As a recently certificated pilot, I hope to share my aviation adventures over the next few years while attending Worcester Polytechnic Institute in central Massachusetts. There is so much to be learned on every flight about how our national aviation system operates, from airspace and communications, to fixed base operators and airport diners. Modern video sharing and filming techniques allow my peers and I to capture nearly lost information about flying that has only appeared in print until today. Additionally, I intend to bring my unique computer graphics skills to the community, as well.
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Does this guy still fly
I started my flight training with an US Air Force Aero club. They are not associated with military operations and are not funded by taxpayer dollars. They are merely a flying club that has aircraft that was either leased or the Air Force purchased at on time. These type of clubs have a monthly fee which offset the cost of operating expenses due to the fact that they have to be self reliant in making a small profit to pay for fuel, maintenance etc. Aircraft rental rates are usually cheaper through Clubs and even more so if you buy what is called block time. Let’s say an aircraft rents for $150 an hour. If you bought a block of 10 hours they may give you a $150-$200 discount making a 10 hour block costing around $1300. Just make sure that it is refundable if you need to leave, the club or you can no longer fly due to medical or other factors. My first flight with an instructor in Cessna 152 cost me a whopping $49 an hour. Unfortunately, it is not that way today so you must learn how to spend your money wisely. I recommend finding a very good FBO at your local or nearby airport, usually they have decent planes and have an array of instructors you can fly with. Unless you are well to do and want to speed your training into part 141, this would be the way to go. I never trusted any place that I went where the instructor is dressed like an airline first officer or captain. I like instructors that are laid-back and easy-going. After my first 2.1 hours, my instructor demonstrated spins in both directions and told me that this is what I need to watch out for. Getting used to recovering from slight air sickness I come to respect the airplane a lot more. This didn’t mean he wanted me to go out and practice spins, but I needed to know everything possible about flying and it’s dangers as opposed to some of the lightweight training done today. This may be why more pilots are getting into trouble, especially those who are learning to fly light twins.
I don’t believe that comment about a student who got their private pilot check ride in an aircraft that hadn’t been annualed for years. It’s my understanding that the DPE or at least the DPE should be checking the aircraft logbook to see that it is 100% airworthy and up-to-date with it’s required maintenance. if it is not then either to another aircraft or the DPE will discontinue the check ride.
A bit ago a SR22 had a spin and they pulled the parachute, no one was hurt but the media said that they were practicing “engine off stalls” and couldn’t “restart the engine”, they never turned the engine off and the engine was fine the plane did something funky and put them into a spin they couldn’t correct in time so the pulled the CAPS system.
As a real world pilot and also an avid flight sim user I can firmly state that flying into imc in real life is very different than flying into it in a flight simulator. There are so many variables that come into play in the real world it's impossible to predict how people will react. Your life is literally on the verge of ending in real world imc and your mind can do funny things if you haven't been trained to cope with it. Not to mention many people who HAVE been trained in imc have still met their demise when they entered it.
I did a calculation similar to yours to compare motorcycling to private flying (flying your own plane) - I used to have a 69 Cessna 177 Cardinal - and I ride motorcycles. If you compare the two the fatality rate per hour/mile is similar. BUT I figured that, flying myself, that at least it would be totally my fault, I would have to mess up some way (and I was very careful and methodical). Though you can solo-crash a motorcycle (I did that exactly a year ago today and broke my arm, lost traction on the back tire in a corner) - the advantage of flying over riding is YOU ARE VERY UNLIKELY TO HAVE ANOTHER PLANE TURN LEFT IN FRONT OF YOU. So - all things being equal - flying should be somewhat safer than riding a motorcycle, or at least if you do get into an accident it's much more likely to be your own damn fault.
My problem with this (common) type of analysis is that it groups all GA flights into one category. There are many types of GA flights. Some include flights for emergency purposes, business purposes, to visit family/friends on a scheduled visit and a need to get back in time to go to work , etc. This type of flight often ends up with pressure to get there even when there are weather issues, lack of proficiency on the pilot’s part, or even minor airplane issues. Many of the fatal accidents result at least partially from these issues. On the other hand, there are a lot of people like me who basically fly for fun and don’t fly if there are any issues with the plane, or the weather is bad, or I’m not feeling proficient. Yes, something can always go wrong but those of us who are careful to stay within our limits, stay proficient, and always strive to improve should be less likely to have an accident. Unfortunately, current data doesn’t seem to allow us to get an objective evaluation of that section of the pilot community.
I’m sure it’s been said before, but “tarmac” refers to Tarmacadam which was used to pave roads and airports early on. Nowadays, airports use concrete and (maybe?) asphalt, but for whatever reason, “tarmac” stuck. It’s a bit like calling a parking lot or road “the concrete” or “the asphalt”
Good lesson. We crop dusters use Wolfgang's (S&R) Law of the Roller Coaster to absorb as much energy as is available both spraying in the field and on takeoff. Using the basic level in low ground effect until cruise airspeed (with available runway or unobstructed space) and then pitch up only enough to clear any obstructions. That gives us maximum ground effect energy available. Same in the field, we spray in low ground effect and use that kinetic energy to climb out of the field. As we slow in the climb to a couple hundred feet or so (Pawnee...Air Tractor might be 400') we release back pressure when we bank to turn back to the field. Now we are spending the potential energy of that 200' of altitude going back into the field. If we lose the engine either coming out of the field (I've had seven of those) or on takeoff (only two), we have safe maneuvering airspeed to get to the very near in the hemisphere in front of the wing landing site. If your engine quits at Vx or Vy and 400', your energy state is crap.
The use of "tarmac" in most of the cases you used in the video is correct. Tarmac noun material used for surfacing roads or other outdoor areas, consisting of crushed rock mixed with tar: [as modifier] : a tarmac path. • (the tarmac) a runway or other area surfaced with tarmac.
I hate it when the pilot says “Watch this!”
Excellent video. Good to know we share similar concerns with flight schools.
This reminded me of my second solo flight. Another aircraft entered downwind in the wrong direction and passed within about 100ft. The other pilot realized his error and corrected his pattern work but I was super spooked.
I always had a lot of respect of radio communications, before I started to do my licence (in Germany). Now as a student pilot, it works pretty well. But I was only flying at uncontrolled airfields so far. That said, whenever I listen to any radio chatter from KJFK or other big American airports, I understand nearly nothing!! ...not even if they use proper phraseology. Because when they say for example "American 1482, cross Rwy 4L, hold short of Foxtrott" (when labels are on), it sounds to me like "Acn feeh too, czz ffleft hshotfxtrtt".... not that I could ever fly there, but a bit frustrating anyway, if you are theoretically licenced to take part in such conversations..
You shouldn't be flying.......😂
I think I do the hobbs/tach walk of shame like once a week. also went to my friend's new restaurant after flying one day. reached into my pocked to grab my card to pay and found the keys to one of the planes in there. Just made sure to get to the field before the front desk people the next morning so I didn't inconvenience anyone too badly. (I'm sure they had spares but still)
Runway 18/36 (Asphalt) 536 m x 18 m… not too long!!! ☺️
A year after getting my PPL, I went, at age 54, to a 'pilot mill' flight school and spent a lot of money training in light twins. After 16 weeks of this, I was a newly minted multi-engine and single-engine CFI. I took a few weeks off and then got a job as a CFI, giving lessons in Piper Warriors. Twenty hours into my new career, my landings in the Warrior were so bad I was embarrassed and ready to give it up. I couldn't find the centerline; I was flaring too soon or too late, coming in high and fast, or worse, low and slow. I sucked. I told a young fellow CFI at the school. He offered to go up with me. After one lap in the pattern, he took his clipboard and covered ALL the instruments except the tachometer. "Now, land the plane," he said. "Use your eyes and ears." Using only visual and audio cues, I made one of the best landings I'd had in months. After five laps in the pattern, I was cured. I have used that same technique during flight reviews to help pilots, some with hundreds of hours, fix their landings. Remember that Pitch + Power + Configuration equals performance. Once you have that dialed in, landing an airplane is a "look only outside the cockpit" maneuver.
Maybe I missed it but maintenance on an aircraft is mandatory but not mandatory on a car in the US. That is one very important factor.
Get his N number and report him to FSDO
nice video! but on the option, flaps 3, you cut out what happened next! did you raise a notch on the runway, or after gaining some altitude? I must know! 😅
that was always our first stop from Fort Pierce, The bath house at the marina literally sat over the water and the toilets did to. Nothing but a toilet seat and the deep blue sea. One night me and my sister got a room at the hotel up on the bluff to get away from family, we were smoking pot on the balcony when a black helicopter rose up right in front of our balcony and stopped briefly before landing, we freaked out, Next thing you know some sort of law enforcement was running down the hall. A half ounce of weed flushed down the commode because we thought they were coming for us. Turns out the people two rooms down were smuggling large amounts of cocaine, Also the fishing was great an diving for conch to make fritters never let you down. Good times
Beautiful flying and scenery but shouldn't they be wearing some kind of flotation-wear for low altitude over the ocean flying ? I'm betting if that Rotax or whatever engine it is "quit" they would not be able to glide back to terra firma before taking a not so nice dip in the cold Pacific waters. Sweet but risky flying !
How is going to go to one school and they had all these things like that and I ultimately didn't go. I set my account I'm thinking that maybe one day I might go there for some single flights and some of the planes that they had that weren't available where I am going... Where I am going, I just paid after each lesson. They are very good and easy.
are you two clones?
what happend?
Looks like she was an easy passenger.
THANK YOU! I needed this. I am on the cusp of soloing and had a couple of rough landings (really firm) that trashed my confidence. Glad to know that it's common to occasionally have those and to understand that I am not a failure after all!
Why pull the flaps up? They aid you in slowing down through aerodynamic braking.
Lynyrd Skynyrd
This is not accurate at all, as you cannot simulate the physical sensations of actual flight. The senses are what causes spatial disorientation. A computer screen has none of that.
My instructor has been great, and after watching this video I definitely like him even more. $297 an hour for ppl, his daughter teaches ground school at the airport and there’s no separate charge. He’s a nice guy, with plenty of patience(I’m sure my inability to land properly put that to the test😂..i soloed at like 36 hours because of that shit) He’s hands on and doesn’t cancel lessons due to weather unless it interferes with VFR or could be hazardous. And he’s certainly not just building time, he owns it and doesn’t employ anyone who has under 5000 flight hours.
I don't remember hearing you mention any change in wind or temperature, but I expect you had pretty much identical conditions... even a tiny bit less gas weight each time. Fun test! Thanks!
My flight school was a small one, which I was a 141 student. The only red flag from this video was the time to solo. It took me 40 hours to take my solo stage check and I was unsat due to problems with SA. I actually agreed with the assessment, but my CFI was pissed saying that should have failed me for a XC solo, but I would've been fine doing pattern work at a towered airport with 3 landings which is really what it was supposed to test. Worse yet, I had to switch CFIs because he did move onto the airlines, which sort of touched on that other red flag. The reality is, it's just very hard to find CFIs that aren't doing it for a bigger career these days. My new CFI was, understandably, timid about clearing her new student for solo, so it took me another 10 hours to retake the solo stage check, which I passed, and then ANOTHER 10 hours to actually solo, mainly due to legit weather problems. I was a once-a-week student, so weather was often a problem. In the end, I think the school was legit. I didn't think they were intentionally milking me. I was admittedly a timid student in a lot of ways, and it did take me some time to really master the landing. Being once-a-week was probably my biggest regret. Had I done it 2-3 times a week, it would've been fewer hours for sure. I can say they only did XC training only to satisfy the minimum requirements for PPL and they did have some CFIs who were more in it for a true CFI career. I just didn't have them as my CFI, which is more mea culpa. The XC solo was also much more immediate. I passed that stage check and the very next day I was on my XC, thanks to the good weather.
Which sim is this? 2020? Awesome vid.
What's the handle you pulled after mixture and carb heat? I've never seen it in a 172.
Thank you.
A better preflight would help, hopefully if you go tin that situation. you would make a call, have a controller talk you to your airport. but youd need more time under the hood you're all over the place.
I miss your videos! Hope all is well with you
Im pretty sure 90% car accidents are also due to driver error. And before you say "but Im better than the average": people often super estimates their skills.
I want a flight simulator, yoke, pedals, etc. What brand do I buy? Do I use Microsoft? Beginner.
Could you describe what you are doing. My gps reminds me to change tanks at 45 minutes. Garmin 496
Can you get a pilot licence with fully-functional legs and feet, just no toes?
Bro stop looking over at the other guy when you're talking to him.. so awkward. It's a pet peeve of some instructors I know
Stay on the ground until you have the skills to fly in those conditions
Should be wearing life vests…
Brilliant video... shows how "statistics" can be bent to give a subjective view.
Not a real pilot, but I don't think you spent any time discussing spatial disorientation. Ninety-nine percent chance that without ATC getting you out of there in a hurry, you'd have gotten spatially disoriented between maneuvering, trying to configure equipment, trying to read your map, and you'd have spun it in. For evidence to back up that claim, see the NTSB reports.
You left out "Experimental Aircraft"
Right near me at centennial airport there was a midair collision causing debris to fall into the parking lot of a target and almost hitting my car. Both planes were totaled and me and the pilots of both the planes were lucky to be alive. Media did not report the midair collision at all. 2 miles away the media was reporting on a package in the middle of the road. I have this odd suspicion that the media’s priorities aren’t in the right place