It's Complicated... Flying a Complex Plane for the First Time
ฝัง
- เผยแพร่เมื่อ 29 ส.ค. 2024
- Season 2, Episode 22
Hey, did you guys know that the FAA actually certifies flight instructors to tell you everything that I try to convey in these videos? You should definitely talk to one of them instead of trusting some video you found on the internet, because who am I to tell you how to fly? I'm just a pilot sharing my experiences with the world, and these videos are not meant to be instructional or advisory in any respect.
For a full explanation of this disclaimer, see: friendlyskiesfilm.com/episodes
Homepage: www.friendlyski...
Patreon: / friendlyskiesfilm
Facebook: / friendlyskiesfilm
Thanks to all my supporters on Patreon!
$50 - Matt Byrne
$10 - Jarrett Duncovich
$10 - Christopher Roberts
$10 - Phil Copley
$10 - Jared Burns
$10 - Jeff Scorse
$10 - TerriblePlan
$10 - Steffen Holzt
$10 - Mike Beattie
$10 - Larry Woodworth
$10 - Spencer Maze
$5 - Chris Patti
$5 - Paul Bergman
$5 - Luca Muller
$5 - Even Smith
$5 - Maxim Pieuchot
$5 - Ken Warren
$5 - Scott
$5 - David Ennis
$5 - Dan R.
$5 - Shaun Kruger
$5 - Jack Hill
$5 - Vlad Railian
$5 - Luca Muller
$3 - David Remedios
$3 - bizzy.tv
$3 - Flushf00t
$3 - Walt Heatherly
$2 - Tim Farrar
$2 - Gary Veduccio
$1 - Darren Tung
$1 - Chris Sinsigalli
$1 - Ben Richards
$1 - Tyler Rafferty
$1 - Reuben
$1 - Mark McKinney
$1 - Nacho Soto
$1 - Jason Hanley
$1 - Bruno Vanhalst
$1 - David Pettersson
$1 - Nick Cidis
$1 - Erik Patton
$1 - Dylan Marriott
$1 - iFlyToo
$1 - Jacob
$1 - Dean Robinson
$1 - Benny Lofgren
$1 - Andrew John Hobbs
$1 - Fabian Peter Hammerle
$1 - John Tucker
$1 - Let'sJustFly.tv
$1 - Texas Gooney Bird
$1 - Anonymous
$1 - James Bond
$1 - Frank Durham
$1 - Edward Iangebek
$1 - Yasin Khan
$1 - Randy Cabrera
$1 - Eric Sharp
$1 - Eric Pinheiro
$1 - Kel
$1 - Luis Ochoa
If you love my aviation videos, please consider subscribing and donating even one dollar per video to / friendlyskiesfilm Every little bit helps and allows me to bring you more awesome aviation experiences. -Nick Cyganski
![พบรัก - INK WARUNTORN x FELLOW FELLOW [LIVE SESSION]](http://i.ytimg.com/vi/1VonHhP6_Y8/mqdefault.jpg)
In this video Mr. Friendly reunites with his long lost twin bother who is now teaching him how to handle a bigger and better flying machine.
George and I get such a kick out of that! XD
Computer omfg
Friendly Skies Film George? Your twin brother is the autopilot? :-)
100 like
Are y’all really twins? Sure looks like it
I learned to fly a long time ago, and switched to complex (and high-performance) planes before those endorsement requirements were required. So I'm "grandfathered" in based on having flown them. Mooneys, Bonanzas, Cessna 210s, all very different and all a lot of fun.
The comment you made at 2:27 is SOOO true. We had a new phone system installed at my office and the intercom has a 1.5 second delay. It is almost impossible to use because of the delay over the loudspeaker!
At 15:40 - a good example of how much lift the flaps produce and how raising them influences braking performance. You can really see the aircraft settle. Cool shot.
Right!? There's other videos on my Warrior that make it even more evident.
Enjoying your videos. I am actually getting my private in a Mooney M20C. I had a few hours in a 172 and a Cherokee 180, but learning almost from the start in a complex has made it significantly easier.
This put a big smile on my face. Thanks. Beautiful flight.
Yay! Glad you enjoyed. Always makes my day to make you guys smile :)
Mission accomplished :)
Thanks to this video and Nick, I managed to get a complex rating on a Turbo Arrow right after passing my PPL in less than 3 hours of flight time.
Nice job, fellas! I have 'round about 100 hours in an arrow, loved every flight!
I work radio/tv for a living -- Nice editing. Love the gauges swinging up to screen so I could see the run up.
Glad you enjoyed! That's high praise coming from a professional :)
Now I understand the levers in Flight Simulator, thanks :)
Welcome to the world of complex aircraft!! I got my complex endorsement just a couple months ago in a 1974 PA28R-200. It's a whole lot different from the C172 Skyhawk I was used to flying. In the end, I LOVE the Arrow and it's my plane of choice.
tie oneon For the Arrow, it's just the complex endorsement. The time varies based on the pilot. I got mine with 1 hour of ground and 4 hours in the plane (2 in the pattern and 2 cross-country).
Glenn Niesen i have a Arrow 3 Turbo i love this aircraft so much
good video...im getting checked out in the dakota tomorrow. The only thing that got on my nerves a little is the instructor being a little too hands on. I didnt think you needed his help with the flaps and landing the airplane....but im being petty. great info!
Great video.. I am about 18hrs into Flying the arrow and love the plane. I fly an Arrow II. It amazes me different instructors showing students how to fly the arrow. Case in point, I was taught on t/o 25deg of flaps, rotate at 70mph, then retract flaps to 10deg, gear up, the retract flaps to 0. 25MP, 25RPM 12 fuel flow. :-) This is a lovely plane, i hope you get more opportunities to fly it.. enjoy the big island... I know I did...
The Brothers are champions. Great video and content. "The Proclaimers" of Aviation! 👍
I'm pretty sure my love for aviation started with trips to the Worcester airport with my dad (a former P-38 recon pilot). We used to go to just watch while on our way to the Boy Scout camp.
I did my complex in the club's 182RG last year for under $200/hr with instructor took about 12 hours...now I have about 85 hours in that plane...just did right seat check in it last weekend...the hardest part is not the gear it is just getting used to doing more faster...it was hard getting used to doing 140 KIAS on downwind and getting everything slowed down and set up...now it makes going back to a 150 HP 172 seem like an LSA
Keep the MP slightly low so when you pull the prop back it normalizes....that's a really neat trick
Tyler is a professional ;)
what do you mean "it normalizes"?
Alex Melia when you pull the prop back the manifold pressure will rise, it's just how the system works. So they're trying to do 25^2, or both at 25. So they pull the throttle (manifold pressure), to 24 so when you pull the prop back to 25 the manifold will slightly rise to 25. The main reason is you're trying to keep the manifold pressure below the rpm at all times, so if it starts at 25 and you bring the prop back to 25, it will go slightly over that mark. You're just trying to keep cylinder pressures at a minimum during lower rpm operation.
Simply saying "equalizes" would've sufficed.
8:25
The Piper Arrow is what I flew to get my commercial pilot license.
It handles much like the Warrior though a little heavier, very stable. I flew the Arrow at 136 knots indicated and the Piper Seminole was, may be, 18 knots faster.
Sweet video man! It came just in time too, I'm sitting here with only 30 minutes to go until I board a plane to Indy and your video gave me something to watch. FSF always coming in clutch!
Perfect!! I didn't have enough time for a sandwich on my layovers yesterday, so consider yourself lucky ;)
Lessons are learned in different ways: at the .45 mark there's mention of the possibility of obstruction on the floor behind rudder pedals. That reminded me of a WWII movie from the nineteen fifties in which a fighter pilot dropped a case behind the stick and he couldn't pull out of a dive. Even in my car I don't allow stuff on the floor where it could interfere. Safety first, not second, not third -- safety first.
Good story. If you heard a few seconds later, we said "that was interesting the time they happened for real." Someone got a water bottle stuck behind their T-Bar in a 172. I feel the same about cars, btw ;P
Yes, watched the whole video and enjoyed it. I'm not a pilot (but have taken lessons) and now I even use a checklist for my motorhome & tow car. Like flying, sometimes missing the smallest detail can do you in.
Man, does this give me some good memories! Thanks for posting this!!!
Glad you enjoyed :)
great video... love the part where you show the instruments. How did you capture the instruments during the flight to make the overlay? Can you make a video once where you show the Alt / Speed / VSI the entire flight?
Now that's my kinda video!!! I love the instructional flying vids you do. Great job again. I'm excited for you to be getting your Complex cert! Hope you're having more fun than a flight sim! Haha!!
Lol that's why I'm up here :) Glad you enjoyed.
Love the way the Arrow sounds !
I knowwww :)
This was awesome to watch.
Thank you for posting this up 😊
Glad you enjoyed it!
ZelataneXx ㅇㅇㅇㅊㅍ쵸 Z
Fantastic flight! About to do my initial training in the Arrow :-)
Changing planes in general takes some getting use to, I remember the transition from the C172 over to the Diamond DA-40 it was just different haha
Ah, another of my Florida friends flying the DA-40. I'm still planning on moving down inside the year. Where are you based again?
Sounds good! Im based over at Ft.Lauderdale Exec KFXE
What do they rent a DA40 for down there? I am in LNA and pick fly a 172 pickup up a Diamond in a month or so, would love to get a little time in it before picking it up.
Hey Hey - Nice video, always pickup something from them. Still waiting to film a Bahamas journey when you show up.
Jeremy Smith its about 140/hour at Flight Center FXE, its alot more fun to fly you'll enjoy it
I've got my ASEL, tailwheel and high performance (not complex yet). Really enjoy the videos! Another plane to consider is something like a AA-5B. They've been know to outrun Arrows with a 180hp, fixed pitch, and fixed gear. No good for mountain flying though! If you ever get a chance to fly on you'd probably like it.
This video came out at a good time, starting my CSU and retractable endorsements tomorrow!
Good idea putting some weight (all seats and tanks full) on your airplane and flying with your instructor before trying it yourself on your own. Let's never forget those four young friends who died in Cleveland because of the lack of this gained knowledge.
I would exercise prop before mag check. We have 1000m runway, was always a sweat in a Arrow II.
Absolutely love your videos! Keep it up Nick! Id totally love to fly with you sometime!
Thanks, mate! You know I love flying with all of my fans when I have the opportunity.
If i ever get in your area i will look u up! What you do is totally my dream.
What an experience! Another awesome video! Thank you for sharing.
Glad you enjoyed it! :D
your computer graphics are probaly the best i have seen ever... where did u learn them... TH-cam?
Thanks, mate :) Yep, all self taught. After Effects CS 5.5.
Loved this video. I’m in the process of getting a Mooney! This was great info on retractable gear.
Great Video. Thanks for posting.
Glad you enjoyed :)
Great production. Thanks
This sim seems alot better than the last one!
Hahaha
Thank you so much for this video this was very informative.. cleared a few things up for me.
I just started flying an arrow and boy is it a fun plane! So fast compared to the stuff im used too!
oh the best part...I can go from Atlanta to the ocean in under 2 hours.....can't just walk down the street like when I used to be in Marshfield
That's right! I forgot you used to be so local. I really wish the Fairview Inn was still in business :(
When considering aircraft fuel burn, its best to consider still air nautical miles per USG. This will give a better comparison of fuel burn between aircraft than USG/Hr.
Why would you suggest that air nautical miles per gallon would be a better comparison? USG/hour is a universal measure in aviation due to the lack of GPS tracking in smaller FA aircraft. This makes NMPG an inherently less useful measurement...
Allen Klingsporn Allen Klingsporn; You’re correct USG/HR is the primary unit used in GA and rightly so. It’d be no use at all having a USG/NM gauge in most GA cockpits. However, If you’re looking to make a judgement about an aircraft’s efficiency and compare fuel burns it needs to be in perspective especially when you’re looking to compare aircraft.
(The below figures are for example only and not exactly accurate);
A PA28 Cherokee 180hp may have a cruise speed of 130 knots at 10 USG/HR (or 0.076 USG/NM)
A Mooney M20 180hp has a cruise speed of 170 knots at 10 USG/HR (or 0.058 USG/NM)
Both these aircraft are burning 10 USG/HR which is as you said the “standard” inflight unit of measurement, but for comparison purposes the Mooney would be 25% more efficient. So why would we focus only on USG/HR during side by side comparisons and not both units. Simply dividing the USG by the cruise speed gives USG/NM and questionably a much better representation of aircraft efficiency.
Another example relevant to this video;
A PA28-161 Warrior cruises at 120 kts at 8.4 USG/Hr (or 0.07 USG/NM)
A PA28-180 Arrow cruises at 140 kts at 10 USG/Hr (or 0.71 USG/NM)
If you’d like to fly for 60 minutes, the Arrow will use more fuel. But if you’d like to fly 170 nm both aircraft will use practically the same 12 USG. This then moves the focus to useful payload, annual running cost etc.. and a proper detailed comparison. Especially if they’re weighing up the benefits of buying a complex aircraft.
Using the same argument on a different tangent, if you’re renting you should compare aircraft by $USD/NM as the fuel is usually included. This can sometimes prove its worth paying more to rent a faster aircraft to save money overall on a trip. Using the above example, if a club Mooney was only 15% more expensive than a clubs PA28-180 you cold save money renting the Mooney for a specific point to point trip as you’d get there quicker.
Can only give one thumbs up. Very cool.
Only cycled the prop once?
Most checklists I've seen call for at least twice and I personally use a checklist that calls for a third. 1) Manifold increase/prop decrease, 2) oil pressure decrease, 3) Oil on windshield.
Its been my observation that the transition usually takes more hours due to insurance requirements than the pilot. My own transition took 5 flights and just over 4 hours at which point my instructor signed off my endorsement, I went flying for another 3.5 hours solo and then had to get back in with an instructor for 2 hours because we realized the insurance minimums required 10 hours in the plane. My instructor actually gave me the 2 hours for free, he just rode along which was cool of him.
Back on the east coast again and all the FBO's require 25 hours complex time or 15 hours instructional time in make/model. I thankfully had the 25 hours complex (21 of which was in an Arrow) because I didn't have 15 hours instructional time even including the handful of hours in a C172RG, let alone in the same make/model... I would have had to do another 8 hours flying around with an instructor.
Curious as to what the "down trim" observation was at 13:55-14:00.
You're correct about the insurance observation. Insurance is the secondary regulator of the industry. As a private pilot with a complex and high performance endorsement, one could, for example, legally fly a TBM or Malibu Meridian (under 18,000ft unless you also have an Instrument rating) ... however, the insurance (not the FAA) will require additional hours and the completion of a turboprop transition course, and a number of flight hours with another pilot, before I could act as a PIC covered by insurance.
The FAA, however, does not require more than a private certificate with complex and high performance endorsement. Instrument rating and high altitude endorsement (for flight above 25,000ft) if you're going to play in the flight levels. No type rating required.
Those are certainly good to check for when cycling the prop. We cycled twice in this particular instance which is sufficient given that this was not the first flight of the day and the engine was still hot ... if the oil wanted to splatter on the windshield why would it do so on the third but not the second cycle? Or, maybe it would suddenly do so during takeoff? Or during flight?
The only time three cycles is mentioned is in the amplified procedures section of the POH for cold weather operations.
The checklist directly from the POH only offers "EXERCISE - then FULL INCREASE" and the amplified procedures segment of the POH offers "The propeller control should be moved to check for proper operation" [does not specify how many times].
[HOWEVER] "In cold weather the propeller control should be cycled from high to low RPM at least three times before takeoff to make sure that warm engine oil has circulated."
Additionally, one should not allow more than a 500rpm drop while cycling the prop according to the POH.
With regard to the 'down trim' observation, when you put down flaps and especially gear, the nose pitches up / angle of attack increases / and there comes a lot of control pressure in the yoke. Down trim helps take the pressure out of the yoke and keep the angle of attack where desired in the landing configuration.
Thanks for watching. Blue skies and tail winds!
Thanks for that response!
I missed the second cycling of the prop, it was less noticeable from the prop noise and wasnt as clearly called when it was done so I thought you guys only cycled once.
Absolutely right about the third "oil on the windshield" cycling... That's just been the callout that has stuck with me. Ive been checked out in an Arrow at 4 different flight schools now and have worked with 6 different instructors between them. Now that you mention it, the first 2 taught the "warm-oil in the hub" and the next one I assume was probably the same though the day we were flying it "wasn't needed," the 2 after that were the ones that said "oil on the windshield" and the last 1 liked to do a "governor check/prop over speed" check that pays closer attention to the start RPM/manifold pressure and ending RPM/manifold pressure than just looking for drop/increase.
I like to standardize my flows though and doing it 3 times even when the engine is already warm or the day hot, shouldn't hurt anything so I'll probably keep it though might go back to the warm-oil call out since like you said, there's no reason a 3rd cycling would put oil on the windshield when the first 2 didnt.
I'll have to run through the trim/extension process myself next time I go up; I guess I've just gotten used to managing that transition by hand, allowing it slow my airspeed to flap speed, add a notch of flaps and start my descent all in one flow without having to really touch trim until that flow is complete and haven't really taken note of the trim adjustments for each individual change in some time.
What would you guys do if God forbid those vision correcting glasses fly out into the sky or get smashed? Buy and bring a backup set or another idea? Wow that was cool when you guys started talking about latency in the audio making people go dumb! It's really bad when it happens to the lead singer lol!
good night... $265/hr with instructor for an arrow is crazy!
$300/hr for a 172 in Hawaii right now.
Friendly Skies Sorry sounded and looked like this was filmed in New England.
This was recorded in New England. I meant to say $245/hr. It's $180 for aircraft, $65 for instructor.
Who's surprised that everything is double the cost in Obama's "home" state?!
Slam, it's a brutal awakening!
Thanks for another great video!
Every time somebody says "pop" instead of "papa", a kitten dies. Please. Think of the kitties.
Brakes
I'm guessing only one point of pressure served by two people at one time by a links at pedals
Link could be only thing maybe faiils to connect to point of pressure.
If pressure good on one person side
Your verifying link on others side
So I guess both break checks are necessary if both crew are operating brakes
Your checking the link
Funny the tail number is a big brother to my airplane N515PU all former Perdue University planes..!
They kept them up really well, didn't they?
My favorite plane the pa28r200.
Thank you for your videos......... I would LOVE to get my Private Pilots LIC.. But as a Disabled Veteran on medication for PTSD i cannot... so i stick to watching guys like you and building a flight simulator is in process (fixed income sucks for saving)
Aw, sorry to hear that :( What kind of aircraft is your simulator going to be?
Cessna 172 is what iam going for my goal is to make it look like the real deal so i can get as close to the real thing as possible other than the movement. There is enough videos on youtube i should be able to make it all work just got to get the parts one at a time.
I've always desperately wanted to build a really perfect simulator from scratch, so if it makes you feel any better, I'm quite envious :)
Envious of me no way you get to ride on CLOUDS man..... real life... i would give anything to be able to fly like that... i have to live vicariously thru you and your videos!!! while stuck here on the ground with a toy
Water bottle under rudder pedal should have been caught during pre-flight.
As a 38 yr police officer who has trained many rookies, I actually placed water bottles under the brake pedal in patrol cars to test the rookies as they inspected their patrol car before the shift.
Yes, cops do a “pre-flight” inspection of their cars too. Particularly if we “hot seat” cars, meaning sharing cars with other shifts.
We check the back seat for contraband (drugs, weapons, wallets, cell phones, stolen property, etc.).
We also check the vehicle to ensure it’s in safe operating condition.
As training officers, we often place things in the car to realistically test the rookies.
The water under the pedals has resulted in many rookies getting dinged on their daily evaluation.
Remember, sometimes it’s the little things that when left unchecked, turn into big things and cause a crisis.
Fly safe!
PS - I’m not a pilot, but I am a flying enthusiast. Plus, I stayed at a Holiday Inn last night. So there’s that.
Fascinating! Thanks for sharing. I always love parallels from other industries.
loved this video
Very nice video, hope Hawaii is great for you!
Jeez.... everybody needs headphones in these videos?! I've been flying since 1978 and I enjoy listening to the aircraft. Even a small mechanical problem, or glitch in a system, will be much more evident when it can be heard right away. The sound of a glider is like good music to me also. For anyone who may wonder, nope....it has never bothered my hearing or given me any aural fatigue, even on cross country trips. As an example, did anybody ever see Bob Hoover wearing them in his videos? To each his own, I suppose, but I love the sound of the machine!
Badass vid brother
Man I remember my first ever landing in an arrow during my commercial training. I thought I had broken the landing gear lol because I didn't leave the power in all the way down to the ground effect but my second landing was smooth.
Good looking crew ;-)
You're too cute ;) See you here in June!
Yeah buddy!!
Your intro gave me PTSD from playing Alien Isolation
I really enjoyed that. There's a huge gap on YT in the way of constant speed prop transitioning.
Teach your clone to fly in 77 easy steps
It's simply informative, but in a "complex" kinda way!
Hi all, Just an FYI. I just finished my PPL up end of June 2019 so I am a brand new shiny know nothing amateur! But I wanted to share a brief experience on my check-ride that I thought applicable to this video and many others. I was trained to clean the flaps up after you touch down just like you see everyone do. Then an acquaintance who took his check ride with the same DPE I was going to test with in a few days gave me the skinny on tips and tricks. He mentioned the DPE said the FAA no longer recommends pilots clean the aircraft up on the runway (when going for full stop), as it greatly contributes to "pilot errors and distractions, especially at towered airports". So when I took my check ride I didn't clean up the aircraft until off the runway. He asked if I always do that, I'm like yep I do now. He said good its the new "thing" nothing you'll fail over but they want it cleaned up after you clear off the runway! I don't know if its true everywhere just sharing my experience.
I clean up after touchdown to put weight on the wheels for better braking.
@@freakfly23 yeah that's what I always was taught, Just passing along the "clean up" thing from my DPE, not sure if its a one off or not. but above is the explanation that he offered.
"3-4 hours, some longer"
ouch. I did mine with 1.2 logged. granted don't have the complex gear system as pipers or cessnas. lol
Have fun in Hawaii, and try to take in Pearl Harbor, an experience you'll never forget, and Maui is incredible.
Will you be back at WPI this summer? If so shoot me a message, We'll be on campus testing the sprinkler systems the 1st week of June :D
Thanks, mate! Ahh, I just ran across our past email conversation a while ago. I'll be back on the 6th. You can email me your schedule, if you like.
I prefer flying constant speed props, regardless of whether high performance or complex. I also preferred driving a stick shift, lol.
Haha that is a "type" isn't it? ;)
I have some time in that plane. Panel was a bit different back then.
Tell me, where does it say in the POH to bring the throttle back to 25" during climb and keep things "squared?"
I bet it says full throttle for climb, all the way to cruise altitude. Full throttle utilizes the power enrichment valve/economizer valve, significantly enriching the mixture to keep the engine cool during high power settings, as the Lycoming engineers intended. As soon as you bring the throttle back you are leaning the mixture and making your engine run hotter. Smart!!! But I guess your CFI thinks he knows better than the engineers huh... because his CFI told him so... and his CFI's CFI told him so... and on and on down the line. Either your present instructor does not understand the situation, or he is insulting your intelligence by giving you an overly restrictive rule of thumb with no basis in fact.
25 INCHES OF MERCURY HAS NOTHING TO DO WITH 25 RPMS IN HUNDREDS. Those numbers live in different dimensions.
What would you do if MP was measured in psi and engine revolutions in rotations per second?
Time to leave behind the old wive's tales.
Open the POH/AFM, and start using the recommended settings in the performance charts. As MP rises, so does BMEP, and if the envelope is exceeded, the engine is pushed closer to its detonation limits. Piper/Lycoming knows what detonation is, they have accounted for this. Do what they say.
Within the envelope, the pilot can pick any RPM/MP combination he likes--and that includes combinations that are "oversquare." In fact the airplane may burn less fuel, make less noise, and go faster on the same BHP when operated "oversquare."
There are a lot of advantages to operating at the lowest RPM that will provide the desired power:
-friction losses minimized, greater engine efficiency
-higher advance ratio and therefore greater propeller efficiency
-increased volumetric efficiency
-tach time adds up slower
Being too far "under-square" is what you should actually be avoiding:
-piston ring flutter...pistons race back and forth in the cylinders, undergoing huge acceleration/deceleration loads, without the cushioning effect of compression pressures, pistons rattle up and down in the cylinder, and the rings will scrape and scour the cylinder walls
-shock cooling... keep the BMEP up in the descent
So true! the amount of time I hear club renters asking questions that are clearly answered in the POH is unreal. Don't even get me started in the use of carburettor heat! Everyone has an opinion lol
Loved it.
Mission accomplished :)
Glad I am old and retired. When we checked our self out in an airplane with a constant speed prop and retracts we just asked other pilots what was the difference and they said don't forget to put the gear down and for more power mixture prop throttle and for less power throttle prop then mixture. DME was a luxury no one could afford and a four function calculator was high tech. Intercom and noise cancelling headsets? What? WHAT? I can't hear you say it again.
I thought that was a great landing!!
Rumour is if you're early...
FSF replies ...
What up, my friend?? :)
Calvin De Louche...Calvin Le Douche...
I'm sorry. I couldn't help it. That's what it looked like at first.
Big mistake. After experiencing this, your warrior will feel forever slow.
+Mooney 201er Hahaha well, my car feels forever slow after flying my warrior ;P
One of the guys in the plane made a good point though. If you're just flying local it doesn't make much difference. On a 20 minute flight, you might save a few minutes enroute but the taxi, takeoff, pattern time will be the same in both. On cross country flights, it is a huge difference. A 50 knot faster airplane is actually more 50% faster when you consider winds. In an extreme example of 50 knot headwind, a 150 knot plane will make a groundspeed of 100knots while a 100 knot airplane will make a groundspeed of 50knots. That makes the 50% faster plane up to 2x faster. Reality falls somewhere in between, but it illustrates the point that a little extra speed can go a long way in the real world.
Also, when you guys discussed additional costs of a complex, something you forgot to mention is insurance. Insurance tends to be substantially more expensive on retracts. At least double and for a low time pilot, triple or quadruple. It's not because it's dangerous to fly complex but mostly because forgetting to put the wheels down every now and then is a very costly mistake. Safe flying.
Mooney 201er, The Piper Arrow III had a fail safe that automatically drops the gear - that is unless you turn it off for slow flight maneuvers then forget to turn it back on.
ZZstaff I've never heard of a system that automatically drops the gear. I'm pretty sure the one they're talking about is the gear warning light/buzzer.
I've asked around and it seems they don't get any break from the insurance despite this.
I almost forgot to release this one because I just arrived in Hawaii!!
If there's anyone on the Big Island who wants to meet up, shoot me an email at friendlyskiesfilm@gmail.com!!
I hope you're flying in Hawaii!!! Certainly an opportunity I would not want to miss! Have fun!
Doing my best to figure that out as we speak! :) I can't wait to share that experience with you guys.
I live in Hilo, and there aren't that many options to rent airplanes here. In fact, there may be none...
nice lol
Hi friend! I'm in Hilo, actually. I've done some googling. Do you think I could convince Tropicalbird in Kaloao to rent me their 172M for a couple hours?
$165 an hour by me in Wisconsin, great plane to fly when you want to get some where.
We're $180/hr (Massachusetts).
I was surprised when you retracted flap just after touch down. There is a risk you will retract the landing gear my mistake one day. I never touch flap until I'm off the runway.
Doubtful given their placement...
In some other advanced aircraft the distinction isn't as great. It's not a habit I would be hanging onto going forward. Happy flying mate.
Thanks. I pilot every aircraft according to its peculiarities, including the turboprops and helicopters I fly.
I love an Arrow
What $265 an hour with an instructor in a complex SEP? So jealous, where I am it costs $275 an hour with an instructor with a regular PA28/C172.
If you ever make it to LA, send me a message and I can hook you up with flying a Sling light sport. Maybe you can make a video. Very fun plane to fly.
Will do! Thanks :)
You fly complex planes because you enjoy the 'command activity' involved. If you don't like complex planes, fly a Paramotor.
LMAO. That was a good story that never happened for real. GOLD
Hm?
Hopefully the weather holds up this week so I can get my retractable endorsement in a 76 arrow. How many horsepower did this one have?
This one is a 200hp 1989 Arrow III.
Enjoy your Hawaii trip.
Ps good to see you ditched the flight simulator haha
Where are the VOR instruments in that plane
VOR is on the far left (out of frame), ADF is below the turn coordinator, and HSI is below the artificial horizon.
This plane has an HSI which combines a heading indicator and a VOR in one instrument. You can also hook up GPS to the HSI, and it will tell how many degrees you are off track.There are two knobs, one selects the VOR radial and the other is just a heading bug.
Correct, I forgot to mention that the HSI serves as a VOR. There is also another VOR w/ glideslope on the left out of frame.
Try to fly a Seminole up at UND!!! Fun until you get a crappy MEI!!!
Subscribed and alerts are active.
My flight school only has CSU so ive never flown fixed pitch haha
I've flown a piper Saratoga before the prop control is so annoying
It has its purpose!
I'd like your advice if you don't mind. I'm having trouble figuring out what people are saying over the radio. Not because of the language, but simply because of the transmission quality and the speed that they talk at. I've already heard that you really need a good pair of headphones, but is there any way of developing or practising this skill while on the ground?
MrRibbotron same, since my first language isn't English, it's even harder for me when they just say something really fast
It can be really hard! That's why I only record with the highest quality settings and equipment. I do have some tips and tricks that I should make a video about soon, because I had a really hard time with that too. If you're into simulation, there's PilotEdge.
MrRibbotron I use to listen to liveatc.net, that helps keep you proficient. Also, there are some great TH-cam channels that transcribes radio communications, often taken from liveatc even. That makes it easier still, because you can listen and read along at the same time. Try _VASAviation_, run by a real nice Spanish guy, _H89SA_ and _Daniel Mori_ .
Friendly Sky's what kind of airplane are you flying in?
We're flying in a 1989 Piper Arrow III
Thank you, brother, sibling of mine.
George Charles Allen I’m your 6th sub
That's cute, did you both go to spec savers?
Nice
Why does everyone Check the prop pitch so wrong? Its suppose to be a slow movement with no change in sound. All the pilots i talk to think they are doing it right by doing a fast movement because of the cool/bad-ass sound that pulling the prop back makes. Actually Harming the engine...
Clearly I have no idea what I'm talking about here, since I'm the complex noob, but do you have any sources you could share with us to learn from?
CFI Shared a fantastic video with me a few years ago, ill have to try hunt it down. Something along the lines of your forcing the engine to slow down at a rate it cant match and causes stress on basically every mechanical part leading to rapidly increased wear and tear
That's the recommended procedure from Piper. You want to be careful about running the engine over squared (too much MP and too little RPM) for prolonged periods of time.
Great video! Those complex planes are a ton of fun to fly. One can get busy though during single pilot IFR in one of those.Not too straining but more vigilance needed.
Well said. I'm looking forward to completing the experience.
You'll enjoy it! You seem to like the technical side of aviation.The IFR ticket opens up more utility for you and the equipment. ;-)
How do you collect the engine data that you display on the screen. I have an EDM800 that I could plug in and download the info from but wow figuring out everything to display it!!!
I just eyeball it from the video to make a more compelling training aid, but you certainly could use your data by writing a simple script in After Effects if it's stored in a csv.
Complex? I don't get it. What's the diff. apart from the gear retracting?
Exactly.
Peter Riis retracting the gear is simple. Forgetting to extend it again can get complex!
You make a good point there, Pooch. :-D
Peter Riis retractable gear, controllable pitch propeller and retractable flaps is what is classified as a complex airplane
Thanks, Izzy.
Uh, GTN 750. I like.
3/4 hours to convert to complex??? I went from Tomahawk to Arrow in an hour, and so did a few of my friends I think maybe with an hour of ground school first.
Is this your first make/model transition? Still want a "how to" on the movable camera mount! 😊