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Were you ever able to get the ahrs working?

Try using both hands!

Try trimming for cruise at your altitude and then put your hands in your lap a bit. Use correct yaw rather than incorrect yaw (adverse yaw), when we don't remember to lead rudder for coordination. And we don't want to turn so why bank anyway. Put a distant point between your legs rather than under the prop and use rudder yaw to exactly bracket/maintain that direct line to that target. By bracketing/maintaining the target between your legs (also between us instructor's legs as it is optical) you will prevent bank/turn. If you prevent bank/turn, gusts and turbulence can not wag your wings as much and you are automatically fixing it. In a crab for crosswind, we are directing our butt toward the target with rudder only and keeping the wing level. Good job landing. I didn't see any wing wagging, aileron use that sends the nose wrong way initially. Stepping on the ball is reactive, not coordinated, and on final we don't even have to go there. We walk the rudder pedals to bracket/fix the centerline between our legs and keep the wing level. A little more wing wagging on return landing with the gusts. Try staying off the steering wheel (ailerons) completely. You did a good job maintaining the centerline with little Dutch rolls, but it is much more comfortable with rudder only. A trick for not floating is to decelerate with full flaps to get enough sink a quarter mile out to bring the throttle into dynamic control of glide angle and rate of descent. Now watch for the apparent brisk walk rate of closure you are seeing with the numbers appears to speed up. Use further elevator pitch up to maintain what appears to be the brisk walk. This will eliminate the need for round out and hold off (cause of the float). Done well we will cheat with power to do what Wolfgang teaches on page 302 of Stick and Rudder. "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that , when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Good video. Thanks.

Nicely done!!

I know where youre flyin m8

Good video. I do some flying videos and build videos, just to help others with lower hours see it can be done but also it helps me to plan some missions with a view to produce a video. The weather here in the UK has been more rubish than normal so far this year but I hope summer will arrive and I can get back to making some more flying videos. I don't think you would have to run too fast to catch that little fellow at the end, to keep him safe 🙂

Is your name Kaz? Mine is and I fly airplanes as well!

Birds!

Perfect day for circuits, thanks for sharing!!

Where do you get the required parts?

I wonder if they will ever be able to do this with ADS-B out? It would need to grab info from the altitude encoder or the Mode C? Could be a lower cost way to comply with the eventual space based ADS-B in the future.

nice 1980s intro.

Are you fixed-pitch or constant-speed? Also thank you for explaining everything, hope to see a ton more video's like this.

That was just like my Drivers Ed class in 1982.

Good job I say never add flaps until you know you have made the runway on engine out

First, you are doing a nice job with airplane control. The turbulence is light enroute. You are trimmed up, so just put your hands on the map and in your lap and use rudder only to yaw slightly to bracket a distant target between your legs (not much side by side but it is a bit of an angle to the prop). We don't want to turn, so there is absolutely no need for aileron with its adverse yaw. I love the sectional. I am old enough to have given a lot of instruction in C-120, 140, and 150. The 150 is a fine modern airplane with wonderful Fowler flaps. Notice in your video that the steering wheel (yoke) usage on short final at Orillia causes the nose to yaw slightly in the wrong direction with each yoke movement. I jam my thumb under the bottom right of the yoke. When the student tries to use aileron and hits my stiff thumb and looks over at me, I say, "walk rudder only to bracket the centerline between your legs." We certainly don't want to turn on short final so need no bank so need no aileron. In the crosswind walk the rudder pedals to bracket centerline and keep the wing set/stabilized to counter drift. Or using the crab method, use the rudder pedals to bracket our butt to centerline (target.) This also will keep the wing level. I noticed on the taxi in at Orillia that you are keeping the yellow taxi line between your legs. Good job. Your instructor, seeing the centerline between his legs as well, knew you were maintaining longitudinal alignment well. Was she/he a tailwheel instructor? Yes, stopping and airing out gives you the chance to do all that shutdown checklist/takeoff checklist stuff. Excellent job walking rudder to keep centerline between your legs on landing at Edenvale. Really good job, both you and your instructor all around. Your rudder only work is excellent on the ground. Work on staying off the steering wheel a bit XC and on short final when other things have your attention. You have good muscle memory. Remember to lead rudder in steep turns later. We humans have way too much auto steering wheel time. Leading rudder means coordinated turns from the start. Stepping on the ball is too late for low altitude work where we need the nose to go smartly where we wish. Really good job both of you.

New subscriber thanks for taking us along

Congrats. I bought a 1969 a150j last summer. spent 30k on upgrading the panel to make it ifr. the annual cost me 5500(it was estimated at 1k). airplane ownership can be expensive even if employed. ha you are correct o. the carb ice. 150s are notorious for that. I have put a bunch of hours on mine and looking at selling it xmas time after I hit 1200 hr in my logbook.

Relatable. took me 15 minutes to get to 7k

😂

Good choice. 150's are a blast. When you are ready, AA5B is a fantastic airplane for utility and IFR (best bang for the buck) as well a wonderfully balanced and light controls. 1000NM trips no problem. 150 great fun and you learn what those pedals are for. Enjoy and stay safe.

Those trees at the end of 12 in Orilia always freak me out. I know that there's lots of room, I know they aren't a problem - but they always seem too tall.

How much for the plan

Looked like a great smooth day for flying!

I’m from Michigan and same weather lol been rough. Worried on buying one due to it just sitting and me paying on it

Nice Video, thanks for sharing. Where did you get that frequency area map (at 11:18 in the video), it looks like a great tool rather than all my highlights and scribbles on my Toronto VTA

Thanks for sharing.

2:21 a Canadian I hear heheh! Cheers tho, im just getting into flying 🎉

Is aircraft sharing not a thing in the US?

awesome video, also very good songs 🙂🙂

Nice cuts to the beat of the song. Good edit.

No such thing as too paranoid. Trust that feeling. It will save your life! 👏

My analysis as a Commercial Pilot. I don't see evidence of 100% humidity. Visibility is good. Low chance of carb ice. Do a normal runup with carb heat off, then on for one minute and see if RPM changes. I also noticed that you're a bit fast on the throttle. Going from idle to full throttle in a fast push could definitely result in some engine sputter until the fuel flow catches up. That's normal, and also why instructors teach student pilots to make slow throttle adjustments. Another possibility is a fouled plug. Do a runup and lean out your mixture until the RPM begins to drop. Slowly enrich mixture until you're back to full RPM and allow the engine to run normally for a couple of minutes. This should burn off any lead or carbon deposits on the plugs. Then see if the engine sputter or lack of power returns. As evidenced by your video, I don't really see anything that would have prevented me from flying normally. I don't see any visible moisture at ground level. Not sure what the METAR was for that day, but cloud layer looks to be above 1,500 AGL. You were probably fine, but making a solid no-go decision is ALWAYS the correct decision! Never fly if you feel uncomfortable. Safe flying!

Better to be paranoid then dead.. Good choice man...

Here's the deal, if you don't feel comfortable, don't do it. I was going to fly some pattern work one night, did preflight, got in, started the engine and after adding power wasn't going anywhere. I had not removed the chocks. I tied the aircraft down and went home. obviously wasn't mentally prepared to fly. follow your instinct, in my experience it is always right

Nice that was smooth👍

Paranoid? Negative. Many pilots have told themselves what you did, “I didn’t like that”, then gone ahead with their flight and ended up as dead pilots. Even if there was nothing really wrong with the aircraft, your state of mind at this point was not conducive to safe flying.

You are correct. SIR

Love watching your videos buddy, I discovered your channel few days ago and I find them really inspiring, motivating and helpful. Starting my PPL soon in Montreal! Fly safe!

I was taught the purpose of the preflight, including the run up, is to "NOT" go flying. You're not looking to make sure everything is good to GO flying... you're trying to get out of it. When you're in the mindset of "GO flying" you're biasing your decision making to that end. You demonstrated, perfectly, how the system should work. I especially like how you re-evaluated. The decision to go is never written in stone and the decision to "no-go" doesn't have to be either.

In aviation, if there is ANY doubt, there is NO doubt. I think you made the right call.

And now you have a better feel for your plane.

100% did the right thing. Always air on the side of caution and trust your instincts.

“I hate this cause it’s working” 😂 but all jokes aside if you feel uncomfortable just take the day off and try again tomorrow. Nothing wrong with staying grounded for the day.

I have a Cessna G-GSCO in my logbook that used to behave just like this one, I booked it to do noon hour circuits but returned it for the same reasons and rebooked the next day hoping to get another one but they gave me G-GSCO again, I did do a few circuits the next day but with a bad gut feeling the entire time and never flew it again. Wasn’t long after that when G-GSCO crashed killing a student and instructor that I knew. You are correct in following your gut no two Cessna’s are alike, if one of them aren’t working for you don’t fly it

I would have made the same decision. With the 2C temperature/dew point spread and below freezing temperature, I think carb icing is not surprising even with carb heat. I wonder if you were having slightly better performance on the rejects because the engine was more thoroughly warmed up. In any event, there's no point pushing things if you don't feel right.

Right decision, good job!

It's better to be on the ground wishing you flew, than to be in the air wishing you weren't.

Good call. I think even a "gut" feeling is good enough.

The real danger is that if you had taken off and got away with it it would be easy to ignore a warning the next time . That would make it easier a third time etc until it caught up with you.