For years, I've been searching for that "Classic" AOPA video, "Takeoffs and Landings, The Ups and Downs of the GA Pilot" that's showcased here. It helped me immensely during primary training. It still can't be found on the web.
this is one of the best aviation channels Ive ever seen. Skilfully made videos with great graphics and THE BEST NARRATOR. good luck in your future travels and spread the word about Air safety Institute!
I had a weird prop strike once. I initially parked the school's 172 on the tarmac, then went to visit my brother. At his house later we saw a thunderstorm coming so I went back to the airport to tie the 172 down. The tie-down cable was in the grass so I taxied the plane from asphalt to the grass & heard a faint "ping." Storm was upon me so I quickly tied down & left. Next morning I was late & rushing to fly back to CRS since the plane was reserved & I failed to run my hand over the prop during my hurried preflight. On climb-out at full power the 172 vibrated slightly. I was alarmed, but late, and the vibration nearly disappeared on cruise power. Back at CRS the mechanic was re-fueling the plane & he yelled at me "HEY! What the hell did you do to this prop?!" I walked over & saw a chunk shaved off one blade! Guy said I could've dislodged the engine from the mount! It all came back to me, the ping, the vibration, not inspecting the prop. Since then, I always run my hand around the prop! Fortunately, the prop was within tolerance for a simple filed repair.
What are you flying? I haven't flown many airplanes but I have noticed if you really nail the approach speed from POH, there's a good chance your landing is going to be smooth.
I learned to fly at a strip which had very dodgy taxiways and large chunks of gravel/asphalt. One thing that was always drilled into me is taxying with the yoke full aft, except if a strong tailwind is behind the aircraft. It’s amazing to me how many pilots taxy over grass and gravel with the yoke neutral or even forward (hands off). You might get away with it in most aircraft, but some (eg. Early 182 with twin blade prop) have really close ground clearance.
I am a student pilot and working on not dropping the nose. PS, I Did have a bounce landing and did a go around. It's good to practice go a rounds. Also, when you put in the throttle you have to hold the nose level and not pull up or you can stall. Once you get enough speed and start to climb start putting in the flaps gently so you do not drop like a rock. This is what I learned today as I am a student pilot learning landings. It's hard to lean to hold the nose up as you have seems like forever ground effect. I am still working on the touch and technique. Easier said then done.
Here is my hard learned lesson: My RV7A stalls at around 50. So landing speed is around 65. NOT 70 or 75! Because if you land at 75, soon you will land at 80. You can smoothly touch down at 75 if you are lucky, but at 100(!!! which I did once in a heavy crosswind) YOU WILL BOUNCE. So stick with 65 or so. Learn to slow down.
@@billbrisson Mine is a tricycle gear, so I land on the mains first and lower the front wheel down. I've never landed on the nose first yet, so knock on aluminum. I USED to be happy with 70-75 knots landing but I have come to learn that that is just too fast. Stall is ~50, and 50 * 1.3 = 65. At my flight review, I was asked to start consistently landing at 62 knots, which I found tricky but doable. I totally respect this instructor. My landings were smoother at higher speeds, but that is deceptive. I'll be happy when these slower landings become smoother. When done right, RVs do give that grin that lasts a while. Enjoy your 6!
Tail draggers, like the one she was in (& my daddy had when I was a child) land differently from other airplanes. I wish she’d have explained how the landings are different
Prop strikes are not common at all (usually only happening in an outright crash or oscillation on a bad landing). Prop damage is possible so the prop should be inspected before each flight. Rocks from the pavement (or if back country flying, from the terrain) can compromise prop integrity sometimes requiring repair and or replacement.
ASI staff meeting - "So we're taking a lot of heat for that Impossible Turn video what should we do?" "Let's make a prop strike video using old footage and neat camera tricks and dad jokes to make people laugh".
This is probably against most teaching but I like to land with the throttle on idle. As I see it people like way too much throttle when landing. We are gaining kinetic energy as we go down and we need to get rid of all energy for landing so running the throttle seems counter productive. Set the plane for glide, glide as long as you can, with flaps out. Just let the plane bleed out the energy and then it sets down on its own. You don't up and down correct continuously. Should it bounce it's because you did it a little wrong but then you set it for glide again, you don't steer it down. You bleed down. And as it's about to set down you can do a little crab correction to the side to align it if there was side wind. You have to know that a plane is a glider. You need a sense of that. There was a youtuber couple that because of an engine failure he ended up stalling the plane in a misguided attempt to keep it in the air when he could have glided perfectly calmly to the flat terrain right in front of him. Both pilots broke their backs, serious injuries. Come on, party people. Don't be procedure jockeys. Know that your plane is a glider. Be able to fly it like that. Have plans for that. And learn to hate planes with poor glide ratios. Like Cessnas. Most old designs are awful. Like 10:1 or worse. Bonanza is slightly less bad at around 11:1, Piper Lance is apparently uniquely awful at 7:1. For comparison the Lancair IV-P is around 20:1 and this translates directly to speed and fuel economy. This and many other reasons is why all old planes and designs should be scrapped. High weight is another bad design aspect. Many old birds weigh about a ton and that's very wrong.
@@DanFrederiksen you scrap the old planes and you kill the future of aviation. Think flight training is expensive now, wait till every flight school would have to go out and buy 600K + newer designed aircraft. Think A&P work is expensive now, wait until half the A&P shops close because they don’t have the older planes they are bringing back to life. Scrapping all the old birds and you are literally removing 80% or more of the GA aircraft from the market. Which means people fly less, because availability of aircraft is either nonexistent or expensive, which leads to less experience, less proficiency, which leads to less skilled dangerous pilots. So yeah, pound sand with that half of your argument. Also now that I think about it, your example of the pilot breaking his back, had nothing to do with it being an older aircraft, it likely had to do with currency, and training… lack there of. So really the last half of your statement is wrong!
@@DanFrederiksen actually the more I think about it your comments about glide ratio are flawed. All glide ratio is how much altitude you loose over a distance, which has nothing to do with landing or survivability.
@@AkPacerPilot I'm not advocating status quo, we need new designs. The state of GA is beyond pathetic. But even now LSAs instantly pay for themselves because a cessna is such a turd that leaks money. And they are legal for PPL training now.
Having a jet doesn’t solve poor judgement or poor skill. You can still destroy a jet, just as fast if not faster. A bird strike that hits a prop might or might not damage, same bird hits one of the blades in a jet and that 500K to 9mil jet engine is destroyed. The only advantage a jet engine has is speed and ability to fly at higher altitudes efficiently.
The addition of the P-Lead check at the end was kinda weird. I'd compare it to a run on sentence. Off topic at best. I'm still on the fence about p-lead checks. I get the idea, but you also risk a back fire doing that. If I had a dollar for every cracked muffler I've seen from someone doing a p-lead check, I'd have a lot more dollars to buy a plane with haha. I just treat every prop like it's mags are hot.
I recommend doing a run-up (about 1500rpm) and cycle the magnetos L and R. Observe a drop on each to verify the other magneto has grounded. No backfire risk! Don't recommend this procedure while on a busy ramp.
I wanna fly so bad. I love the level of detail and calculations during flight. Instrument trust is key. But when Instruments fail there's a solution. It takes a great deal of skill, attention, study etc. You can't fake being a pilot of any kind. I hear general avation, military and commercial coming in and out of Akron Canton airport. Rip Thurman Munson.
What the devil is that round wheel/knob on the end of the long linkage clamped to the downtube? Looks like it says "Mygoflight" on it? Okay, found it. Utterly out of place on a Super Cub, but different strokes. 3:52 Who is she talking to? He's right behind me, isn't he? 😲
@@zeepack It's a tablet mount. Google "Mygoflight" to see. The Super Cub isn't a "tablet" kind of airplane. It's an airplane for following roads and rivers.
@@jjohnston94 but even then you still need charts to navigate in a super Cub. Most people just use charts on a tablet these days. Much cheaper if you fly a lot and it's actually getting difficult to find places that still sell the paper charts. All my local FBOs stopped selling them.
Blame RUclips; it’s not the uploader’s fault. Even if they choose not to monetize the video, RUclips may still play ads all over the place so you really can’t blame anyone else.
@@bf3and4highlights83 And you'll note that my comment asking if you use an adblocker or a VPN, and that there's a rumor going around that RUclips is deleting your comments if you do, is gone. Coincidence? Who wants to bet this one disappears, too? No dissent allowed. Yes, RUclips, I USE KASPERSKY INTERNET SECURITY!!!
I've uploaded a few videos over the years and I don't have my videos monetized. Not near enough followers to do that haha. But youtube still automatically packs my videos with ads.
Wrong: prop strikes do not require a full engine tear down and overhaul. I stopped watching right there. It's not a legal requirement. Some engine models require replacements or inspections of certain parts. But the is no FAA rule that requires a private operator to open up an engine after a prop strike. There are some service bulletins that require it: SBs are not mandatory for Part 91 operators. Only ADs are. Doesn't mean it's not advisable to open up an engine after an incident but stop perpetuating this myth that it is a legal requirement. Most A&P are already clueless when it comes to regulations. I've seen many incidents of prop damage that did absolutely nothing to the engine. With composite props especially, at idle, I've never heard of engine damage and neither has our local engine shop. And only 10-20% of metal prop strikes result in damage. So use your common sense when evaluating this and not some made up rule.
![Blox Fruits Dragon Rework Update [Full Stream]](http://i.ytimg.com/vi/EqDAp8udhm0/mqdefault.jpg)
For years, I've been searching for that "Classic" AOPA video, "Takeoffs and Landings, The Ups and Downs of the GA Pilot" that's showcased here. It helped me immensely during primary training. It still can't be found on the web.
this is one of the best aviation channels Ive ever seen. Skilfully made videos with great graphics and THE BEST NARRATOR. good luck in your future travels and spread the word about Air safety Institute!
@@softwhiteund3rarm0r thank you! We love our work! So glad you find it helpful.
Looks like they found it and uploaded it a month ago, to me it almost seems a response to your comment. Check it out!
They uploaded it
Step one to avoiding prop strikes:
Make gobs of money, then buy a jet.
Kidding.
Thanks for a very helpful video.
I’m not so sure a jet engine would solve the issue of not flying the plane safely.
Yeah, cut straight to the manly TURBINE strike!
Step 0: be poor, have no money, watch youtube videos of other people flying their planes.
@@therealxunil2 LoL
@@AkPacerPilot Try… But what are the odds of a prop strike in a jet?
I had a weird prop strike once. I initially parked the school's 172 on the tarmac, then went to visit my brother. At his house later we saw a thunderstorm coming so I went back to the airport to tie the 172 down. The tie-down cable was in the grass so I taxied the plane from asphalt to the grass & heard a faint "ping." Storm was upon me so I quickly tied down & left. Next morning I was late & rushing to fly back to CRS since the plane was reserved & I failed to run my hand over the prop during my hurried preflight. On climb-out at full power the 172 vibrated slightly. I was alarmed, but late, and the vibration nearly disappeared on cruise power. Back at CRS the mechanic was re-fueling the plane & he yelled at me "HEY! What the hell did you do to this prop?!" I walked over & saw a chunk shaved off one blade! Guy said I could've dislodged the engine from the mount! It all came back to me, the ping, the vibration, not inspecting the prop. Since then, I always run my hand around the prop! Fortunately, the prop was within tolerance for a simple filed repair.
And you could blamed for it. I Preflight the plane and If I find something, I take a picture.
@@kimberlywentworth9160 I wouldn't "be blamed" for it because I immediately took responsibility for doing it when that happened.
I have just discovered this channel and am binging and loving.
Haha "on porpoise"!
I am working on slowing down on landings. Nice safe speed, but not excessive. Takes some practice, especially in slick or faster planes.
What are you flying? I haven't flown many airplanes but I have noticed if you really nail the approach speed from POH, there's a good chance your landing is going to be smooth.
I learned to fly at a strip which had very dodgy taxiways and large chunks of gravel/asphalt. One thing that was always drilled into me is taxying with the yoke full aft, except if a strong tailwind is behind the aircraft.
It’s amazing to me how many pilots taxy over grass and gravel with the yoke neutral or even forward (hands off). You might get away with it in most aircraft, but some (eg. Early 182 with twin blade prop) have really close ground clearance.
I am a student pilot and working on not dropping the nose. PS, I Did have a bounce landing and did a go around. It's good to practice go a rounds. Also, when you put in the throttle you have to hold the nose level and not pull up or you can stall. Once you get enough speed and start to climb start putting in the flaps gently so you do not drop like a rock. This is what I learned today as I am a student pilot learning landings. It's hard to lean to hold the nose up as you have seems like forever ground effect. I am still working on the touch and technique. Easier said then done.
Thanks, great presentation, learning moment, and refresher
good info... just transitioning from my C150 to my RV6... made lots of "go arounds" but getting better every time :)
Here is my hard learned lesson: My RV7A stalls at around 50. So landing speed is around 65. NOT 70 or 75! Because if you land at 75, soon you will land at 80. You can smoothly touch down at 75 if you are lucky, but at 100(!!! which I did once in a heavy crosswind) YOU WILL BOUNCE. So stick with 65 or so. Learn to slow down.
@@JXS63J do you 3 point in or wheel land as a rule? I have been shooting for 65-70 touchdown speed...
@@billbrisson Mine is a tricycle gear, so I land on the mains first and lower the front wheel down. I've never landed on the nose first yet, so knock on aluminum. I USED to be happy with 70-75 knots landing but I have come to learn that that is just too fast. Stall is ~50, and 50 * 1.3 = 65. At my flight review, I was asked to start consistently landing at 62 knots, which I found tricky but doable. I totally respect this instructor. My landings were smoother at higher speeds, but that is deceptive. I'll be happy when these slower landings become smoother. When done right, RVs do give that grin that lasts a while. Enjoy your 6!
Tail draggers, like the one she was in (& my daddy had when I was a child) land differently from other airplanes. I wish she’d have explained how the landings are different
Excellent content - thanks for this.
Now where do I get an “Air Safety Institute” cap???
Prop strikes are not common at all (usually only happening in an outright crash or oscillation on a bad landing). Prop damage is possible so the prop should be inspected before each flight. Rocks from the pavement (or if back country flying, from the terrain) can compromise prop integrity sometimes requiring repair and or replacement.
What's with the other Cessna on the runway as the 182 bounces on landing???
Thanks for the friendly reminder. Thanks also to your stunt double (?) at the end of the video.
Yeah, that’s weird🤔!
@@milesaway3699 Just a special effect!
Green screen. Recorded twice
nice, thanks!
Too nice!
@@t.c.3027 very nice (;
Legs
Nice job by the presenter!
GO AROUNDS ARE FREE
-Laughlin AFB SUPT
I love the pogo 172
ASI staff meeting - "So we're taking a lot of heat for that Impossible Turn video what should we do?" "Let's make a prop strike video using old footage and neat camera tricks and dad jokes to make people laugh".
What impossible turn video
KFDK, good choice!
This is probably against most teaching but I like to land with the throttle on idle. As I see it people like way too much throttle when landing. We are gaining kinetic energy as we go down and we need to get rid of all energy for landing so running the throttle seems counter productive. Set the plane for glide, glide as long as you can, with flaps out. Just let the plane bleed out the energy and then it sets down on its own. You don't up and down correct continuously. Should it bounce it's because you did it a little wrong but then you set it for glide again, you don't steer it down. You bleed down. And as it's about to set down you can do a little crab correction to the side to align it if there was side wind.
You have to know that a plane is a glider. You need a sense of that. There was a youtuber couple that because of an engine failure he ended up stalling the plane in a misguided attempt to keep it in the air when he could have glided perfectly calmly to the flat terrain right in front of him. Both pilots broke their backs, serious injuries. Come on, party people. Don't be procedure jockeys. Know that your plane is a glider. Be able to fly it like that. Have plans for that. And learn to hate planes with poor glide ratios. Like Cessnas. Most old designs are awful. Like 10:1 or worse. Bonanza is slightly less bad at around 11:1, Piper Lance is apparently uniquely awful at 7:1. For comparison the Lancair IV-P is around 20:1 and this translates directly to speed and fuel economy. This and many other reasons is why all old planes and designs should be scrapped. High weight is another bad design aspect. Many old birds weigh about a ton and that's very wrong.
I agreed with you up and till the old planes need to be scrapped.
@@AkPacerPilot That's also how far you were right.
@@DanFrederiksen you scrap the old planes and you kill the future of aviation. Think flight training is expensive now, wait till every flight school would have to go out and buy 600K + newer designed aircraft. Think A&P work is expensive now, wait until half the A&P shops close because they don’t have the older planes they are bringing back to life. Scrapping all the old birds and you are literally removing 80% or more of the GA aircraft from the market. Which means people fly less, because availability of aircraft is either nonexistent or expensive, which leads to less experience, less proficiency, which leads to less skilled dangerous pilots.
So yeah, pound sand with that half of your argument. Also now that I think about it, your example of the pilot breaking his back, had nothing to do with it being an older aircraft, it likely had to do with currency, and training… lack there of. So really the last half of your statement is wrong!
@@DanFrederiksen actually the more I think about it your comments about glide ratio are flawed. All glide ratio is how much altitude you loose over a distance, which has nothing to do with landing or survivability.
@@AkPacerPilot I'm not advocating status quo, we need new designs. The state of GA is beyond pathetic. But even now LSAs instantly pay for themselves because a cessna is such a turd that leaks money. And they are legal for PPL training now.
Friend of mine was killed by him walking thru an idling propeller rip peanut
Most pilots are not CFIA&I types. Even those licenses are no guarantee....
ahahahaha, coincidentally i'm watching this right after the Xyla Foxlin featuring Veritassium video where Derek keeps getting cut on propellers
Can’t have a prop strike if you’ll never afford an airplane!
Step 1: Have a jet
Having a jet doesn’t solve poor judgement or poor skill. You can still destroy a jet, just as fast if not faster. A bird strike that hits a prop might or might not damage, same bird hits one of the blades in a jet and that 500K to 9mil jet engine is destroyed. The only advantage a jet engine has is speed and ability to fly at higher altitudes efficiently.
Step 2: Turbine strike.
The addition of the P-Lead check at the end was kinda weird. I'd compare it to a run on sentence. Off topic at best. I'm still on the fence about p-lead checks. I get the idea, but you also risk a back fire doing that. If I had a dollar for every cracked muffler I've seen from someone doing a p-lead check, I'd have a lot more dollars to buy a plane with haha. I just treat every prop like it's mags are hot.
I recommend doing a run-up (about 1500rpm) and cycle the magnetos L and R. Observe a drop on each to verify the other magneto has grounded. No backfire risk! Don't recommend this procedure while on a busy ramp.
Just pay the props more money....
easy. get a Lake Amphib :)
I wanna fly so bad. I love the level of detail and calculations during flight. Instrument trust is key. But when Instruments fail there's a solution. It takes a great deal of skill, attention, study etc. You can't fake being a pilot of any kind. I hear general avation, military and commercial coming in and out of Akron Canton airport. Rip Thurman Munson.
DO IT! It's wonderful!
Pay them a fair wage, perhaps?
Yep, it cost money, when you're not cautious.
Um, I like girls and spaghetti
There's 2 of you 😵💫
I love it when twins wear the same outfit.
What the devil is that round wheel/knob on the end of the long linkage clamped to the downtube? Looks like it says "Mygoflight" on it?
Okay, found it. Utterly out of place on a Super Cub, but different strokes.
3:52 Who is she talking to? He's right behind me, isn't he? 😲
Is it power knob?
@@zeepack It's a tablet mount. Google "Mygoflight" to see. The Super Cub isn't a "tablet" kind of airplane. It's an airplane for following roads and rivers.
@@jjohnston94 Thanks!
@@jjohnston94 but even then you still need charts to navigate in a super Cub. Most people just use charts on a tablet these days. Much cheaper if you fly a lot and it's actually getting difficult to find places that still sell the paper charts. All my local FBOs stopped selling them.
@@skylarcaldwell7208 Many pilots' supply shops online will let you set up a subscription.
Mmmmmm…prop strikes.
Ok not sold on the silly clip show theme I understand keeping it upbeat but dam that music
omg where is the other guy he explains things much better than this girl
Ohhh, I really hate prop strikes. Taken a few cattle.
Packing the videos with ads now? Good way to lose subscribers.
Blame RUclips; it’s not the uploader’s fault. Even if they choose not to monetize the video, RUclips may still play ads all over the place so you really can’t blame anyone else.
That's YT greed.
@@yucansuckadee8930 To be fair, someone's got to pay for the bandwidth and storage of the videos - it's not free.
@@bf3and4highlights83 And you'll note that my comment asking if you use an adblocker or a VPN, and that there's a rumor going around that RUclips is deleting your comments if you do, is gone. Coincidence? Who wants to bet this one disappears, too? No dissent allowed. Yes, RUclips, I USE KASPERSKY INTERNET SECURITY!!!
I've uploaded a few videos over the years and I don't have my videos monetized. Not near enough followers to do that haha. But youtube still automatically packs my videos with ads.
Wrong: prop strikes do not require a full engine tear down and overhaul. I stopped watching right there. It's not a legal requirement. Some engine models require replacements or inspections of certain parts. But the is no FAA rule that requires a private operator to open up an engine after a prop strike. There are some service bulletins that require it: SBs are not mandatory for Part 91 operators. Only ADs are.
Doesn't mean it's not advisable to open up an engine after an incident but stop perpetuating this myth that it is a legal requirement. Most A&P are already clueless when it comes to regulations.
I've seen many incidents of prop damage that did absolutely nothing to the engine. With composite props especially, at idle, I've never heard of engine damage and neither has our local engine shop. And only 10-20% of metal prop strikes result in damage. So use your common sense when evaluating this and not some made up rule.
Hmm..sorry but this is nothing new. Are you teaching people who have never flown a plane?
Hot pilot 🥵! Does she have a Instagram?
Creepy
Simmah down now.
So creepy
someone get this man some water
but she is pretty tho...