While I am no longer flying, when I was learning back in the mid to late 1970s, this is how I was taught to fly. Our Cessna 150s were considered 'well equipped' because they had two Navcoms and a transponder. LOL Just VORs, no glideslope receiver, though. I was taught to keep my head up and on a swivel, and not be looking at the instruments. My instructor had little sticky soap holders that he would put over the instruments. I learned to fly the airplane by my ear and the seat of my pants, and visual cues. Grease pencils make a great 'lubber line' on the windshield when you're learning to fly by visual cues. I mean, they don't call it VFR so that you can stare at your instruments, right? LOL I found that I could get the airplane trimmed and holding altitude pretty well just by visual cues and the sound of the engine and the wind going by the airplane. Ernest Gann talks about that fateful night when he was flying the DC-2 as a co-pilot and they hit all that icing. I'd be willing to bet the guy in the left seat knew a LONG time before Mr. Gann did that there was a LOT going on with the airplane that wasn't right, by feel, and by sound. He didn't need to look at the instruments, although they gave him validation that what the airplane was telling him through his pants was correct. So, yeah, today's airplanes with GPS, MFDs and PFDs are wonderful and all, colorful and alluring, but if you're flying VFR, get that grease pencil out, put a mark in the corner of your windshield, listen to what the airplane is telling you, pick a spot on the horizon that's towards your destination, and enjoy the flight. Get your head out of the cockpit and make sure you see what's going on around you, and let the airplane talk to you to tell you what's going on.
I remember my 'all over the place' phase in straight and level flight, let alone the climb or descent. Far too much watching the tacho and chasing the altitude with one correction after another.... Maybe at the tender age of 72 maybe I'm slow to learn new skills, with many log book pages as testament, but it's now very satisfying to be able to allow the revs to settle after the climb without reference to the tacho, wait a few moments to ensure the altimeter is frozen on the circuit height (still on QFE), then trim so the '152 flies itself for the rest of the leg and I can concentrate on understanding the wind and tweaking the rudder and catching up with the instructor's family news.
Love the videos so informative. How about one - maybe you've done it already but I couldn't find it - on the safety of V speeds and how less than gross weight affects Va and safe maneuvering/penetration speeds. Something people can do is using there handy-dandy EFB to calculate every flight with different weight and balance and post those numbers where they can be referenced quickly. As you know, those numbers change with less than gross weight and can have an effect on safety, especially for those flying under gross weight, which many do.
The loss of audio is more than made up in your commentary. It might even be better. There’s no radio chatter to distract from your main teaching points and the engine sound on the camera mic was VERY helpful. I wish I could go back in time and teach this lesson properly. To my former students, wherever you are, I apologize for my painfully bad instruction.
These "fly by feel" lessons always make me wonder the same thing. Isn't it one of the most deadly sins in flying to rely on feel while flying in the clouds? Don't we tend to revert to primacy (first lessons) when task saturation combines with stressful situations? Given that combination, is it really wise to teach flying by feel (or even by looking outside, for that matter) in primary training? This concern assumes, of course, that pilots will one day find themselves flying in IMC, which many never will. But for those who do, I don't know ... I wonder if we're doing a potentially deadly disservice by teaching in the order we teach? This is a big rethinking type of question, I know. Which also means it won't be popular to even ask, much less come to a non-traditional conclusion. But I think it's worth asking nonetheless.
I was thinking the same. It reminds me of my school days when teachers suddenly tell you that the things you learned by now and how you learned them are not 100% true (especially chemistry). I mean of course it is true that you only need airspeed, altitude and compass when vfr. But it's also not wrong to learn flying with instruments and get an efficient scanning routine going from early on. Because when you finally start your IR or worse, you find yourself in IMC on a VFR flight, you will be overloaded and confused when you lose all your visual references. I think one should find a healthy mix when learning/teaching how to fly. From what I've learned, I would rather trust the instruments than my body.
Brother, I’m a CFI/CFII who finished flight school last March and couldn’t get hired on at the school until January due to COVID. Your videos have helped me get back into the swing of things. Working at Walmart throughout the last year caused much of my knowledge and skills to wear away, but your videos have helped me get back into a CFI mindset. Much appreciated!
@@lukewilliford1549 yes. Upwind is parallel to the runway, opposite direction and the opposite side of the runway from the downwind leg. What we used to call initial climb out is now “departure” and is along the centerline from the runway to near pattern altitude. When I learned, the AIM made no mention of the “departure” leg. At that time, “Upwind” was really only meant for two occasions- the first would be if you are doing a go around and sidestep to avoid traffic (that ignored all of your pattern calls and decided to begin their takeoff roll or (even worse) you just discovered another aircraft was on final with you). The second use was if you had entered the pattern on downwind but then decided to flip runways (or the tower decided to flip active runway) and so your downwind leg now becomes an upwind leg. (Also for obscenity confined airfields where “upwind” was the only way into the pattern). As an old dog it was not easy for me to change, but once I did I really like when the newer (and proper) terminology for these two legs is used.
Great tips, thank you. Your exercise of flying by sound is really valuable. I am a low time (200 hour) private pilot and recently was flying a C172 when the tachometer (RPM) needle suddenly became loose and dropped to zero. After calming down (!) I got comfortable with setting power by the sound of engine/wind, and we continued the joy flight and landed normally. So apart from improving pilot skill, your exercises will be helpful when an instrument fails.
Great video, defiantly going to try this with my instructor. Just a video suggestion Can you do something related to Navigation and cockpit management of all the paper work and maps? I am really struggling reading the map and updating the Plog while still flying straight, and accuratly.
The first aircraft I flew, was a glider. You quickly learn to judge airspeed based on the sound of the slipstream. It gets really quiet when you're close to stalling.
That is so interesting about the sound change. I try to keep my eye balls outside as much as possible. Seems like if I put my eyes even past one second or more on the flight instruments, I get in trouble a bit. In the pattern, I pull the power out for about 2100 RPM and I do it by the sound. I do not look at the tach as it's lower on the panel. I felt like I was cheating. And yes, it may be 2000 or 2200RPM. I am a student pilot.
I am a bit of a rare bird that I am sensitive to the airplane engine, Slipstream noise, feel of the controls, Feel and hear how a slip feels If I need to get down faster because I am high for some reason. I can feel and hear the slipstream and the friction on my lower wing. As I learn, its like you learn to become part of the airplane. I am still learning a lot as I am a student pilot. Working to be Zen with the airplane and not get lost up there. The Rudders are so important. PS, I know you never stop learning in aviation.
Remember that the first few times, you can look at the airspeed as much as you need to. Also, stay very conscious of the pitch attitude. Aim small! Have fun.
Nice. I have been out of it for a while. I am approaching 64 and have 6 hours in the air but life and my anxiety get me every time. Maybe it's time for a Redbird session. Or maybe just go flying. I am so tired of looping back to turns. Life. Thanks for the tips.
Love this. I'm back in the air on PPL course on 13th April. Its what my CFI drills in but this is excellent revision as I've been out of the saddle for the last three months
Great idea! I used to do that when I was in flight instructor as well. I always appreciate the benefits of being able to fly the aircraft based on sound, feel and sight picture out the front window.
Yep ive always used climb/ decent/ level flight profiles, and having student use visual sight pics. Almost same for instrument climb/ decent pics on instruments...
Great video thanks the first time I heard the plane properly was on my first solo I remember hearing the wind and every creak clearly for the first time
I have found that this also works well in a fully-equipped desktop simulator, if you position the camera above the instrument panel it will hide the instruments from view and you tend to stay more coordinated visually than if you're staring at the ball and shifting your gaze back and forth. You'll pay more attention to where the nose of the aircraft is, as well as your overall pitch and bank angle.
Is your CFII in our CFI Club? It’s free to join - just email support@learnthefinerpoints.com He / she gets Ground School free and 25%off for all their students
Your videos have helped me out quit a bit. Thanks. Not trying to be picky (which is something everyone says immediately prior to being picky) but at 1:25 you mention "climbing out on the upwind." I believe according to the AIM that is the "departure" leg. An upwind leg is one PARALLELl to the runway in the direction of landing.
You are technically correct. According to the AIM, an upwind leg is parallel to the runway in the direction of landing. However, "upwind" is nearly universally used as a synonym for "departure" even by controllers. Also, a true upwind leg is virtually non-existent. I can't think of a situation where you would ever actually fly a true upwind leg other than if you had to take evasive action on short final and side step on a go around to avoid a plane that departed in front of you.
@@ldmax Thanks for taking time to respond. I grant that in usage, upwind is commonly used as a synonym for the departure leg. For what it's worth, I fly out of a very busy Class E airport, and true upwind legs are flown quite regularly. Approaching from the upwind side, when traffic permits we cross over midfield to join the downwind. But often times traffic won't permit, and we'll join the upwind leg and fly the full pattern to land.
I’ve been instructing for over 20 years (albeit one of those part time guys) and have to say your videos are the best in the business. In 30 years in aviation, I’ve only flown with one...maybe two CFIs that approach your level of ability. When I watch your videos, I’m always either patting myself on the back when I see stuff you do that I am doing....or admonishing myself for not doing what you are doing. Are you doing FIRCs? I would enjoy attending one if you are.
GA flying in the UK can start again on Mon 29 March. We've had a long layoff, so I for one have found your video (and them all actually) very worthwhile. Cheers.
While I am no longer flying, when I was learning back in the mid to late 1970s, this is how I was taught to fly. Our Cessna 150s were considered 'well equipped' because they had two Navcoms and a transponder. LOL Just VORs, no glideslope receiver, though.
I was taught to keep my head up and on a swivel, and not be looking at the instruments. My instructor had little sticky soap holders that he would put over the instruments. I learned to fly the airplane by my ear and the seat of my pants, and visual cues. Grease pencils make a great 'lubber line' on the windshield when you're learning to fly by visual cues. I mean, they don't call it VFR so that you can stare at your instruments, right? LOL
I found that I could get the airplane trimmed and holding altitude pretty well just by visual cues and the sound of the engine and the wind going by the airplane.
Ernest Gann talks about that fateful night when he was flying the DC-2 as a co-pilot and they hit all that icing. I'd be willing to bet the guy in the left seat knew a LONG time before Mr. Gann did that there was a LOT going on with the airplane that wasn't right, by feel, and by sound. He didn't need to look at the instruments, although they gave him validation that what the airplane was telling him through his pants was correct.
So, yeah, today's airplanes with GPS, MFDs and PFDs are wonderful and all, colorful and alluring, but if you're flying VFR, get that grease pencil out, put a mark in the corner of your windshield, listen to what the airplane is telling you, pick a spot on the horizon that's towards your destination, and enjoy the flight. Get your head out of the cockpit and make sure you see what's going on around you, and let the airplane talk to you to tell you what's going on.
I remember my 'all over the place' phase in straight and level flight, let alone the climb or descent. Far too much watching the tacho and chasing the altitude with one correction after another.... Maybe at the tender age of 72 maybe I'm slow to learn new skills, with many log book pages as testament, but it's now very satisfying to be able to allow the revs to settle after the climb without reference to the tacho, wait a few moments to ensure the altimeter is frozen on the circuit height (still on QFE), then trim so the '152 flies itself for the rest of the leg and I can concentrate on understanding the wind and tweaking the rudder and catching up with the instructor's family news.
Outstanding Presentation Jason. As a CFI myself, this video will be a must watch for my students. Joining your CFI club today! Jay
Awesome Jay! Looking forward to meeting you in the club
@@TheFinerPoints ❤️✈️
awesome tips! love the music choice on the segment where you count the number of times he looks at the tach 👌🏻
As soon as I get my CFI done in the next few months, I'll be joining your CFI Club!!! Awesome channel, Jason!
Love the videos so informative. How about one - maybe you've done it already but I couldn't find it - on the safety of V speeds and how less than gross weight affects Va and safe maneuvering/penetration speeds. Something people can do is using there handy-dandy EFB to calculate every flight with different weight and balance and post those numbers where they can be referenced quickly. As you know, those numbers change with less than gross weight and can have an effect on safety, especially for those flying under gross weight, which many do.
The loss of audio is more than made up in your commentary. It might even be better. There’s no radio chatter to distract from your main teaching points and the engine sound on the camera mic was VERY helpful. I wish I could go back in time and teach this lesson properly. To my former students, wherever you are, I apologize for my painfully bad instruction.
As always great tips for those just learning to fly and a great refresher for those who have been flying a while!
Awesome video! Thank you for sharing!
OMG This is me, Thank you!
These "fly by feel" lessons always make me wonder the same thing. Isn't it one of the most deadly sins in flying to rely on feel while flying in the clouds? Don't we tend to revert to primacy (first lessons) when task saturation combines with stressful situations?
Given that combination, is it really wise to teach flying by feel (or even by looking outside, for that matter) in primary training? This concern assumes, of course, that pilots will one day find themselves flying in IMC, which many never will. But for those who do, I don't know ... I wonder if we're doing a potentially deadly disservice by teaching in the order we teach?
This is a big rethinking type of question, I know. Which also means it won't be popular to even ask, much less come to a non-traditional conclusion. But I think it's worth asking nonetheless.
I was thinking the same.
It reminds me of my school days when teachers suddenly tell you that the things you learned by now and how you learned them are not 100% true (especially chemistry). I mean of course it is true that you only need airspeed, altitude and compass when vfr. But it's also not wrong to learn flying with instruments and get an efficient scanning routine going from early on. Because when you finally start your IR or worse, you find yourself in IMC on a VFR flight, you will be overloaded and confused when you lose all your visual references. I think one should find a healthy mix when learning/teaching how to fly.
From what I've learned, I would rather trust the instruments than my body.
Absolutely stealing this, love it!
I always carried these 3” yellow plastic instrument covers. Don’t they make those anymore ?
Brother, I’m a CFI/CFII who finished flight school last March and couldn’t get hired on at the school until January due to COVID. Your videos have helped me get back into the swing of things. Working at Walmart throughout the last year caused much of my knowledge and skills to wear away, but your videos have helped me get back into a CFI mindset. Much appreciated!
“Climbing out on the upwind”... I have come to the conclusion that the newer “departure” term for the climb out leg is never going to catch on.
Exactly. "Upwind" is to the outside of the departure leg which follows the runway centerline.
@@lukewilliford1549 yes. Upwind is parallel to the runway, opposite direction and the opposite side of the runway from the downwind leg. What we used to call initial climb out is now “departure” and is along the centerline from the runway to near pattern altitude. When I learned, the AIM made no mention of the “departure” leg. At that time, “Upwind” was really only meant for two occasions- the first would be if you are doing a go around and sidestep to avoid traffic (that ignored all of your pattern calls and decided to begin their takeoff roll or (even worse) you just discovered another aircraft was on final with you). The second use was if you had entered the pattern on downwind but then decided to flip runways (or the tower decided to flip active runway) and so your downwind leg now becomes an upwind leg. (Also for obscenity confined airfields where “upwind” was the only way into the pattern).
As an old dog it was not easy for me to change, but once I did I really like when the newer (and proper) terminology for these two legs is used.
Great tips, thank you. Your exercise of flying by sound is really valuable. I am a low time (200 hour) private pilot and recently was flying a C172 when the tachometer (RPM) needle suddenly became loose and dropped to zero. After calming down (!) I got comfortable with setting power by the sound of engine/wind, and we continued the joy flight and landed normally. So apart from improving pilot skill, your exercises will be helpful when an instrument fails.
if the stick it really easy to move,,, you re going to slow
if the stick is really hard to move,,,, you re going to fast
I didn’t know the phrase “really really fast” could apply to a 172. In all seriousness great video
Hmmm…almost seems like you were planning on taking off. The instructor doth protest too much.
Great video, defiantly going to try this with my instructor.
Just a video suggestion Can you do something related to Navigation and cockpit management of all the paper work and maps?
I am really struggling reading the map and updating the Plog while still flying straight, and accuratly.
WOW What an AWESOME training tip. LOVE your videos. 👍🇨🇦👍
🙏🏻 🙌
Another excellent video, great advice. Wish I'd had you as my flight instructor. Shhhh don't tell anyone.....
The first aircraft I flew, was a glider. You quickly learn to judge airspeed based on the sound of the slipstream. It gets really quiet when you're close to stalling.
That's great experience for all pilots.
That is so interesting about the sound change. I try to keep my eye balls outside as much as possible. Seems like if I put my eyes even past one second or more on the flight instruments, I get in trouble a bit. In the pattern, I pull the power out for about 2100 RPM and I do it by the sound. I do not look at the tach as it's lower on the panel. I felt like I was cheating. And yes, it may be 2000 or 2200RPM. I am a student pilot.
I am a bit of a rare bird that I am sensitive to the airplane engine, Slipstream noise, feel of the controls, Feel and hear how a slip feels If I need to get down faster because I am high for some reason. I can feel and hear the slipstream and the friction on my lower wing. As I learn, its like you learn to become part of the airplane. I am still learning a lot as I am a student pilot. Working to be Zen with the airplane and not get lost up there. The Rudders are so important. PS, I know you never stop learning in aviation.
Now I just need to find a CFI who would train this with me! Thanks so much, Jason.
Remember that the first few times, you can look at the airspeed as much as you need to. Also, stay very conscious of the pitch attitude. Aim small! Have fun.
Nice. I have been out of it for a while. I am approaching 64 and have 6 hours in the air but life and my anxiety get me every time. Maybe it's time for a Redbird session. Or maybe just go flying. I am so tired of looping back to turns. Life. Thanks for the tips.
Love this. I'm back in the air on PPL course on 13th April. Its what my CFI drills in but this is excellent revision as I've been out of the saddle for the last three months
I watched this to get me back. Next day my CFI was folding paper. I new it. Wow
Very good lesson
Great idea! I used to do that when I was in flight instructor as well. I always appreciate the benefits of being able to fly the aircraft based on sound, feel and sight picture out the front window.
Good basic and life lesson
Low hour student here. Can you hear the slipstream under the headset?
Great video! I'm a CFI and for sure I'll teach this for my students, also joining the CFI club!
Yep ive always used climb/ decent/ level flight profiles, and having student use visual sight pics. Almost same for instrument climb/ decent pics on instruments...
Very good video , my current issues are the death grip with the flight yoke and being overly focused on the instruments
Very good
Great video thanks the first time I heard the plane properly was on my first solo I remember hearing the wind and every creak clearly for the first time
I have found that this also works well in a fully-equipped desktop simulator, if you position the camera above the instrument panel it will hide the instruments from view and you tend to stay more coordinated visually than if you're staring at the ball and shifting your gaze back and forth. You'll pay more attention to where the nose of the aircraft is, as well as your overall pitch and bank angle.
I got a "learn the finer points" ad before this video, that was trippy!
Always learned something here, thanks Jason
Great technique to learn thank you
Wonderful tips. I use your tips all the time and my CFII loves the fact that I use them!!
Is your CFII in our CFI Club? It’s free to join - just email support@learnthefinerpoints.com
He / she gets Ground School free and 25%off for all their students
Your videos have helped me out quit a bit. Thanks.
Not trying to be picky (which is something everyone says immediately prior to being picky) but at 1:25 you mention "climbing out on the upwind." I believe according to the AIM that is the "departure" leg. An upwind leg is one PARALLELl to the runway in the direction of landing.
You are technically correct. According to the AIM, an upwind leg is parallel to the runway in the direction of landing. However, "upwind" is nearly universally used as a synonym for "departure" even by controllers. Also, a true upwind leg is virtually non-existent. I can't think of a situation where you would ever actually fly a true upwind leg other than if you had to take evasive action on short final and side step on a go around to avoid a plane that departed in front of you.
@@ldmax Hmmm, could be a culture thing. I'm in the UK, and watch all your videos btw, and have only ever heard 'departure' used in this context.
@@ldmax Thanks for taking time to respond. I grant that in usage, upwind is commonly used as a synonym for the departure leg.
For what it's worth, I fly out of a very busy Class E airport, and true upwind legs are flown quite regularly. Approaching from the upwind side, when traffic permits we cross over midfield to join the downwind. But often times traffic won't permit, and we'll join the upwind leg and fly the full pattern to land.
Great tips and video
First one here 🇦🇺✈️
welcome!
Outstanding! All points are spot on.
🙌
I’ve been instructing for over 20 years (albeit one of those part time guys) and have to say your videos are the best in the business. In 30 years in aviation, I’ve only flown with one...maybe two CFIs that approach your level of ability. When I watch your videos, I’m always either patting myself on the back when I see stuff you do that I am doing....or admonishing myself for not doing what you are doing. Are you doing FIRCs? I would enjoy attending one if you are.
Great stuff Jason!
Thanks!
Outstanding Jason.
I am picking up some tips for later this year when i start my instructors course here in the UK so thanks a lot.
🙌
GA flying in the UK can start again on Mon 29 March. We've had a long layoff, so I for one have found your video (and them all actually) very worthwhile. Cheers.
Glad to hear that!
More of the same!!!!