you cannot stall at zero G's' ...... can someone elaborate on this? (dont worry Im not a pilot, so if its a concept that obvious to every pilot, dont worry, Im not up there like a Jenny Blalock, not knowing what Im doing.)
Set the pitch (airspeed) with the stick (elevator) and power (throttle) then trim the stabilizer (so the nose stays put when you let go of the stick). Nice Gretch picking!!- Subscribed!
After years of flying with a purpose (biz, ratings, etc) I've finally retired and am now pursuing my tailwheel endorsement in a J-3 Cub (Poplar Grove Airport, IL). I'm told to push the stick forward upon touchdown (all takeoffs and landings are on turf). I'm having a terrible time with that!!!! All my previous flying is tricycle gear, and the goal was "keep the nose off and let it fall on its own accord". So my intuition and muscle memory wants me to do the same with the Cub - stick full back! I don't get it. Why do I need to push the stick forward when I touch down (3-point landing)??? I'm not getting a very good explanation from anyone else, including the good folks at EAA 1414. Can you 'splain this? Thanks!
I remember doing partial panel patterns with my primary instructor way back in the day. We did 3 or 4 with everything except the altimeter and airspeed indicator covered up and they were "acceptable." Then he said, "this time let's really have some fun!" and covered up the rest. We did a few more with no flight instruments at all. "You'll be a little off altitude, you'll be a little off airspeed, and you won't land right on your spot, but you'll be fine." He was right. With the simple stuff most of us fly, eyes out the window are all we *really* need when it comes right down to it.
Yep watching that woman messing about barely looking outsuide is just awful...My old CFI in vfr. "Eyes up and out..scan once, then out again.
I've always felt the J-3 is, in its own way, as near a perfect airplane as there ever was❤. Honest, docile, and forgiving, even beautiful. I think many pilots today have lost touch with basic airmanship and don't get their heads out of the cockpit enough. THIS is the type of training we could all benefit from😉.
Its too slow. 600mph or bust
I love J3 Cubs!! The love for them started young as a remote control airplane of one and through life admiring them from afar at airfields and vintage fly-ins, so I’m envious of you being able to freely fly one!
Congrats as well on 400k subscribers, this is testimony to your commitment to commentary on helping improve flight safety.
Juan , I never stop learning while watching your videos. Thank you. Merry Christmas!
Man that little guy sounds GOOD taking off what a sweet little airplane and our favorite pilot
flying it!
My dad had a Cub all the time I was growing up. I love the fact that it is the absolute KISS Keep It Simple Stupid. The Cub is the perfect No Nonsense
Trainer.
I’ve only flown in the Super Cub, it was just a flight from Piper Field back to Frederick Maryland. I was in the front seat and group captain Willy Hackett RAF was the back seater. This cub belongs to my brothers glider flying club. It’s mostly used for tail wheel training and glider tow training.
I don’t remember Willy saying anything about where to put the nose of the airplane on the horizon. If there had been air scoops like on the regular cub, he may have mentioned it. I just can’t remember. It was only the second time I had flown an airplane with a stick rather than a wheel. I found it very easy to do. I believe on the way up to Piper Field I flew an RV, they called it a mustang ll. It was quite fast, and I enjoyed every minute of it! On the way back, I flew in the super cub.
Love the channel Juan!❤😊
I imagine that Pete knows about pitch and power by now. Merry Christmas to you and yours, Juan!
Hi Juan I just got home from doing a Christmas rip in my little Murphy rebel. My CFI is a 70 yo high time tail dragger guy. He’s all about this kind of flying. His favorite saying is “the wing is the thing” Thanks for sharing your method! Merry Christmas to you and your family!
FWIW: I was a student pilot back in 1979-1980, and I soloed {at 18 years of age} in November of 1979. {I did not continue on and get my PPL, mainly due to the lack of $$$}.
I mention all that to explain that I still remember _'becoming aware'_ from my flight instructor that on landing approach I used throttle to control rate of descent and aircraft attitude to control airspeed.
I was already an AVIATION NUT even BEFORE I started taking flight instruction, but this throttle/attitude thing was new to me.
Great video Juan. Sweet Cub...👍
Merry Christmas!
Merry Christmas, Juan . Thanks for all the great content this year. By far, the most considered and informative covering of aviation topics on TH-cam! Best wishes from the UK 🇬🇧
Just wanted to say how much I appreciate and enjoy your videos.
I was watching your assessments of the TNFlyGirl (or whatever her handle is/was) incident, and this concept is what consumed all of my thoughts. This was a bit difficult for me to grasp in my training at first, so much experience driving cars teaches that pulling power slows you down, it takes a minute to learn to adjust airspeed with pitch.
You can't control pitch in a car usually (except by going up and down hills, and you don't do that as a means to control speed), so that's why you only think about using power to control speed. In a plane, you can also use pitch to control speed. Ironically, the lady in TN should have also thought about reducing power to reduce speed in the dive in addition to pitching up and adding nose up trim.
Thanks for the lesson! Merry Christmas. My dad rebuilt a Taylor craft and we had some fun rides. He liked tail draggers.
400k! Congrats! Merry Christmas!
I remember 5k: It was raining hard, as I recall, something about flooding.....
stick and rudder never gets old...
This!
My dad learned to fly in a J-2 with one of the top Female Flight instructors after WW II on the GI Bill with only partial vision in his left eye. Army Medic volunteer for the draft he lost his right eye when he was 12. Top testers from the CAA passed him with comments he was one of the steadiest pilots they had ever flown with. He never bought a plane he just did it to open the door for other veterans. Decades later with a little familiarization flying in his friends 172 he was able to recover the plane from a death spiral spin 500 feet off the ground when he his friend lost awareness in lowering clouds over Montana. Elk hunting trip was not successful, and he forced his friend to get his instrument rating after that trip.
Good presentation of the basics.
No elk?
I suppose that might have been a good thing if the quarters weren't lashed down properly during the "death spiral" :)
Sticks here from STIW... (JB Hall) Reminds me of wise advice before I was off to Whiting Field... (Remember PAT) Power, Attitude then Trim. The fundamental stick and rudder skills. Just grreat reminders for all of us. KEEP IT UP KELLAN!
Thanks, Juan. I'd just like to point out that pitch does not exclusively control airspeed and power does not exclusively control altitude. Some of the comments on here have me wondering if people understand that. There are situations in which pitch is "primary" for airspeed because it controls airspeed more effectively than power, such as during the landing approach. But if people ignore power as a means to control speed as well, that could be dangerous. Imagine you find yourself in a high-speed, power on dive and you only think about using pitch to decrease your airspeed. No, you have to also reduce your power. Best wishes for the new year & safe travels!
I think you are missing the point here...don't over think it. It's not rocket science...(well....almost lol)
I'm glad you're telling people to keep their eyes outside the cockpit! 👍
Great video showing attitude control by visual references, I used to use a grease pencil to help new students learn the proper attitude for climbs, descents and level flight. However, I must respectfully disagree on pitch and power. Pitch always controls altitude and power controls airspeed unless power is fixed, then power is fixed pitch controls altitude and airspeed. I can send you FAA instruction teaching this method and notes from an Air Force Manual teaching the same. It is how I was taught in the 70’s as a student and how I taught as an instructor from 1978 until 1987 when I started my airline career retiring in 2014. I do enjoy your videos and I also watch all of Dan Gryder’s videos. Both of you are doing a great job increasing General Aviation safety.
I can show you a Navy FA-18 manual for carrier operations that says pitch is for AoA and power is for altitude (glide path) on final approach with manual control (pitch controls glide path during an automatic approach). And power is certainly variable during a carrier approach.
@@igclapp AoA is altitude. Changing pitch changes altitude or vertical speed. The quickest and most efficient way to change altitude is with pitch, not power. The quickest and most efficient way to change airspeed is with power if power is not fixed. I have a real life story that proves my point. If you would like to ear it let me know.
Merry Christmas to you and yours Juan
surly, I can't be alone in, patiently, anticipating & awaiting this video?
Excellent as always Juan.
I have a 46 Cub as well, it is amazing how the wing naturally loves 65 MPH, I use the same windshield reference points.
"Pitch + Power = Performance." I heard that a million times from my first CFI (1971).
Merry Christmas from Dublin, Ireland 🇮🇪
Takes me back to 1969 at 15 years old in Civil Air Patrol where the Squadron had a L4 Cub. I did as much sandbagging as possible. ❤❤❤😊
Happy holidays and congrats on the 400K🎅🏻🎅🏻
Great instructional video. This is the training a certain late pilot had needed. Merry Christmas Juan.
So very well articulated Juan. Nice job.
Love that beautiful Cub
Merry Christmas, Browne Family! 🎄
¡Muchas gracias, Juan! I wish my CFI would have instructed me this way!
Blue sky above me.
Runway behind me.
A tenth of a second ago….
😎👍🇺🇸
What a great airplane to learn that basic lesson in !
The stick is Airspeed, the throttle is altitude.
love learning the basics thanks
excellent demonstration!
Excellent tutorial!
Im terrified of flying. I probably will never do it again. But I love your videos!
What a great teaching aid. Thanks!
Merry Christmas to you and your family Juan. Hope you have a Happy Healthy New Year too.
Great! Thank you and Merry Christmas!
JB, the master.
I love the video. Never flown a cub but it is on my bucket list. Most of my instructing is at a CAP summer flight academy. First couple of lessons is all about pitch/airspeed control. I instruct in gliders and airplanes. I wish all students could start in a sailplane or a simple plane like a cub. They might avoid some of the mistakes I made starting out. I can't speak from experience but I suspect a cub flies something like a schweizer 2-33. Lots of adverse yaw and with the benefit of low horsepower you probably get to feel what I call "pure flight" without torque & p factor masking your feel for the aircraft.
A wheel is a wheel is a wheel… Nice job Juan.
Same as in all the other aircraft I've flown! Well, the company frowned on hitting the tail first on all our jets... 🤭
Anyone taking lessons would want someone like you who stresses basics.
Great lesson about J-3 Cub! Would love to fly one some day!
Merry Christmas to you... and thanks!
That landing in the last scene looks like my landings when STOLing in the Sim... :D But I didn't know the hints regarding the horizon on the J-3, that's quite clever! Thank you for your awesome content, I enjoy each and every Video!
Great video thanks Juan. Merry Christmas
Pitch and Power give Performance. Every Airman Basic Skills, from a student pilot to Airline Pilot..
Merry Christmas to you and your family and have a safe new year...... greetings from down under
Another very educational video from Juan.
Great learning guide for us non pilots. Would be good to go through the instruments and what to watch for.
The idea here is to not use the instruments...
love your channel,
I'm showing this video to all of my students.
The basics are still the basics....
Great lesson
Great content
Pitch+Power=Performance
The best vids on Utube are too short... the boring ones...endless.
Good old school, flying by references, something most young pilots today have no idea of.
Nice XMAS present!
Tail first. That's an option, I suppose. Learn learn learn. Thank you Juan.
Love it.!!
I just want to fly..
I wish my 1st instructor Had pointed out this attitude clues in his J-3. I never was able to to get the hang of it. However I’m about to retire from a major helicopter company after a Great 45 year career in manufacturing and hangar maintenance. On the aircraft not the building/SARC!
That was my landing after a long time not flying
Great video!
Great video a great plane
I thought the eyebrows were called whiskers. I really want an old J-3.
For new taildragger pilots I recommend they say in the grass for takeoff's and landing, for at least the first 5 hours.
Great video, Juan. You very simply and succinctly hit the main points for energy management.
I am working on a seminar that I would like to present at the NAFI tent during EAA AIrVenture next year... it is a littl emore in depth about energy management and how to teach it to students. My own theory is that "pitch for airspeed, power for altitude" doesn't go deep enough. As evidenced by the confusion that it brings to students.
On another note, is Kellen your child? How does it feel watching them fly solo? I can't wait for the day to teach my 9 year old son how to fly.
Kellen is the summer intern.
¡Que placer!
Got my ticket in 1963 in a Cessna 172. Flew tail draggers no special cert needed. Flew Mooneys, Beechcraft, Cessnas, pipers, unfortunately after I got married stopped flying 180 hours TT
I abhor small planes. You give me the desire to take up flying.
Nice. Never landed a cub or other tail wheel aircraft. Is there a risk of damaging the tail wheel if it contacts first?
My question- will there be more of these “basics” videos coming in the future?
Hardest part of flying those kites is getting in and out.
Merry Christmas from Sydney, Australia.
¡ ꓯSꓵ 'uoʇƃuıɥsɐM ɯoɹɟ sɐɯʇsıɹɥↃ ʎɹɹǝW puɐ˙˙˙ǝɹǝɥʇ uʍop oןןǝɥ
it just doesn't matter, because for any brief time that an airplane is at zero G, it is weightless, and doesn't need lift. So the stall effect would not be apparent. But it would still occur.
No.
was always taught , pitch + power = performance. (piston)
Every now and then I get a passenger laugh at me as I talk to myself through the approach and landing phases. After BUMFISH/GUMPS I say out loud this hand (LEFT) controls my speed (PITCH) and this hand (RIGHT) controls my rate of descent (POWER) don’t mix them up. Its never failed me despite the occasional bumpy or uncoordinated flight. There have been a few times when I’ve been a very concerned passenger when the odd pilot starts to chase the wrong effect with the wrong control. I’m convinced that far too many pilots believe that it’s the throttle that make an aeroplane fly, not the wing. Might be the case in a fighter jet where you can go ballistic. The only time that I go ballistic is when some other pilot is trying to kill me by forgetting (or not knowing) that a wing stalls when the angle of attack is exceeded regardless of what speed it is doing.
No snow yet???
The Luscombe has more of a tiger in the tank than the Cub?
*has the CJ3 an aurdable stall warning horn, or only the AoA markers on the wings struts and 65 KIAS?
🌏🇭🇲
Do tail dragers aim for a three point landing every time, or is main gear down first the norm?
It depends on several things. First of all, some planes don't like being three-point landed, like a Globe Swift. If there's much crosswind, I like to do wheel landings, because the higher speed at touchdown gives you more rudder authority. On short or rough fields, I prefer three-point landings. Basically, it's usually up to the pilot and what type of landing he wants to do.
Great reply, thank you . I asked Juan several years ago, is it better to have a stable but lower power plane like a C175 or a higher-powered plane to avoid the problem to begin with like weather or terrain avoidance and he just said "yes". No direct solution' it just depends. @@dougrobinson8602
03:23 - is that MS flight simulator?
Pitch + Power = Performance. If power is available and variable, it controls airspeed while pitch controls altitude. If power is fixed, pitch controls airspeed. That’s what I’ve taught for 50 years.
Yep, that's the best recipe IMHO. The autopilot controls the pitch on an ILS and the pilot (or autopilot) controls the throttle to maintain airspeed. Back in the late 1960s-70s when I started to learn, the FAA told us that power controls altitude and the elevator controls airspeed. That never worked well for me. Then in the late 1980s, the FAA reversed course and wanted pilots to believe that power controls speed and the elevator controls altitude. That seemed a little better, but still felt like something was missing. When hanger flying, we all agreed that both controls must be used together to achieve the desired effect. It seemed to me that pitch was quicker to gain a few feet and power was faster to change airspeed. We now know that it's the artful combination of both for the perfect final approach. Power plus pitch = performance. In what order it comes is irrelevant so long as the airspeed and glide path are pegged.
@@daffidavitIn steady level flight, what happens if you add power? Yep, the aircraft climbs. That pretty much answers it.
Yup, you are 100% correct.
@@jrwstl02no, you have that backwards, you add power, the airspeed increases which in turn makes the airplane climb, so you have to trim. Pitch only controls speed with a fixed power setting.
When I have my PA-11 trimmed to fly hands off, I hold altitude within 20 feet by using the throttle and the speed using trim.
Now can you show us the J-3’s autopilot? Surely there’s an app for that . . . ???
nice ty Merry Christmas Juan all else included kk E :) likes here
Because you have to gauge your flying by the horizon, does that mean that you can’t fly in IFR conditions?
Correct!
Hit 400k subscriber... 😊😊
I've never seen a propeller hand-turned in that way before.
Hand propping is standard procedure in airplanes that don't have starters. That technique has been used for 120 years now.
do you measure speed in miles or knots ?
Im gonna ask a dumb question ..... at 4:12 Juan says 'Remember you cannot stall at zero G's' ...... can someone elaborate on this? (dont worry Im not a pilot, so if its a concept that obvious to every pilot, dont worry, Im not up there like a Jenny Blalock, not knowing what Im doing.)
I'm never going to fly...but what did you do to change how the planet nose appears vs the horizon?
Set the pitch (airspeed) with the stick (elevator) and power (throttle) then trim the stabilizer (so the nose stays put when you let go of the stick).
Nice Gretch picking!!- Subscribed!
@@blancolirio thanks for the info! I'm just a guitar hack, but I really appreciate the kind gesture!
After years of flying with a purpose (biz, ratings, etc) I've finally retired and am now pursuing my tailwheel endorsement in a J-3 Cub (Poplar Grove Airport, IL). I'm told to push the stick forward upon touchdown (all takeoffs and landings are on turf). I'm having a terrible time with that!!!! All my previous flying is tricycle gear, and the goal was "keep the nose off and let it fall on its own accord". So my intuition and muscle memory wants me to do the same with the Cub - stick full back! I don't get it. Why do I need to push the stick forward when I touch down (3-point landing)??? I'm not getting a very good explanation from anyone else, including the good folks at EAA 1414. Can you 'splain this? Thanks!
That's only for wheel landings.
Ole Piper J Cub the only plane that will barely kill ya ;;; just kidding great lil trainer
Honda Monkey?
Yep!