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The Flying Mechanic
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Добавлен 3 фев 2022
A channel exploring aviation education and safety! ✈️
I’m a pilot and aircraft mechanic. I graduated 2017 with A&P Mechanic’s Certificate. I obtained all of my flight ratings through Part 61 Aviation Schools in Middle Tennessee. I am rated in both single and multiengine aircraft (ASES, ASEL, AMEL) as well as a pilot in a DC-3! I am a FAA Certified Flight Instructor (CFI, CFI-I, MEI). I’ve owned several aircraft over a decade now including a Maule, Aztec, and Cessna 140!
I love to teach... I am a professor at MTSU in the Aerospace Department. I use this channel as a way to share two of my passions: Aviation and Teaching. This channel is a hodgepodge of aviation content and I will be sharing things that anyone in aviation might find interesting!
I’m a pilot and aircraft mechanic. I graduated 2017 with A&P Mechanic’s Certificate. I obtained all of my flight ratings through Part 61 Aviation Schools in Middle Tennessee. I am rated in both single and multiengine aircraft (ASES, ASEL, AMEL) as well as a pilot in a DC-3! I am a FAA Certified Flight Instructor (CFI, CFI-I, MEI). I’ve owned several aircraft over a decade now including a Maule, Aztec, and Cessna 140!
I love to teach... I am a professor at MTSU in the Aerospace Department. I use this channel as a way to share two of my passions: Aviation and Teaching. This channel is a hodgepodge of aviation content and I will be sharing things that anyone in aviation might find interesting!
Lessons Learned from Restoring the Cessna 140
In this video, I discuss the lessons I learned while I was restoring the Cessna 140. Many of these are in hopes you'll save time and money during your restoration/build. I've setup chapters for you to jump to each point during the video if you'd prefer!
Here is the link to Amazon and the list of tools I used to film this video: www.amazon.com/shop/the_flying_mechanic_?
For those interested, early access and more can be found through the RUclips Membership program.
Chapters:
00:00 Lessons Learned Restoring the 140
1:07 Time Management
2:00 Build a Timeline
2:32 Forums
3:58 Filming a Restoration
4:48 Ask for Help...
5:59 Stay Organized
8:49 The 140's Future...
#AviationSafety #OSH24 #FlightInstructo...
Here is the link to Amazon and the list of tools I used to film this video: www.amazon.com/shop/the_flying_mechanic_?
For those interested, early access and more can be found through the RUclips Membership program.
Chapters:
00:00 Lessons Learned Restoring the 140
1:07 Time Management
2:00 Build a Timeline
2:32 Forums
3:58 Filming a Restoration
4:48 Ask for Help...
5:59 Stay Organized
8:49 The 140's Future...
#AviationSafety #OSH24 #FlightInstructo...
Просмотров: 1 043
Видео
This kills pilots every year….
Просмотров 19 тыс.Месяц назад
In this video, I discuss something I have noticed both as a flight instructor and while looking over statistics from the Nall Report. I personally feel like the Departure Brief is a highly neglected item in the general aviation environment. This video discusses that data, my preferred method of briefing, as well as examples in the Cessna 140 of how I personally do it! Here is the link to Amazon...
How much can it cost of restore a vintage airplane?
Просмотров 3,9 тыс.Месяц назад
Here is the link to Amazon and the list of tools I used to film this video: www.amazon.com/shop/the_flying_mechanic_? In this video, I discuss the Cessna 140's costs over the project's duration. It caught me off guard how much I ended up spending as it was spread out so long that I really didn't realize I was spending that much to get the plane back airworthy. Chapters: 00:00 Preflight 0:37 Eng...
I crashed my plane…
Просмотров 35 тыс.3 месяца назад
Here is the link to Amazon and the list of tools I used to film this video: www.amazon.com/shop/the_flying_mechanic_? In this video, I discuss a plane crash I experienced back in 2017. There were a lot of lessons I learned from this. As a professor, I now use this accident to help show personal vulnerability to my students. No one operates outside of the realm of hazardous attitudes or reality....
Airplane Rolls on a Point: Understanding Adverse Yaw
Просмотров 1,1 тыс.7 месяцев назад
Here is the link to Amazon and the list of Instructor Tools I use in this video: www.amazon.com/shop/the_flying_mechanic_? The Roll on a Point was a maneuver that the FAA removed from the Private Pilot PTS (way before my time) that focuses on managing the Adverse Yaw generated by the aircraft banking. While this video demonstrates the maneuver, it is the responsibility of the Pilot in Command (...
EVERY AIRPLANE MECHANIC NEEDS THIS!!!
Просмотров 6797 месяцев назад
Here is the link to Amazon and the borescopes in this video: www.amazon.com/shop/the_flying_mechanic_? The Borescope is probably one of the most important tools in the aircraft mechanic's box! This tool is good for supplementing a compression test and watch for tell-tell signs of combustion chamber woes. *Disclaimer: This video or video description contains affiliate links. That means that I am...
The First Flight in a DECADE! The Cessna 140 Project - Part 11
Просмотров 2,6 тыс.Год назад
This video is the full video of my first flight in the Project Cessna 140 aircraft. Over a year ago, I picked up a camera and started recording the maintenance I was doing on this aircraft. I am so grateful for each of those that have shown interest in the project and am excited to be flying it now! I don't know what the future holds for this aircraft but I am excited to be flying it right now....
Aircraft Maintenance Records | Annual Inspection (Part 4) Cessna 140 Project Part 10
Просмотров 1 тыс.Год назад
This video is the last video prior to the first flight of our beloved Cessna 140 - Little Blue. In this video we cover the responsibility of aircraft owners to maintain specific records in accordance with Part 91 and look at AC 43-9C that describes the specific items from Part 43 and 91 for Owners (and mechanics) to know about Logbooks. !!! DISCLAIMER: this video is not FAA approved as data nor...
Finishing the Annual on the Cessna 140! (Annual Part 3) | Cessna 140 Restoration | Part 9
Просмотров 1,9 тыс.Год назад
Finishing the Annual on the Cessna 140! (Annual Part 3) | Cessna 140 Restoration | Part 9
The Amelia Earhart Hangar Museum | Amelia Earhart’s Airplane!
Просмотров 3,3 тыс.Год назад
The Amelia Earhart Hangar Museum | Amelia Earhart’s Airplane!
Cessna 140’s First Inspection in YEARS!! Cessna 140 Annual Inspection (Part 2) | Part 8
Просмотров 2,8 тыс.Год назад
Cessna 140’s First Inspection in YEARS!! Cessna 140 Annual Inspection (Part 2) | Part 8
A HUGE FIND for the Cessna 140 Project! Part 7
Просмотров 1,1 тыс.Год назад
A HUGE FIND for the Cessna 140 Project! Part 7
Airworthiness Directives (ADs) Research | Cessna 140 Annual Inspection (Part 1) Part 6
Просмотров 3 тыс.Год назад
Airworthiness Directives (ADs) Research | Cessna 140 Annual Inspection (Part 1) Part 6
Running the Cessna 140 for the first time in over 6 YEARS | 140 Restoration Part 5
Просмотров 4,4 тыс.Год назад
Running the Cessna 140 for the first time in over 6 YEARS | 140 Restoration Part 5
Learning to Fly the Cessna 140A | Tailwheel Flight Training | Part 4
Просмотров 16 тыс.Год назад
Learning to Fly the Cessna 140A | Tailwheel Flight Training | Part 4
What is Bernoulli’s Principle? | How Airplanes Fly
Просмотров 454Год назад
What is Bernoulli’s Principle? | How Airplanes Fly
Restoring the Cessna 140 | FRUSTRATING delays | Part 3
Просмотров 3,6 тыс.2 года назад
Restoring the Cessna 140 | FRUSTRATING delays | Part 3
Trying to Start the Project Plane | Cessna 140 Restoration: Part 2
Просмотров 10 тыс.2 года назад
Trying to Start the Project Plane | Cessna 140 Restoration: Part 2
Will this 75 year old airplane start...? | Cessna 140 Restoration | Part 1
Просмотров 14 тыс.2 года назад
Will this 75 year old airplane start...? | Cessna 140 Restoration | Part 1
The History of Aircraft Registration Numbers(N-Numbers).
Просмотров 9032 года назад
The History of Aircraft Registration Numbers(N-Numbers).
Understanding the Aircraft “Run-up”
Просмотров 1,4 тыс.2 года назад
Understanding the Aircraft “Run-up”
RedBull Plane Swap & Trevor Jacob: Aviation Safety Hazards
Просмотров 2,3 тыс.2 года назад
RedBull Plane Swap & Trevor Jacob: Aviation Safety Hazards
Short Field Grass Landings in a Cessna 172!
Просмотров 1 тыс.2 года назад
Short Field Grass Landings in a Cessna 172!
What Factors affect Vmc?| Minimum Control Speed (Part 2)
Просмотров 8 тыс.2 года назад
What Factors affect Vmc?| Minimum Control Speed (Part 2)
What is Minimum Control Speed (Vmc)? Multi Engine Training
Просмотров 8 тыс.2 года назад
What is Minimum Control Speed (Vmc)? Multi Engine Training
Diamond Aircraft DA-40 Oil Change with 50 Hour Service
Просмотров 1,1 тыс.2 года назад
Diamond Aircraft DA-40 Oil Change with 50 Hour Service
Memories of Owning a Maule Airplane!
Просмотров 1,9 тыс.2 года назад
Memories of Owning a Maule Airplane!
A Day in the Life of an Aircraft Mechanic | MTSU Aircraft Maintenance
Просмотров 18 тыс.2 года назад
A Day in the Life of an Aircraft Mechanic | MTSU Aircraft Maintenance
Williams Jose Lewis Paul Harris Deborah
White Linda Davis Gary Perez Frank
Brown Carol Johnson Kevin White Matthew
Garcia Kenneth Johnson Anna Martin David
Williams Jennifer Walker Linda Lewis Sharon
Minor edit at 28:27 - the AC is 91-92 (not 91-92).
Oops! AC 91-92 (not 92-91)
Moore Eric Moore Maria Thomas Brian
Thomas Mark Thomas Paul Walker Larry
South bound wind?
A speech writer. :)
Were you attempting a 2 point fly on , or 3 point flare ? Cheers , Dr. J .
Always was a 3 point landing at the farm. It was, however, better to set the wheels down a few knots fast in a wheel landing to be able to use brakes instead of eating up the runway trying to slow down in a flare. Because of the 3-point setup on this landing, I was closer to stall speed and, ultimately, the LOC and Terrain impact while attempting a go-around. Hindsight is 20/20, and now I realize it would have been much better to set it down way too fast and brake aggressively into the slope. I probably would have hit the fence at the end but wouldn't have totaled the plane.
I absolutely agree . It appears that 3 point flare is pretty standard in the states ?? , we all fly on here in Oz and use brake and pitch authority to full effect . All my flying has been short field/ undulating etc . Aeroplanes need to be flown all the way to the hanger . Glad you survived and posted the lessons to be learned . Legend !
It really depends on the situation and aircraft. Some planes are much more receptive to wheel landings, while others (like the Maule) hated them. The M7s were feasible, but the M5s I’ve flown are finicky to wheel land.
We had a Maule Rocket , it wheeled on O.K. , but very different technique to say a 180 , and certainly different to say a Piper Pawnee . All that said , I m not a big Maule fan as a GA aircraft , I ve seen them bounce down runways like a rabbit . . My family are 3 generations in aviation , all instructors , uncle Ben was one of the most respected pilots in the world . Two rules we have here re taildraggers . Fly it all the way to the hanger . If you cant fly it on , dont fly it . This is not a crticism . Its a safety consideration . All that aside , swiss cheese annology is a real thing . Some times all the hoples line up and its gonna hurt , no matter what . Cheers !
Just in closing on this , I dont mean to say we dont 3 point taildraggers , however , the ability to do so when unexpected conditions dictate such is a requirement . Cheers , Dr J
Did you fly over your strip and check the wind sock? Wind socks don't lie.
Verbal excrement
The best ever flying video on utube. Dipping tanks rocking wings gently and water checks , never trust gauges, check for wasp nests. Great video.
Yes... Saftey First... An A.Q.P. a Airline Qulified Pilot... As the Best type of quilified pilot to fly with...
Your right, those larger wheels really look just right.
So many engine fail on take off accidents. But most CFI's cannot teach those maneuver. My 1996 CFI did. 4 kinds. He had a 1995 video he did showing them all on a Cherokee, with winds too.
It may sound silly to other people, but doing this before you takeoff there’s a lot easier than doing it 300 AGL with no engine trying to make a decision on the spot. I am going to like and sub this channel. This was really good information. I do this all the time I even do it before I work on an engine or do a certain process. I talked myself through it. lol. Sounds silly, but I do it before and after that, I know what I did. I know what I touched, and I know what I will be touching this eliminates a lot of redundancy and confusion. Thank you again Mike KLZU PS sorry I had to mention this last thing that is just a bug in my butt for all you Cfi’s out there I am in A&P and I worked for Flight School and One that least taught things I see is tax correction ! I can’t tell you how many struts I have changed due to lazy teaching. I mean there is a howling wind out of the south and the runway is east west and I see the elevators pointing straight to the ground and ailerons at neutral! Why is this so common? I wish more of the mechanics would speak to their flight chief in order to remedy this because it’s a big part of landing. It’s just in reverse. so if you’re not practicing corrections for wind as you taxi when you come to land, you’re not going to be doing it correctly and you might be doing it dangerously in a high enough wind. That’s my two cents and I’m sticking to it 😂
Thank you for sharing your experience to turn it into a teaching moment to help others learn from your experience. Selflessly and humbly opening up to a failure is a vulnerability not many people would do, and I admire you willingness to do that as an effort to help others. That is a true servant to the good Lord. .As pilots, missing one minor thing can turn tragic and this video brings this to light.
Stick with teaching ground school to private pilots. Quit flying. You're not that good of a pilot and you're not going to make a good CFI.
Only bad pilots have accidents, right?
@@The_Flying_Mechanic You never explained why you crashed. There are two type of crashes - You're pushing the A/C beyond its limits or You're pushing yourself beyond your personal limits. You simply gave some convoluted opinion of what happened or may have happened. - An accident is when a moose runs out in front of you. Not everybody will become a good pilot. Some people need to stay on the ground. Good luck to you.
I hate how much I love them.
The answer here is your runway does not have enough margin for a go around. You took the chance, and unfortunately, you got bit.
"Asking for help" - THE ONLY DUMB QUESTION IS ONE THAT IS NOT ASKED! If you're not sure on/about something ASK someone else who's done this before! Best advise ever ! 🙂
It didn't have shoulder harnesses before? Yes, perhaps the best upgrade you can do! Maybe second is a Steves Gascolator. =) Looking forward to the next video.
Yes, the most neglected aspect of aviating. When teaching the pre solo guy, or the captain upgrade, we work on making an effective brief. Most of the stuff to brief should be done before the engine starts, and the most critical differences and emergency stuff right before lineup. We're making a plan, and trying to stick to it. Example for a 120: "The threats are, high DA, trees at the departure end, no emergency landing field to the right for a few miles. Performance is verified for rwy xx for the weight and temp. Abort point is abeam the windsock. The first fix is a left turn at 400 feet, and the first altitude is 1500 ft. When the engine quits, push push push the nose to one fist below the horizon or pitch for 75ish kts. Whaddideyemiss?" Example for a 121: "The threats are low vis taxi, wet runway, a special engine out procedure, and fatigue is starting to creep in. Performance is verified for rwy 25L for our weight and temp. First fix is HIPPR at 3000 ft. When the engine quits, pitch to 8 degrees and maintain V2+15, heading 250 degrees, 5000 ft. Whaddideyemisss?" Threats, performance, route (or kind of takeoff / training), emergencies. First fixes and emergency planning should be done right before the takeoff. TO brief items like performance, route verification / clearance, fuel req'd and on board, pic, left seat, right seat, normal, un-normal, mx items, etc, should be briefed before the engine starts, since you asked. :) You are doing a great job with these videos! Keep up the great work! flightsafety.org/asw-article/rethinking-the-briefing/ nbaa.org/aircraft-operations/safety/in-flight-safety/runway-safety/what-is-the-ideal-time-for-a-takeoff-briefing/
I don't like all the music over your discussion. It takes away from the content. Thanks.
A bone stock IO-360 rebuild is close to a year at most engine shops. Post COVID has slowed everything down.
Yeah… and raised the prices…. Everything is so challenging to anticipate right now.
This is an excellent analysis. All pilots and student pilots should be aware of all of this.
Thank you! I agree and that’s why I’m trying to share it with as many people as possible!
@@The_Flying_Mechanic So many engine fail on take off accidents. But most CFI's cannot teach those maneuvers. My 1996 CFI did. 4 kinds. He had a 1995 video he did showing them all on a Cherokee, with winds too. I took the training. He saved 3 of his students from accidents by doing those maneuvers. I will tell you the link for his 1995 video that he kept private for many years but lately not. Here: it is 1995 way. First and still only video ever teaching GRM and EFATO Possible Turnbacks and other low emergencies too, NO BS here. ruclips.net/video/94li1apG-aI/видео.html
Most piston engine fails are partial power. I learned Turnbacks Partial Power from 500 agl initial climb in year 2000. Cherokee 180. You have to do do a Teardrop Turnback, not the Hook Shape Turnback. On the first leg of the Teardrop Turnback you turn 40 degrees opposite the crosswind if any, then troubleshoot the engine while getting away from the centerline. Then turn 40 degrees of bank to the runway at Vglide. You also use turnbacks on GRM double flyovers, circling approaches and Box Canyon Turns too. Good to know Teardrop Turnbacks. The Hook Turnback kind is for total engine fails if climbed at over 700 fpm and some winds to help you come back.
I’ve heard similar procedures before but are you saying you turn into the wind during the teardrop? This would help setup the aircraft on a better return than if you had turned into the wind (assume a cross wind from one direction or the other on takeoff).
The principle idea of already heading 40 degrees to the right on take off after leaving the runway end is a good one. You're already better positioned to land opposite direction! Now the Impossible turn is more likely to succeed. Dan Gryder says go straight ahead, don't even try the Impos.Turn because you'll stall. So put it down. Don't stall. You turn, you're slow, ooopps. Done! I suppose each of us has to judge when, what, how much. how high, and can I make what/where in the particular situation handed to us. Scary stuff.
@@The_Flying_Mechanic : absolutely best to take into account the winds and be prepared for the LOTOT Do we all do that? No. But we should. Darn right.
@happysawfish I usual do that when there are NO other good options (so very rarely) at normal airports. Also, I’ve practiced it at altitude and at remote airports when no traffic and hazards exist. In both cases, it’s aggressive nose down and turning to bring the aircraft around. There is no waiting. I like to Monitor RPM continually on initial climb and if it drops 100 on me, start moving. It’s a very debated topic. For the reason many say don’t do it (survivability) I see it as more survivable than being off airport in the trees a mile a way. I’d rather come in by the runway, across it, or even over run it and walk away or easily get rescued.
@@The_Flying_Mechanic My 1999 CFI is on Emergency LowManeuvering channel. He has many videos of EFATO and the one he did in 1995 about 4 kinds of EFATO Landings and other things for real, not sim only. The partial power Teardrop Turn is done first turn to the right, or with the wind to say 40 degrees, for 4 seconds, then if 400 agl, 40 bank to align to runway. The 444 Teardrop Turnback he calls it.. The 777 Turnback is for no power and if over 700 agl.
That’s a bold assertion that the departure brief eliminates 100% of these types. I suggest looking into Sidney Dekker as well as Todd Conklin.
I am confident that USER caused accidents that fall into those category can be eliminated by verbally acknowledging the accurate performance and environmental numbers for a given flight. This obviously will not protect against those who are negligent or errant in their calculations/perceptions of conditions. Is it possible, that while it may not be able to eliminate all these accidents, the spirit behind this video is to help inexperienced or complacent pilots consider something that will improve the safety of their flights while understanding that its not an impervious suggestion?
jmallen, So you think ignorance is the solutio? Ok, remain ignorant. That is you..
@@outwiththem not sure how you conclude such from what I wrote. Though since you bring up living in ignorance, putting blame to one action or failure to do one action and blaming individuals leads to significant ignorance. You really ought to look into Sidney Dekker’s work. Try Dave Snowden too.
@@jimallen8186 So negative you are. Nothing is perfect.. Are youi?
Your type-of-pilot stats are extremely flawed. They fail to account for number of pilots, flights, or hours flown in each group. 1% of a population creating 50% of the accidents is completely different from 50% of a population creating 50% of the accidents.
Yes. Unfortunately its actually impossible to estimate the accident rate per flight hours due to the in ability to estimate the population effectively. Even AOPA knows this so they only report accidents by certification level. My use of the statistic was not to say that the Private Pilot was the "worst" category but that going form Student pilot to Private pilot there is an interesting shift from nearly no accidents during this phase to a higher number. The point is when students get their plastic they start feeling over confident and end up messing stuff up. Though not a full picture, hopefully this sheds light on the fact I was simply attempting to make CFI's see the importance of this procedure. Thank you for the view and thought you put into it beyond my intended scope!
@@The_Flying_Mechanic I understand the difficulty in finding the needed information, and with an appearent gap in accidents that wide it is tempting to take a wild guess, However there should be at least some general data to back the guess, even if it has a large uncertainty range. 70 hours as a student was the national average to get a private certificate the last time I checked. Total number of each pilot cert is certainly availible, I just looked it up last year. They use recent medical certs as a proxy for "active" or inactive pilots. The hours of those involved in accidents should be availible in NTSB reports right along with their level of certificate. Though I don't know if that data is readily compiled, maybe I'll try some day when I have time. This wouldn't tell us the total time of the general population but it would give some insight to the sub-population, especially if it is low hour or high hour private pilots.(even more so if the date of cert issuance is availible.) And by using TT there is no need to fuss with dates.
No smelly breath all over my airplane.
I've had a couple crunches, and one of my partner's I should have anticipated because the same envelope design had a failure the months before. Yes, the adversity is the best prep for the next steps up.
After reading some comments and seeing the video, people don’t get trained to verify power/RPM, what to do if you’re not seeing the right power, gauges, airspeed, if you can’t land back on the run way, if you’re below/above 1000 feet.
They do when I teach them…
Shouldn't need to lean it out after startup, there's an idle mixture adjustment needle on the backside of the carb. I mention this because you're already setting up a swiss cheese scenario you mention in your previous videos. There's no reason that 0-235 shouldn't run at a nice slow 550 idle without playing with the mixture control. That's very important going into your short strip. If you can't get the idle right, you should investigate further, intake leaks, etc.
I’m getting the proper rise on shutdown so I think it’s rigged and set correctly. I typically lean a 1/2 inch for the plugs while taxiing below 1,300 rpm anyways.
@@The_Flying_Mechanic Good grief, you just made a video about wrecking an airplane and here you are arguing the fact your engine doesn't run right is just fine. Are you for real? There is no "proper rise on shutdown", only how it idles without manipulating the mixture control. You shouldn't have to lean it out at idle, ever. Adjust it so it preforms as it's supposed to, so it doesn't quit on you.
@AHatz 👍
Very well done. As a 7,000-hour CFI, I ensured my students were aware of, and how, to provide pax briefings- pre-take off and landing. It’s part of my responsibility as a CFI. When giving flight reviews this aspect was 100% of my post-flight critique. Zero flight review recipients provided a briefing. Yes, they were told (emphasized) our aircraft had four pax on board before flight. Not one made the connection. Kind of frustrating.
A high compliment by someone who has mastered the art of teaching! Thank you! Have you ever used accidents to teach? I usually use specific accidents like NTSB Number CEN23LA366 which was an accident in a 172 where a passenger thought the rudder pedals were a foot rest and actually jammed the rudder during the takeoff roll resulting in the accident through Loss of Control. I find pictures and narrative drive concepts deeper than discussion alone.
I appreciate your candor and teaching.
Thank you for this, it was very insightful. I recently began doing circuits and noticed how much the focus has shifted to "knowing what to do if something goes wrong" I'll now be making my own mock briefings and bring them up to my instructor
One of the things I do with students in the pattern (an American circuit) is talk about where they would go for every moment in the pattern if their engine failed. Often you can get back to the airport environment should an engine fail but not always. During those cases you want to know your plan before you need it! Happy Flying! Where are you flying out of?
Tinson Pen Jamaica !
5000-hour multi-engine pilot. This is the best explanation of VMC I have ever heard. I commend you. Hopefully, multi-engine pilots (both low and high time) will view this video. And maybe, just maybe, it will save some lives.
I did not see one of the best safety practices in your Cessna 140! SHOULD HARNESSES. or did I miss something. I had a minor incident where my shoulder harness saved my face! I fly a 1946 BC12D1.
My 140 was not equipped with shoulder harnesses. I just got a set of Hookers that will be going in next week during the annual. That’s why the absence of them. In addition, seatbelts is a pre departure checklist item rather than a briefing. The brief covers normal and abnormal operations for operational review. Thanks for pointing it out!
Thank you so much for this great video! 😀 I am working on my Sport Pilot license and currently have 67 hours. How do I have 67 hours and no license, I hear you ask. Well, I am waiting on a check ride and do have my own plane so, whenever the weather is fit, I go out and practice, practice, practice. I have all the basic stuff down good so lately I have been focusing on emergency situations. The checklists I have been using were pretty much generic so I have been working to add things I thought should be there and rearrange some things to flow better with my aircraft. Your departure and emergency check lists and explanations have given me a lot of good ideas to add to the checklists I have been been working on. My plane is a 2008 Flyitalia MD3 Rider and, as far as I have been able to find, is one of only two in the US. So, there is not a great deal of information available. Recently I had been thinking about the Return to Airport (a.k.a. impossible turn) maneuver. I asked my CFI if we could go up to 3500 feet and simulate that maneuver to determine how much altitude was lost and how the plane reacted. He thought that was a great idea so Saturday we did just that. After a few tries at altitude we went back the airport and did it for real. At 800 to 900 feet AGL I could easily make it back to the airport - in fact I had to slip a lot because I was usually too high when making the runway. This gave me some good numbers to use in my after rotate emergency procedures: If less than 300 feet land straight ahead on the runway. If between 300 and 800/900 land straight ahead off field (or to a field to the side depending on wind). If 800 feet or higher, execute Return to Airport (again depending on wind). Terrific stuff for my checklists! Again, THANK YOU!
thanks for showing the receipts!
I was never taught to do a departure briefing when I learned to fly single engine planes. I only learned it in multiengine training. Now I'm recommending doing it to everyone I know who flies singles.
I experienced the same problem… my hope is we can change this practice by showcasing its value!
@@The_Flying_Mechanic I think it's great that you're doing this. I know of two near-accidents that happened due to lack of a brief. One was when the plane was lacking power on takeoff. A brief could have stated that the plane must reach 70% percent of its rotation speed by half of its takeoff roll length. Another was a short field takeoff where the pilot didn't brief Vx and was struggling to remember the correct airspeed after rotation with trees ahead.
How many years ago was this?
Nice video thumbnail. That is Sligo airport (EISG) in Ireland. My home airport.
Nice! I’d love to come fly in the UK sometime!
Don’t know if this means much, but when I check winds I check surrounding reports with special consideration to those up wind…. My theory is I can see what’s coming.
Flying that 140 with Ben at Weclome there was probably the most fun I have ever had flying! I have to find a 140 partnership at some point... loved flying it so much.
Have used the Vividia VA-400 for a number of years and happy with the results. As others have mentioned, good information from Savvy on this, in addition to Dave Pasquale from the Air Dave youtube channel. That 140 looks immaculate.
Thanks for sharing. As a missionary pilot myself, I can resonate with many of the things you said. One way strips are particularly challenging. Neat to hear the providence of how you were able to continue to develop professionally "because" of the accident.
Excellent video please keep them coming
I'm curious why you didn't rebuild the carburetor and potentially the mags yourself?
a mechanic in the field can only "overhaul" these products and only then if they have the data, tools and testing equipment.