Try not to use aileron in the gusts. If you use only rudder with correct yaw to direct your course to a distant target, the nose is automatically kept level. If we allow no bank, no turn, the wing stays level. The Cherokee has spring interconnect between aileron and rudder, but unless we lead the rudder in turns, the nose goes the wrong way initially. Stepping on the ball is a reactive fix. Leading rudder to begin with is preventive of adverse yaw. Good job using the highway for a course. Once any necessary crab is set, take your hands off the yoke and just use rudder to bracket butt down road course. If no wind, simply use rudder only to yaw/bracket/keep the road between your legs (under prop is at an angle.) Good job on landing at Champlain, but notice how the aileron adverse yaw, nose going the wrong way at first, was disruptive on short final, round out, and flair. Also needed a bit more right rudder at the flair. Have your instructor teach you the side slip all the way down final, or at least all the way down short final. The extra time with the left wing down and using rudder only to keep the centerline between your legs will give you more rudder practice where you can see the need for rudder only. No need to give ourselves room at a tower airport. We may just make ourselves a bit nervous with the Airbus having more time to close with us. Tower expects us to be in normal pattern position when working multiple airplanes.
This is actually one of the coolest youtube recommendations I've ever gotten. I live in the area and I see this plane on FR24 allll the time, so when I heard the controller say 20LL I lit up. Pretty cool to see it flown on video
Nice Video. Just some constructive criticism. You shouldn't be using carb heat when landing in a Piper. That's a Cessna thing. Piper's fuel induction runs through the oil sump, thus heating the fuel. You're POH probably says something like, only use carb heat when icing is suspected. Your audio sounds like your ELT has been triggered and is activated. As for that beeping when approaching final, that's an IFR alert advising your in an approach and most likely can be turned off through your audio panel. Blue skies my friend.
Thanks! Carb heat comes from my instructor. I'm pretty sure the POH checklist says "as required" but I'll do some more research. The beeping on the radio is the beacon. I regularly keep the second radio on 121.5, but another good thing to double check.
I hit return early. Don't use the steering wheel (yoke) on the ground. Bad muscle memory along with driving autos. Nice job on second landing. Much more comfortable at Springfield where tower vectored you to join traffic. Resume normal navigation released your from the altitude clearance as well as the vector heading. The locator outer marker (ADF) and marker beacon single channel radio is on. They may be computer generated on the Garmin now. They will become very comforting when you do instrument training. Again, notice the concern adverse yaw of the aileron is giving you on short final, round out, and flair. Stay off the steering wheel (yoke). Good job all around though.
When you are five feet over the runway you can add a slight amount of power to smooth your landing !
Try not to use aileron in the gusts. If you use only rudder with correct yaw to direct your course to a distant target, the nose is automatically kept level. If we allow no bank, no turn, the wing stays level. The Cherokee has spring interconnect between aileron and rudder, but unless we lead the rudder in turns, the nose goes the wrong way initially. Stepping on the ball is a reactive fix. Leading rudder to begin with is preventive of adverse yaw.
Good job using the highway for a course. Once any necessary crab is set, take your hands off the yoke and just use rudder to bracket butt down road course. If no wind, simply use rudder only to yaw/bracket/keep the road between your legs (under prop is at an angle.)
Good job on landing at Champlain, but notice how the aileron adverse yaw, nose going the wrong way at first, was disruptive on short final, round out, and flair. Also needed a bit more right rudder at the flair. Have your instructor teach you the side slip all the way down final, or at least all the way down short final. The extra time with the left wing down and using rudder only to keep the centerline between your legs will give you more rudder practice where you can see the need for rudder only.
No need to give ourselves room at a tower airport. We may just make ourselves a bit nervous with the Airbus having more time to close with us. Tower expects us to be in normal pattern position when working multiple airplanes.
This is actually one of the coolest youtube recommendations I've ever gotten. I live in the area and I see this plane on FR24 allll the time, so when I heard the controller say 20LL I lit up. Pretty cool to see it flown on video
Thank you! Stay tuned! This is the plane I'm training in, so plenty more to come.
Nice Video. Just some constructive criticism. You shouldn't be using carb heat when landing in a Piper. That's a Cessna thing. Piper's fuel induction runs through the oil sump, thus heating the fuel. You're POH probably says something like, only use carb heat when icing is suspected. Your audio sounds like your ELT has been triggered and is activated. As for that beeping when approaching final, that's an IFR alert advising your in an approach and most likely can be turned off through your audio panel. Blue skies my friend.
Thanks! Carb heat comes from my instructor. I'm pretty sure the POH checklist says "as required" but I'll do some more research. The beeping on the radio is the beacon. I regularly keep the second radio on 121.5, but another good thing to double check.
Maybe finding the runway is more difficult than the X-country. Need progressive taxi.
I like the video, so I liked the video! :-)
Nice video!
I hit return early. Don't use the steering wheel (yoke) on the ground. Bad muscle memory along with driving autos. Nice job on second landing. Much more comfortable at Springfield where tower vectored you to join traffic. Resume normal navigation released your from the altitude clearance as well as the vector heading. The locator outer marker (ADF) and marker beacon single channel radio is on. They may be computer generated on the Garmin now. They will become very comforting when you do instrument training. Again, notice the concern adverse yaw of the aileron is giving you on short final, round out, and flair. Stay off the steering wheel (yoke). Good job all around though.