I own a SR22T, and the advice I will give is, you have to be exactly on airspeed over the threshold. It will drop like a stone is you are too slow or bounce if you are too fast.
You did it!!!! 3 cheers!!!! We used to drive from the Woodlands to the baseball games in Houston & eat in close by restaurants. We never went to the city to just look around, as my hubby drove 35 miles to work & didn't care to drive on the weekend. We did take the commuter train to the boss's condo, which was right by the prison & you could see inside the ballpark. To take the train, we drove to a stop with a parking lot . I do not remember where. Besides, there were so many nice places in the Woodlands & right across the highway. My friend who lives at Lake Houston goes into the city quite often, but I think it's closer.
One good trick for getting on-centerline landings down is practicing at an airport with an uncomfortably narrow runway. It's a little intimidating, but it's good practice and it works. "Aim small, hit small." Then when at wider runways, just focus on the white stripes and not the big chunk of asphalt surrounding them.
Great video! Thank you for taking us along. Some unsolicited notes from a CFII who used to teach around Boston... Your ident IS the response to the instruction from ATC to "squawk ident." No verbal response is necessary and it's often unwelcome in busy airspace. Also, on initial call-up after a handoff, it's always good to state destination and flight rules, along with current altitude (level/climbing/descending, target altitude), e.g.: "Houston Departure, Cirrus 2706 Echo, level one thousand two hundred, VFR Houston Southwest." Like the controller said, it wasn't your fault that they had the wrong destination on your strip, but staying destination on initial call-up would have caught and resolved it with fewer radio exchanges. And that sort of crisp nonsense radio proficiency (which you pretty much already have), over time, really builds equity with TRACON controllers. 🤓
Interesting as I don't know if the procedures vary in the US. It may be a habit he's picked up from the UK as ATC require a readback when squawk IDENT is requested by the controller.
@@Recoil21 I'd imagine it would be the same in all ICAO countries. My IFR experience is limited to US and Canada. When I worked as a CFII around Boston, we were asked to keep our calls as concise as humanly possible. For example, we were discouraged from saying "with you" when checking in on a new frequency after hand-off. Boston, Providence, and New York approach just wanted to hear type, call sign, and altitude. "G'day" or "thanks" upon hand-off was about as gregarious as it got. Middle of the night or when there was a Patriots or Sox game going on was a different story, of course.
UK RT is quite different to the US. We have quite a few different concepts vs the US. No flight following, we use basic service etc and many of our calls and procedures are different. If you’re interested, they’re all published in CAA CAP413.
Noel, you can handle anything that the Cirrus throws your way. Remember - you're 6'4" now (as you commented on the last Pakistan flight vid to the high mountains), a result from living now in Texas. And don't forget - hook 'em horns!
As an oldie of a flight instructor, allow me to suggest something I've seen far too many students do. Get rid of what's on your lap and let your knees separate! You have them pinned together which highly impacts your ability to use the rudders efficiently and for proper, safe control. Every single landing you had your knees pinned together, swaying with the movement the aircraft was taking. Side loading the aircraft, not on centerline, are a huge indication of lack of rudder usage. Get rid of those papers separate your knees and start pushing those rudders all the way when you first start up the airplane so you get to appreciate how much movement and action they allow for.
Noel, try getting the checklist and paperwork off your legs and relax. It looks like you’re working on holding your knees together to hold the papers. Also it’s not safe because if they slide off your natural reaction is to grab for them and you don’t want that distraction at a critical moment in approach or departure.
As a PPL I found transitioning between a PA28 - 161 Cherokee and a PA28 - 200 Arrow challenging, but not for the obvious reasons. The latter has a “wobbly prop” and retractable gear, but it wasn’t these that caused me issues. It was the much heavier weight of the Arrow, especially in the landing flare - more inertia and a higher landing speed too. The S-Tec30 autopilot (just tied into a bug on the DI, with altitude hold) was also a big learning challenge. I would imagine the Cirrus with its glass cockpit is another transition to consider - and get added to your logbook. Keep practicing, you’ll grow to love the improved performance and “toys” you now have.
Great video Noel I love love love the Cirrus especially the SR-20/22 series aircraft! Where I attend college a Western Michigan University WMU flies the SR-20! Also that landing was pure butter 🧈 my friend! When I get to Houston someday we will have to fly together also hopefully by then we can fly in the Cirrus and I’ll have my Single engine PPL then!! 😁 😊🛩️
Did your instructor tell you what power setting to aim for during base & final? I find that fairly useful - 50% power at Flaps 1, 25% power at Flap 2 and aim for no slower than 80 kts (do what your instructor tells you). Minor adjustment to power as required. I find if I do 80kts, I will make contact with the ground still with effective control, but at the stall speed (pretty consistently). And I'm someone who almost failed PPL because I couldn't land consistently on a 172, but on the Cirrus I'm able to get smooth landings fairly consistently. Good luck!
Galveston’s a cool city. I worked on a cruise ship…well, several cruise ships…out of Galveston. 4 little words - Nestle’s Toll House Cafe Not that that’s THE reason to go to Galveston, but it’s definitely a tasty one.
I always try to keep the nose wheel always on the center line. And yellow taxie line. I like to have someone hold down the tail until the nose wheel is off the ground and you inside so you can see just where the runways looks over the panel for perfect landing all the time.
Trim, trim, trim, trim. Once you trim it up on final and u barely have to put any pressure on the controls, all u have to do is a gentle flare to land.......
A few base-to-final overshoots there. I'm sure it's related to the Cirrus being a faster plane in the pattern than the Cherokee. But as a cheater (and if you're not cheating, you're not trying), I have found that undershooting the extended centerline is always better than overshooting. An undershoot requires less corrective action when rolling out on final since you just have to reduce the roll rate earlier (once you recognize the undershoot) and let it slowly drift over to the extended runway centerline, rather than the last-second increased bank angle followed by the (opposite input) level-out that is needed to quickly correct for an overshoot. Perfect is always ideal, but if having to choose between the two less-than-ideal rollouts onto final, I prefer the undershoot every time. Edit: An undershoot is also better and safer when operating at airports with parallel runways.
I just flew a SR-22 and that side stick is awkward for me. It's not super easy to move and you use your wrist to twist the stick. My wrist got very tired and worried that If I keep flying an SR-22 I could have wrist problems. I rather have a Yoke so that I can use my pinky on the yoke as the Yoke has more leverage and less stress to my hand. Plus my knees hit the bottom bolster so that I can reach the rudders . I do not seem to fit the airplane very well. It feels more like a cockpit than a flight deck in a Piper.
I want to get a pilots license but it seems pretty difficult at my age (20) unless I want to turn it into a career. I’m a business student in college. Any advice?
It really boils down to time and money. I'd recommend going to a few local flight instructors/flight schools and run the numbers. If you can save up and take the time off to fly at least twice a week, I think that helps. Spacing lessons too far apart can often mean needing to repeat certain maneuvers because you can lose the "muscle memory" and techniques during your non-flying time. That can mean more lessons and more money spent. Also, see if your college offers a ground school or has any programs linked to flight training. But as the other poster said, you're at a perfect age to start. I started a few lessons at age 16 but stopped. Then again at 19 and stopped. I finally went back to it at 36 years old and got my license. I wish I had done it earlier. So, it's really never too early, but it's also never too late. If money or other priorities are an issue, consider setting the money aside and achieving it when it works for you. In any case, I'd highly recommend scheduling a "discovery" or "introductory" flight if you haven't already. You'll figure out quickly if it's something you want to do. And if it is, the memory that flight will draw you back to it whenever your schedule and financial situation will allow you to dedicate the time to completing the requirements.
As and old, "know it all" instructor.. I would like to leave you guys this comment... I actually feel that Gabriela is a good instructor, but isn't helping the student as well as she should. She is too relaxed and instilling a level of insecurity with the student. A little more instruction of how the autopilot works, in something more basic as staying in HDG mode would have been better. NAV mode is swinging the plane around, and he isn't sure about how an autopilot even takes over yet.. So she is rushing his learning curve. She got better as the flight went on.. It is all an emotional thing anyway, but, if he is nervous about landing.. then she should be doing full stop landings for a bit... until he feels good. Making the landings touch-and-go's are distracting the student from focusing just on the landing.. he is clearly already thinking about raising the flaps and doing the touch and go, and not focusing on a good solid landing.. I would think about that next time. He would be learning all of this faster.. She is is about 3 or 4 lessons in front of him, in his learning curve.
I also, think the student needs some rudder skills. Off center and not as stabilized. Perhaps his site picture is off because he is sitting to low or to far back. You have to be one with the airplane before you can land with constancy.
You’re going to have to develop a different kind of hand-eye coordination to land a Cirrus SR series. Remember: you can fly a Cirrus with only wrist you don’t have to sit there and throw the yoke around hard like you would in a PA-28. Gentle pressure is all it takes to get the results you want if you’re trimmed up and on speed on final. What you really appear to be struggling with in those videos is your crosswind landing technique. As the instructor points out, you are not landing the airplane with the long axis aligned with the runway centerline, which is causing all those problems. Pro tip: extend the runway centerline out to the horizon at infinity, then using rudder pressure, keep the nose pointed at that point of infinity. Use aileron pressure to hold the airplane on the runway centerline, so that you touch down on the upwind main landing gear first with the main wheels straddling the centerline. That being said, a Cirrus is a very easy airplane to land!
Well, maybe the elevator is easy due to trim but working the ailerons is hard on my wrist. I guess you would just use auto-pilot. My wrist got tired and had to help it with my other hand to make a steeper turn. I like the yoke better. No stress on my wrist. Easy to fly and I can use a pinky or little pressure to bank. I use trim for the elevator.
@Noel, the more I watch you fly the more convinced I am that I belong nowhere near a cockpit, my anxiety goes through the roof just watching you fly😂 Do any of you pilots ever get the feeling of wanting to go back to or stick with the smaller planes you feel comfortable with instead of learning how to fly new, bigger ones planes? Or is there a constant longing to wanna fly bigger, more powerful planes?
I am a commercial light aircraft pilot. I've never had any interest in flying heavy iron or wearing epaulettes. I've been paid to fly off of dirt, mud, gravel, mine tailings, glaciers, ice-runways, water, snow-covered frozen lakes, and the occasional asphalt runway in the day, night, and all sorts of weather. I've operated light aircraft with power-to-weight ratios that airline pilots only dream about, and the coolest ones were considerably older than me. So... nope on always wanting to fly new bigger equipment for this particular pilot. 😊
@@Coldinwis Had an incredible job, much of it in Alaska. But, no matter where I go or what I do for a living, I'll always be a commercial light airplane pilot. Commercial Pilot is a certification and a vocation that the pilot who holds the certificate owns until "surrendered, suspended, revoked, or end of life." It's not a job description. I will be one until the fourth condition applies. 😎
Well, a bit fussy but you've opened a can of worms. It's also not "different TO" or "different THAN" but "different FROM". But you might as well give up, as mashed-up grammar has been in the ascendant for several years now. Nothing one can do about it......
![Flying to The Bahamas and Back in our Cirrus SR-22 [MYEF-Exuma]](http://i.ytimg.com/vi/Xa4Jd8dqafc/mqdefault.jpg)
How you both change outfits after take off is also so impressive Noel 😃
Noticed the same, wouldn't have been so obvious had they not been matching in bright red all of a sudden! Good vid.
Hopefully that won't be the last time we see Gabriela on the channel, absolute tonic and wonderful patient instructor! Loved this video!
Buttered it eventually, well done, Noel. Such a lovely instructor too.
Thank you kindly!
I own a SR22T, and the advice I will give is, you have to be exactly on airspeed over the threshold. It will drop like a stone is you are too slow or bounce if you are too fast.
Yes, the envelope is quite narrow.
I just realized I’m smiling through this video. 🙌🏿 I’m proud to be subscribed 20:11
You did it!!!! 3 cheers!!!! We used to drive from the Woodlands to the baseball games in Houston & eat in close by restaurants. We never went to the city to just look around, as my hubby drove 35 miles to work & didn't care to drive on the weekend. We did take the commuter train to the boss's condo, which was right by the prison & you could see inside the ballpark. To take the train, we drove to a stop with a parking lot . I do not remember where. Besides, there were so many nice places in the Woodlands & right across the highway. My friend who lives at Lake Houston goes into the city quite often, but I think it's closer.
Besides missed center lines, loads of greased landings there Noel, love it
One good trick for getting on-centerline landings down is practicing at an airport with an uncomfortably narrow runway. It's a little intimidating, but it's good practice and it works. "Aim small, hit small." Then when at wider runways, just focus on the white stripes and not the big chunk of asphalt surrounding them.
I got my PPL in a SR-20. It took me a while to transition from a 172. It was a challenge but keep with it and you'll be spreading butter in no time.
Great video! Thank you for taking us along. Some unsolicited notes from a CFII who used to teach around Boston... Your ident IS the response to the instruction from ATC to "squawk ident." No verbal response is necessary and it's often unwelcome in busy airspace. Also, on initial call-up after a handoff, it's always good to state destination and flight rules, along with current altitude (level/climbing/descending, target altitude), e.g.: "Houston Departure, Cirrus 2706 Echo, level one thousand two hundred, VFR Houston Southwest." Like the controller said, it wasn't your fault that they had the wrong destination on your strip, but staying destination on initial call-up would have caught and resolved it with fewer radio exchanges. And that sort of crisp nonsense radio proficiency (which you pretty much already have), over time, really builds equity with TRACON controllers. 🤓
Interesting as I don't know if the procedures vary in the US.
It may be a habit he's picked up from the UK as ATC require a readback when squawk IDENT is requested by the controller.
@@Recoil21 I'd imagine it would be the same in all ICAO countries. My IFR experience is limited to US and Canada.
When I worked as a CFII around Boston, we were asked to keep our calls as concise as humanly possible. For example, we were discouraged from saying "with you" when checking in on a new frequency after hand-off. Boston, Providence, and New York approach just wanted to hear type, call sign, and altitude. "G'day" or "thanks" upon hand-off was about as gregarious as it got. Middle of the night or when there was a Patriots or Sox game going on was a different story, of course.
UK RT is quite different to the US. We have quite a few different concepts vs the US. No flight following, we use basic service etc and many of our calls and procedures are different. If you’re interested, they’re all published in CAA CAP413.
Living the dream. Well done there.
Noel, you can handle anything that the Cirrus throws your way. Remember - you're 6'4" now (as you commented on the last Pakistan flight vid to the high mountains), a result from living now in Texas. And don't forget - hook 'em horns!
I got concerned for a sec when you said you were still undergoing your transition 😂
As an oldie of a flight instructor, allow me to suggest something I've seen far too many students do.
Get rid of what's on your lap and let your knees separate! You have them pinned together which highly impacts your ability to use the rudders efficiently and for proper, safe control.
Every single landing you had your knees pinned together, swaying with the movement the aircraft was taking. Side loading the aircraft, not on centerline, are a huge indication of lack of rudder usage.
Get rid of those papers separate your knees and start pushing those rudders all the way when you first start up the airplane so you get to appreciate how much movement and action they allow for.
personally, i like to manspread. so, i agree !
Noel, try getting the checklist and paperwork off your legs and relax. It looks like you’re working on holding your knees together to hold the papers. Also it’s not safe because if they slide off your natural reaction is to grab for them and you don’t want that distraction at a critical moment in approach or departure.
Amazing landing Bro .
As a PPL I found transitioning between a PA28 - 161 Cherokee and a PA28 - 200 Arrow challenging, but not for the obvious reasons. The latter has a “wobbly prop” and retractable gear, but it wasn’t these that caused me issues. It was the much heavier weight of the Arrow, especially in the landing flare - more inertia and a higher landing speed too.
The S-Tec30 autopilot (just tied into a bug on the DI, with altitude hold) was also a big learning challenge. I would imagine the Cirrus with its glass cockpit is another transition to consider - and get added to your logbook.
Keep practicing, you’ll grow to love the improved performance and “toys” you now have.
❤🎉good job Noel!
Great video Noel I love love love the Cirrus especially the SR-20/22 series aircraft! Where I attend college a Western Michigan University WMU flies the SR-20! Also that landing was pure butter 🧈 my friend! When I get to Houston someday we will have to fly together also hopefully by then we can fly in the Cirrus and I’ll have my Single engine PPL then!! 😁 😊🛩️
@13:20 They never go away… until you fly large commercial jets and it’s the exact opposite 😂
Did your instructor tell you what power setting to aim for during base & final? I find that fairly useful - 50% power at Flaps 1, 25% power at Flap 2 and aim for no slower than 80 kts (do what your instructor tells you). Minor adjustment to power as required. I find if I do 80kts, I will make contact with the ground still with effective control, but at the stall speed (pretty consistently). And I'm someone who almost failed PPL because I couldn't land consistently on a 172, but on the Cirrus I'm able to get smooth landings fairly consistently. Good luck!
Galveston’s a cool city. I worked on a cruise ship…well, several cruise ships…out of Galveston.
4 little words - Nestle’s Toll House Cafe
Not that that’s THE reason to go to Galveston, but it’s definitely a tasty one.
Hey you live in my old hometown! i lived in League City. Galveston is a great place to visit as long as it isn't spring break lol.
I always try to keep the nose wheel always on the center line. And yellow taxie line. I like to have someone hold down the tail until the nose wheel is off the ground and you inside so you can see just where the runways looks over the panel for perfect landing all the time.
Trim, trim, trim, trim. Once you trim it up on final and u barely have to put any pressure on the controls, all u have to do is a gentle flare to land.......
Nice one I like this Cirrus 👌
5310D is my favorite plane there, so far. the arrow is my next venture
A few base-to-final overshoots there. I'm sure it's related to the Cirrus being a faster plane in the pattern than the Cherokee.
But as a cheater (and if you're not cheating, you're not trying), I have found that undershooting the extended centerline is always better than overshooting. An undershoot requires less corrective action when rolling out on final since you just have to reduce the roll rate earlier (once you recognize the undershoot) and let it slowly drift over to the extended runway centerline, rather than the last-second increased bank angle followed by the (opposite input) level-out that is needed to quickly correct for an overshoot. Perfect is always ideal, but if having to choose between the two less-than-ideal rollouts onto final, I prefer the undershoot every time.
Edit: An undershoot is also better and safer when operating at airports with parallel runways.
I’ve just signed up for my PPL, how do you get the sound from the headsets to go through the GoPro??
I just asked the same question in a different video..... Lol
Might try some high speed taxi runs power on-off-on-off to practice rudder control.
LMBO. I am literally going to Hooks next week to fly that same airplane. Transitioning from a PA 28 lol
The position and single handed operation of the yolk looks awkward to me. 🤷🏻♀️. But who am I to say with three hours in my logbook.... Lol.
I just flew a SR-22 and that side stick is awkward for me. It's not super easy to move and you use your wrist to twist the stick. My wrist got very tired and worried that If I keep flying an SR-22 I could have wrist problems. I rather have a Yoke so that I can use my pinky on the yoke as the Yoke has more leverage and less stress to my hand. Plus my knees hit the bottom bolster so that I can reach the rudders . I do not seem to fit the airplane very well. It feels more like a cockpit than a flight deck in a Piper.
Great vlog
i find the sr20 quite forgiving to land as long as you're not to fast when crossing the threshold. Low 80's at most.
Noel,
Do you know which school Gabriela works with ?
Would like to make contact with your instructor i need some instruction with the landing in my cirrus
Did she just call you Bob?😄 When she was asking about seeing the rest of Houston?
I see nav mode scaring the 💩 out of the AWESOME Rach
That was very close traffic at 1:17 there
'Aw Right"
Don’t worry my man. I can’t land a twin Comanche for the life of me. Tried 3 times no luck.
I want to get a pilots license but it seems pretty difficult at my age (20) unless I want to turn it into a career. I’m a business student in college. Any advice?
go for it! never say never - 20 is a good age to start - so much for you to learn and you'll soak it up like a sponge.
It really boils down to time and money. I'd recommend going to a few local flight instructors/flight schools and run the numbers. If you can save up and take the time off to fly at least twice a week, I think that helps. Spacing lessons too far apart can often mean needing to repeat certain maneuvers because you can lose the "muscle memory" and techniques during your non-flying time. That can mean more lessons and more money spent. Also, see if your college offers a ground school or has any programs linked to flight training. But as the other poster said, you're at a perfect age to start. I started a few lessons at age 16 but stopped. Then again at 19 and stopped. I finally went back to it at 36 years old and got my license. I wish I had done it earlier. So, it's really never too early, but it's also never too late. If money or other priorities are an issue, consider setting the money aside and achieving it when it works for you. In any case, I'd highly recommend scheduling a "discovery" or "introductory" flight if you haven't already. You'll figure out quickly if it's something you want to do. And if it is, the memory that flight will draw you back to it whenever your schedule and financial situation will allow you to dedicate the time to completing the requirements.
My instructor is 20 and is a CFII and has around 600hrs.
As and old, "know it all" instructor.. I would like to leave you guys this comment... I actually feel that Gabriela is a good instructor, but isn't helping the student as well as she should. She is too relaxed and instilling a level of insecurity with the student. A little more instruction of how the autopilot works, in something more basic as staying in HDG mode would have been better. NAV mode is swinging the plane around, and he isn't sure about how an autopilot even takes over yet.. So she is rushing his learning curve. She got better as the flight went on.. It is all an emotional thing anyway, but, if he is nervous about landing.. then she should be doing full stop landings for a bit... until he feels good. Making the landings touch-and-go's are distracting the student from focusing just on the landing.. he is clearly already thinking about raising the flaps and doing the touch and go, and not focusing on a good solid landing.. I would think about that next time. He would be learning all of this faster.. She is is about 3 or 4 lessons in front of him, in his learning curve.
I also, think the student needs some rudder skills. Off center and not as stabilized. Perhaps his site picture is off because he is sitting to low or to far back. You have to be one with the airplane before you can land with constancy.
You’re going to have to develop a different kind of hand-eye coordination to land a Cirrus SR series. Remember: you can fly a Cirrus with only wrist you don’t have to sit there and throw the yoke around hard like you would in a PA-28. Gentle pressure is all it takes to get the results you want if you’re trimmed up and on speed on final.
What you really appear to be struggling with in those videos is your crosswind landing technique. As the instructor points out, you are not landing the airplane with the long axis aligned with the runway centerline, which is causing all those problems. Pro tip: extend the runway centerline out to the horizon at infinity, then using rudder pressure, keep the nose pointed at that point of infinity. Use aileron pressure to hold the airplane on the runway centerline, so that you touch down on the upwind main landing gear first with the main wheels straddling the centerline.
That being said, a Cirrus is a very easy airplane to land!
Well, maybe the elevator is easy due to trim but working the ailerons is hard on my wrist. I guess you would just use auto-pilot. My wrist got tired and had to help it with my other hand to make a steeper turn. I like the yoke better. No stress on my wrist. Easy to fly and I can use a pinky or little pressure to bank. I use trim for the elevator.
A little inconsistent from instructor wanted him to stay in ground effect longer but then said power idle before reaching ground effect
Why music?
@Noel, the more I watch you fly the more convinced I am that I belong nowhere near a cockpit, my anxiety goes through the roof just watching you fly😂
Do any of you pilots ever get the feeling of wanting to go back to or stick with the smaller planes you feel comfortable with instead of learning how to fly new, bigger ones planes? Or is there a constant longing to wanna fly bigger, more powerful planes?
I am a commercial light aircraft pilot. I've never had any interest in flying heavy iron or wearing epaulettes. I've been paid to fly off of dirt, mud, gravel, mine tailings, glaciers, ice-runways, water, snow-covered frozen lakes, and the occasional asphalt runway in the day, night, and all sorts of weather. I've operated light aircraft with power-to-weight ratios that airline pilots only dream about, and the coolest ones were considerably older than me. So... nope on always wanting to fly new bigger equipment for this particular pilot. 😊
@@LittleManFlying
Thanks for answering! Wow, you got an incredible job!!
@@Coldinwis Had an incredible job, much of it in Alaska. But, no matter where I go or what I do for a living, I'll always be a commercial light airplane pilot. Commercial Pilot is a certification and a vocation that the pilot who holds the certificate owns until "surrendered, suspended, revoked, or end of life." It's not a job description. I will be one until the fourth condition applies. 😎
l have never met an airplane I didn't like or want to fly.The harder the better
centerline....jeeeezzz
Looking at the tailpipes you can tell its a trainer aircraft lol.
What's with the music?
I thought that landing a cirrus was actually really easy. The 172 that I flew was way more floaty.
How do you feel? High. 😁
All you need is a proper Fish and Chips mate and you will be landing like a pro in no time! God Save the King
That plane scares me, its unforgiving if you don't keep your speed up but that's just me, task saturation isn't my forte. Its fast and slippery
does ur instructor hav her own channel?? if nt i reckon she shud as ppl cud learn tips n tricks from other trainee pilots 😁
She’s on Instagram and TikTok!
@@FlyWithNoelPhilips wats her instagram name?? wondered y she ws so comfortable on camera lol
@@jamiemcmullen3647 Literally says her handle in the video bud
I’m right handed. My left hand is not suitable for fine adjustments 😂😂
learning not to cut people off in the traffic pattern is also is not easy in a Cirrus
A slightly different technique, for when ATC asks you to 'expedite':
ruclips.net/video/kUwygdh10oo/видео.html
It’s aboard, not on board. On board makes no sense at all.
Well, a bit fussy but you've opened a can of worms. It's also not "different TO" or "different THAN" but "different FROM". But you might as well give up, as mashed-up grammar has been in the ascendant for several years now. Nothing one can do about it......
That is strange I find that the Cirrus is the easiest aircraft I have ever landed. I think a 182 is far more difficult to land.
Ditch the damn background music. It doesn't do anything for your videos.............
Is Gabriella free and single? The perfect flying wife. Would you relay a proposal for me ??😊
Wow, he cant even land a simple cirrus 😂😂😂 if the genetic doesnt fit beeing a pilot dont force it !!
Manchester airport elliot peers subersd100k