This channel was made to give pilots and aspiring pilots FREE training. This channel has THE MOST COMPLETE private pilot ground course on KZread and it’s completely free… On this channel, you’ll find Private Pilot Ground study material to study for the written exam AND to get student pilots ready for the checkride and oral exam. These videos are also great for refreshing yourself on the rules and regulations of aviation.
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Great video thanks!
Thanks!
No problem
Any chance you could do an engine fire in flight and engine fire during start video?
I'm a lover and i love red dots on my hand guns it trains my eyes to maintain target focus
That’s exactly why HUDs are gaining popularity
I really appreciate these explanations! They’re really helpful to go along with the cookie cutter explanations from books. Super practical. I passed my written exam yesterday and now I’m preparing for the checkride and trying to get more precise with my landings and maneuvers.
Thanks Jenn! Congrats on the written! Let me know how the check ride goes
I’m still struggling on this do you have more videos? I’m having trouble when I apply such as looking at the map and figuring out direction of travel to the VOR
I’m sorry. I dont have any more videos on VORs, but there are tons of other great vids on KZread
My brain is the fancy airaplane that can calculate them
Lol
@@FreePilotTraining also im 13 and i have done first flight and reading about airplanes is that good headstart?
Land horizontally, not vertically.
😆 Airplanes don’t do well in helicopter mode
This guy is a natural teacher, unbelievably simple way of explaining things. Thanks!
Thank you so much!
Thanks!
You’re welcome! Thank you for the Super Thanks!
Thanks!
You’re welcome! Thank You for the Super Thanks Alfred!
New student here. #1 is spot on. I wasn't descending when I put in flaps at my touchpoint on the downwind.
I don’t know how many times I’ve seen this!
@@FreePilotTrainingnice to know I’m not the only one
Great video to show what flaps do!!!!! I am doing the ground school and am an engineer but this really brought it all together! Thanks!
Awesome! Thanks Frank!
Thank you for these excellent videos. Just a note. The movement needed is exactly 2 inches. The rounding of 500/950 caused the error of ~0.014 inches in the CG shift. If you write out the formula, it is pretty friendly: 250/950 = (500/950)/x 250=500x x=2
You’re welcome! And thanks for the tip
Thank you very much! That was very detailed and concise. How much should the whole process costs? Please answer
No problem. It depends on where you go and a few other factors. It could cost anywhere from $8,000 to $25k.
My dad used to rent Piper Cherokees from Delaware Aviation at KPNE. They were my favorite times of my life going up in Cherokee 140s. The only airplane I ever had the controls of when I was a young boy. He quit flying in the early 80's unfortunately because he said it just got too expensive and I guess the novelty wore off.
A Cherokee agile??? Hell no😂
The radio communications are fantastic! Helps a lot as I am about to do my first solo xc
Awesome!
Hi. Thanks for this video. Very instructive. I've been talking a lot with my instructor about the impossible turn recently, and in my eyes the problem with your calculation is that you didn't really factor in the distance from the airport while climbing. In addition your take-off weight is relevant. In my opinion an impossible turn while on the departure leg can only work if you have a reasonably long runway - basically a runway that is so long, that you're still over it when you reach 400 ft AGL. My home airfield only has an 1800ft grass runway. When I reach 400ft AGL I'm already half a mile or so from the threshold. AND if I were flying at MTOW I would be even farther away because my climb speed would be lower. So no matter if I'm 400ft or 1000ft AGL, I will not make it back to the airfield as long as I'm still on the departure leg, because with each foot I climb I get farther away from the runway. Now if the engine quits on crosswind while I'm already close to pattern altitude, the thing is different, because 1. I don't have to turn the full 180° anymore and lose less altitude in the turn 2. I can cut across directly to the runway and will fly a shorter distance back, than I did flying out. The third point I would need some advice: glide speed. As far as I know the best glide speed in the POH is calculated for MTOW, right? So if I were alone in the plane with tanks only half full, my best glide speed should be lower than the one in the POH, since I would need less speed to stay aloft, or am I on the wrong track here?
You are correct. Technically, you would need to figure your distance from the runway, but you are never going to know that. That takes a tremendous amount of work for something that may or may not ever happen. That’s why I didn’t discuss it.
Gun lover 🔥🔥 hey brother, working through the ppl now and your channel has been invaluable. Thanks for all your hard work on these videos! They really help
Awesome! 🔥you’re welcome! So glad I could help!
Thanks so much Josh! I have been using the Sporty’s online ground school and owe it to your videos the much needed clarification. These are much more informative and have really helped me to understand. I appreciate it very much.
You’re welcome!
Cessna should have engineered away the wing struts by now; it’s a hawk with crutches.
Lol. The 177 was supposed to replace the 172, but no one liked it.
Thanks very much! A comparison with later model Warrior 161 vs C172P would be interesting as well. They fixed a lot of the stuff that was awkward in the early Cherokees (trim crank, baggage door, additional windows etc.) and with 160hp performance figures (and landing distance with the Cessna's flaps reduced to 30°) might differ as well. Considering the Warrior feels a lot more roomy and friendly than the Cessna I will always prefer her. Sitting side by side in the Warrior feels a lot less constricting. And the seating position in the Piper is more like in a car than the Cessna-van, which I prefer as well. Also the late 70s and early 80s Pipers feel much more refined when it comes to build quality, materials and ergonomics. It's simply a nicer place to be. Last not least I always hated my training C172's flap switch because it is positioned awkwardly and had no stops for the four positions So you always had to either check the flap gauge or count out the seconds it took to lower or raise the flaps one 'notch'. Touch and go on a short grass field was .... touchy. In the end it's a matter of taste I guess. I like the Skyhawk but for ME the Cherokee will always be the better aircraft.
I have gotten so many comments about the warrior being better. I should really make a video
Cherokee (and Beechcraft for that matter). I want the agility and responsive handling above all else. And personally, I just prefer the concept of a stabilator versus trim tabs.
I found flying a low wing aircraft to be a much better experience for myself and now I fly cargo on a 747. However, I didn't learn on either of these aircraft.
My math comes out to 336 feet from strip to strip. Not 320. 128*2 = 256, 256 + 80 = 336ft.
I used an app
I have flown both. One of the joys of flying is the view and that big paddle wing on the bottom of Piper 140 spoils much of your view, which would be the deciding factor for me. The last time I looked at fatal accident statistics the 172 had a distinct advantage, even though the low wing of the Piper gives you better vision (of other planes) in a turn.
Great video. I did all my fixed-wing training in a 172, then jumped to the Cherokee for my first CFI job. I have to admit I fell in love with the Cherokee!
I also recommend looking at the VSI. It will give you a better indication of what's happening. the three secrets are fine, but remember use all the resources like TRIM, POWER, SCANN SCANN SCANN the other INSTRUMENTS, and there is NO INSTRUMENT THAT tells you your holding 1.414 Gs so tossssss that. Learn to use your trim it's easy and you can use it in ALL Planes. We're not doing 45 degree turns in normal flying or at least shouldn't especially with passengers, but we must know how to do them safely. So PRACTICE and be safe.
Agreed. The only bad thing about the VSI is that it’s a lag instrument. It won’t always give you accurate info right away
another great video!!!
Thanks!
@30:30... anyone flying a pattern for 4/22 is likely to be asked to write down a number to call...
"Why Wait" rhymes with Y Rate (of Climb)
Lol it sure doed
This was a very sweven video!
😆 thanks!
Do you have a Patreon account thankful students can donate to or should I just plan on buying some sweet gear? PS, can you do a video on how you came up with your logo and catch phrase.
I have a PayPal donation link at the top of the channel, but I think you’d look pretty cool in some sweet gear. I always love seeing people in my mech
I learned to fly in a Cessna 150 and a Cessna 172, over 40 years ago. My first plane was a 152, and I now have a 1974 172M. I like high wing planes. I have flown a couple of low wing planes, including a 1947 V35 Bonanza, with the owner/pilot in the right seat. I just don't like the feel and outside view from low wing planes. I like being able to look out the side window and see everything below me, not just the top of the wing. The Cessnas are also extremely stable and nearly stall proof.
Great videos. God bless you!❤
Thanks!
I’ve flown Cherokee 140, 161, Cessna 150 and 172. Personally the 161 is my favourite. Be interesting to see 161 and 172 comparison. The 1984 161 is far different and leaps better to the 140.
I’ve been getting a request for that a lot lately?
😅😅😅😅😂😂😂 I like the end with the baby rain, baby rain..👍 👌
😂 I thought that was fun
can I use this on my computer/laptop? are pilot headsets in GENERAL compatible? not expecting a response as this video is old but one would definitely be appreciated!
Negative. There may possibly be an adapter out there, but I don’t know that for sure
@@FreePilotTraining I see that it uses a 3.5mm input jack. My computer also has one of these. Would the mic input and audio output work?
WONDERFULLY EXPLAINED!!!!
Thanks!
Blah Blah Blah…. Too much talking.
Lol. This videos been up for probably 2 years and you are quite possibly the first negative comment
Strike one….😂
Around 20 minutes into the video, the numerals for radio frequencies start coming in with a font which makes the SEVEN and the ONE almost indistinguishable.
Thanks for the feedback. I hope to remake this video at some point
I have lots of time in both and can say as much as i prefer the piper flight characteristics i never took a single rating in the airplane. The Cessna 172 is not as stable, is not as easy to land due to flaps. But i will say if you can fly the 172 correctly it’s all about over powering its bad tendencies which are very few. The 172 is so simple it’s hard to blow an approach or any landing. All this said i own a da40 and neither of these are comparable to that planes ability. No matter what fly anything and everything and enjoy the air.
Exactly the way I was told how to shoot back in the 70s by a hunting instructor
Awesome
The BR and MI etc are from French since a lot of the original concepts weren't made by the French. Example Brume means mist so BR
Are you habitual linecrosser's brother? :)
😆 possibly
Even simpler: From left seat and left turns, nail the nosecone on the horizon. Yes you can't see it but you know where it is. From left seat and right turns, nosecone is a little lower (instructor will see nosecone on the horizon). Glance inside to check bank angle, rudder ball and airspeed but mostly keep eyes outside.
Chinese Gibberish? Com'on you should know better than that. It's not even close, as it's Latin characters. I have no idea how you can confuse the two.
Lol
I tell students to look 1/2 way up the trees at the end, level out so that point will smack you right between the eyes. Then ease back on yoke as the airplane starts to sink. Don't pull back to cover the trees so you don't balloon.
I like that! Thanks for the comment
There is no question. The 172 is better. The end.