Top 10 Student Pilot Mistakes
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- Опубликовано: 8 май 2024
- We've ranked the top ten mistakes we see student pilots make!
What do you think? See one that you are having trouble with? Did we miss one that you struggled with? Let us know in the comments!
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US Sport Aircraft also extends our unique brand of customer service to maintenance and parts support for all SportCruiser and PiperSport owners in the U.S. We maintain an in-house inventory of most parts and can usually deliver the next day. Also at your service are our US Sport technicians who’ll take the time to talk to you and help diagnose problems, identify the correct parts and suggest operational ways to improve performance. US Sport Aircraft is the authority for maintaining your SportCruiser or PiperSport. We have more experience rebuilding, maintaining, and assembling these aircraft than anyone else in the country! All of our friendly maintenance personnel are factory trained to maintain your aircraft to the highest level.
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Student pilot mistake..not having enough cash!
No kidding! When I was learning to fly instruction was $8 and a152 was $12... WET. Today's rates are an outrage.
Or looking at the dispatch manager too much :D
AMEN
Or wasting to much money on a program. That is going no where.
I used Pilot Finance when I was getting my PPL and Instrument (although I believe they only do PPL now). Well worth it. I was a college student and combat veteran. Its doable even on a tight budget, but then again I got my PPL in 2006/2007 at a small local airport, KTBR. The prices were much different than they are now and especially at larger airports in the metro Atlanta area.
Checklists are an absolute must for EVERY pilot, not just students!
Agreed! A good pilot is always working hard to improve on everything in this list. You can never "outgrow" checklists, they're critical! Thanks for your comment!
There are exceptions to this rule, like every other one. Very basic flying machines, such as training gliders and ultralights can safely be flown without them, unless you are Jack Rousch.
Only one time you never use a checklist, my instructor taught me: emergency procedures must be memorised! (as he proceeded to kill my engine on short final) 🙄😭😁
Not telling your wife that you’re taking flying lessons was one of my biggies. I sure miss that girl.
hope everything is better for u now buddy
@@hayhay7789 woosh
@@tech-hilfeportal6611 explain?
Hahahaha
The biggest mistake I made was letting an obstacle stop me. I started taking lessons over 20 years ago. Now I'm trying to get back to taking lessons after 20 years away from it. Never let difficulty stop you from pursuing your dreams.
Beau Smith I'm the same but 25years!
Man I hope you got back to it :-)
Beau Smith Or formulate a different dream.
22yrs
Can't remember why I stopped..so l spent some money on 18 hrs of dual time
Ended up buying into a piper warrior and between solo time and flying around with one of the other partners,put in almost 70 hrs this yr..
It's never to late.
And oddly enough,buying a 1/8 share was the most economical move I made..not to mention the knowledge u gain from the experience of the other owners..
Just do it
@@joeb.fromsydneyaustralia5313 Joe, we must be related. I started my PPL training in 1995 and, as it does so often, life got in the way. Now, for a change, life has gotten out of the way. So, about to embark on my bucket list item. GL
Here's a mistake I made: continuing to fly with an incompatible instructor instead of standing up for myself and sending him down the road. And even if you don't have this problem, it's still a good idea to fly with different instructors so you get different perspectives, experiences, tips, etc.
Hi jjohnston94! Great advice! That's a big one actually. We recommend to our students that they fly with several of our instructors to begin with even if they want to train with just one. You won't be hurting their feelings by choosing not to train with them! Every instructor is unique and has his or her own experiences as well as his or her own style of instruction. Sometimes it's not a good fit and that's ok! Thanks for your comment!
You wouldn't want anybody who made you feel nervous, or belittled you and made you feel foolish for making an error
That's a good point you brought up. I never had issues with any CFI's or CFII's. I learned something different from each one. They all had different fight experience with different aircraft so some stressed different techniques or had little helpful tips to remember. For example, one CFI flew a lot in the Colorado mountains where he had to emergency land twice. He was really big on practicing emergency landing as you can expect.
What worried me was how low he'd let us go before letting me pull up. Several times I was sure we were going to decorate some trees but he got me over the jitters. Just hope your engine doesn't choke while practicing so low!!
The two main problems with this guy is that he was too stupidly stubborn to use a headset and intercom (he thought he could "hear detonation better" without one, but we couldn't hear anything), and he liked to critique each landing on the subsequent climbout, just when it was noisiest. Second, he talked cryptically, like I was supposed to figure out what he was talking about. That may work if you're a monk in a monastery, teaching philosophy, but not in a cockpit.
I can't agree with this point strongly enough. Our club has four instructors who needless to say all have slightly different teaching techniques and I think I actually learn more from each lesson by the interchangeability.
One of my mom's friends took flight training here in Canada. She made a big mistake on her first solo flight; she followed the wrong highway using vfr flight rules and ended up crossing into the United States. After being escorted to an airport by US airforce interceptors, she had some 'splainin' to do. She was then allowed to call her worried instructor who was waiting for her at her destination airport.
She has a great story to tell for the rest of her life. Probably worth it for what she had to go through.
Situational Awareness is VERY important. She touched on it in item 4, but if you have a problem that you are working, you often become "tunnel oriented" and you forget to read your gauges, look for traffic or clearly understand ATC instructions. Example: a commercial airliner that had a landing gear problem. The crew was so busy trying to fix the landing gear, that they forgot to check their gauges and ran out of fuel resulting in a fatal crash.
I'm just 4 hours into training for a micro-lite licence in UK but recognized all these points and found the video instructive and encouraging. Many thanks cousins.
As a student pilot, I can relate to most of those. It's best not to get cocky when flying, disasters happen when you feel most certain nothing will. Practice makes perfect, reward your self with good landings, good radio communications, and all in all safely flying the airplane. Great video! Really helps a student pilot really nail down what he/she might not be the best at, and really work to improve it.
By the time I took the check ride for my private I'd gotten pretty confident. I made the the most beautiful landing in my career, like I was landing on eggs. In my cockiness I turned to the examiner and said "pretty nice landing, eh?" He just scowled "not bad for a soft field landing but I asked for a short field landing....do it over!"" My grin and ego popped like a balloon.
I feel lucky that my enthusiasm for flying is not only flying itself, I think many students should find fun and pleasure during preflighting. In fact I find it rather romantic, just myself and the airplane getting to know each other, it's a ritual for me. When I become an instructor, I will want my students to enjoy all phases of flight, right from the beginning at your home getting your weather to the preflight to flying itself.
I agree, 100%, and I've yet to begin training. I just wouldn't bother with it if I knew I'd have trouble taking preflight as seriously as the flight itself. I wanna fly and live to tell the tale.
Well, you rightful imbecile. Listen up:
My flight test report was described by the examiner (who's Australian) "an extremely high standard." Looking back at the report, I have exceeded the recreational pilot standard and many items on my flight test was rated as "instructor standard", a number 1 ranking (out of 3). I am also the youngest student in the school to be offered a job as a flying instructor which is saying something. So before you make a fool of yourself over the Internet, maybe educate yourself and go flying someday you halfwit.
I think you are doing very well and will be an asset to the industry.
Don't worry about jerkoffs that have never tried flying. I have. I enjoyed it a lot. Just too expensive to pursue.
I love this comment, and wow Aviation really is a relationship because I feel the same way, why would I rush through the preflight when it's so romantic, even the fueling is? :)
EXACTLY, I agree with you. greeting from Peru. ;)
Clear and brief instructions. It is absolutely important to follow the required checks, and small detail when flying.
Thank you so much for this very practical checklist...I will refer to it again and again.
Nicely executed! You have nailed this subject to a true and very effective extent - this does not patronize but inspires instead. Keep up this excellent work and remember ... 'STEP ON THE BALL!'
Very nice presentation! If there is one thing I always had trouble with during my SEL VFR trining - and probably still have, it was during landing to put the plane on the center line and not left of it...
Cheers, Horst
Thank you. That was very informative. As well as interesting.
Thank You for the Video. I have taken off once during a Discovery Flight and did Alot of the Flying and turns. Was So Fun and Unbelievable experience!!! The more lessons I take, the better of a Pilot I wish to become. This Helps.
Thank you chief. Well delivered and much obliged.
Hello all. Wow what a great video! There are a lot of really good points in the comment section as well as the mistakes shown on the video. As a student pilot with 48 hours and getting that much closer to the checkride, I can say that it has gotten much easier as time goes on. Not only was I finding myself overcompensating with the rudder, but my pattern work would be sloppy. Even though you're flying VFR (THIS is another tip), I agree with getting familiar with the airport diagrams. Tip: take it one step further. get familiar with the airport elevation and get familiar with the runway direction (runway 01/19 for example) and remember to look at what heading you should be at during the pattern. For example, If I take off on runway 19 (my home airport's runway KGEU) and I'm doing left base pattern work (I kind of have to or I violate Luke AFB's airspace) then my crosswind leg is 100 degrees, Downwind is 010 degrees, my base leg is 280 degrees, and my final approach turn is to 190. Remember the key term is VFR because you're doing Visual Flight Rules so about 80% of your flying is by eyesight. It never hurts to glance at the instruments as long as you're not fixated on them (unless you're doing instrument with your CFI). Once you're on the appropriate heading, look for a landmark (trust me that has helped me more than you can possibly imagine) and confirm your heading.
I live in Arizona so it's VERY common to see a lot of GA traffic. ALWAYS remember to keep your head on a swivel and look for traffic. I was doing a flight from KPAN (Payson AZ) to KGEU (Glendale) and as soon as I took off I requested flight following (Trust me folks, it's worth it). When the controller confirmed he had me on radar, he gave me a heading and told me about a Beech Bonanza that was about 2 miles and 2000 feet above me. I immediately leveled off and waited until I could see the traffic. After I saw him and advised ATC, I was cleared to continue my climb and resume my navigation.
Here's another big tip for anyone nervous about ATC communication: Don't be. The controllers are there for us as pilots. It's their job to help. The way I mastered ATC (I mastered that on my third lesson) was using several different resources. LiveATC.Net, (This is if you're a flightsimmer) VATSIM.net, and RUclips. I grew up flying with United Airlines (Whenever we went on vacations as a kid) and I would listen to Channel 9. EVERY one of those resources was a HUGE help and helped me relax on the radio.
I know this is a long comment and I seriously hope this helps
Preflight is everything. I see other people rush through but I takes my time :) Great video!
Thanks MojoGrip! We're glad you enjoyed our video - happy flying!
Right rudder is my biggest issue. I'm getting better but I still occasionally need a bit more. I've been flying with my friend for years so luckily I've had a lot of time and exposure to radio communications so that comes easy to me now but boy was it hard to get down!
Currently in the middle of making all these mistakes! Thanks for the upload
Hi NoviceAviator! We're glad you enjoyed the video - good luck on your training!
I have always been a student pilot and I always will be! This is why I am watching this video. It is good to review.
Excellent. Clear, understandable, and, above all, concise. Excellent on-screen presence by Sam. Network Television Quality!
Thank you very much for the kind words, mikerosscuba! We're glad you enjoyed our video!
Thank you
1. not using the checklist
2. poor weather briefing
3. not enough rudder usage
4. not using an airport diagram
5. rushing preflight inspection
6. "Odd northeast" safe flying altitudes
7. Staring inside the cockpit
8. Poor radio communication
9. Overshooting final
10. Flaring too much or too little
Thank you for the excellent presentation. I just subscribed!
Thanks for subscribing, Sheila! We're glad you enjoy our videos!
"Believe it or not…I was once a student pilot." Really? I just assumed you were born with the ability to fly (unlike everyone else). :) That statement cracked me up…especially from such a young pilot. Good video and most of the points are spot on.
Well, if you don't know anything going into the video, you might think she's a dispatch manager but not a pilot. You can go to dispatch school without learning to fly.
Good review
quinnjim lol that was funny. I was instantly ready to comment but looks like you did it for all of us. So smart and dumb all in one.
She's not a pilot, but I guess you missed the comment above. Good thing we all aren't name-callers. ;)
So many vacuous people putting boring vid's up. At least there are some good ones around instead of boob flashing or stating the obvious, as you mentioned....Yawwnnnnnnnnsville.
Thanks for the tip
Excellent video!
Great - Simple videos always great. We all mistakes, best to be aware and self critical rather tan have a cocky attitude!
Your video host on this episode was spot on! I liked the content & it's professional aspect as perfect!Thank-You for your share of your video!Kurt
We're glad you enjoyed it, Kurt! Thanks so much for the praise!
You are very welcome!
Head on a swivel! I've seen a slough of student solo flights here on the tube, and they're always concentrating on the instrument panel, or looking only in the direction of their turn. The skies are not friendly.
Pilot Mistake #11 - Crashing.
In all seriousness, my dad has just recently started to live a lifelong dream of having his own plane. He just got his license so I found this video to be a nice way for me to get a glimpse into some of the things he would have had to deal with during his training and beyond. Thanks for posting!
And most crashes are loosing airspeed at low altitude and falling into a spin - keep airspeed, no matter what. That "wing loading" theory most students gloss over is key to survival. On every take off, all pilots should mentally prepare abd reherse for their engine out on takeoff plan.
Thanks for Beaver video. Awesome!,,,
Most of her points are good but as a 3000 hr GA Commercial Pilot, here's my perspective on some of her points:
Checklists: I've found a lot of pilots have a misunderstanding regarding how to operate with checklists. I can't speak for the FAA, but Transport Canada recommends a "Do and verify", rather than a "Read and Do" style checklist when flying single pilot. This means completing the checklist as a flow from memory, and then verifying with the checklist at a safe time. During single pilot ops a checklist can be a distraction during busy phases of flight -- don't get caught with your head down buried in a checklist when your attention should be focused on flying the airplane.
"Odd Northeast": She fails to mention that the directional cruising altitudes don't actually take effect until ABOVE 3000' AGL. Therefore in the vast majority of North America, 3500' ASL is still below the directional cruising altitude standard, which means Eastbound cruising alts don't kick in until 5500' ASL
Hi Chad! Great advice! Following a checklist should never PREVENT you from flying safely! Sam did mention that the directional cruising altitudes only take effect above 3000' AGL but it's definitely worth mentioning again because that's a very important detail that student pilots can miss! Thanks for your comment and happy flying!
Chad: "Odd north east". Look again. She introduced VFR cruising altitudes with the 3,000' AGL floor at 2:33 in. Student mistake #11: When the instructior is talking, STFU and pay attention.
I love this video. Really awesome
excellent presentation
Thank you!!!
A "perfect landing" isn't always a very smooth landing, overall in wet conditions :) Thanks for this great video!
You're quite welcome. :)
This an important video I will keep your video. Thanks 😃 👍
As a glider instructor I can say that I have never flown with a PPL pilot that knew how to use a rudder. They only use it during cross wind landings. If you want to learn how to use the rudder correctly, get a lesson or two from your local glider club. You won´t regret it.
Furthermore schr75 I do not know if the pilots in the video were supposed to be looking out of the side of the canopy in the turn but I think you would agree that it would be a mistake to do so in a glider.
There was no glider aircraft anywhere near where I live but looking back i think glider training would be a great expeeriance for any pilot.
this is going to be so helpful when i go for my license in college.
Awesome! We hope it helps!!
Good luck! We're happy to help!
I would if i had 20/20 vision.
Don't be discouraged about your eyes. If they really want you, they will give you surgery to fix them.
You can fly with glasses. As a Sport Pilot you do not need a medical. As a Private Pilot you need to be 20/40 corrected or better.
Brilliant well done. Nice landing.
Regarding 2, overshooting finals. My first instructor from the very beginning to when I soloed pushed for precise landings. His method was to pull power completely back directly on downwind across from the point you wish to touchdown. Then you didn't touch the throttle (no throttle jockying) for the duration of the downwind, base then final. Basically you were then flying a glider. It certainly helped improve your judgement for pattern control I would say. Not sure if that is a standard training method.
That's a good skill to learn from early on!
The problem with that is intake icing, even with heat on. To some people it comes naturally, learning to judge where you are on the glide slope even while you're still on downwind. For me it took lots of practice and flying into a strange field I still get caught out sometimes! I'd love to be as good as cropsprayer pilots who fly fast circuits because time is money.
I once had an instructor who killed the engine on downwind... just for me to practice a true power off landing. His tidbit of advice: put down about half flaps, and reduce flaps in place of adding throttle. It was a good lesson, and I made a good landing. This was in a C-150.
It never cease to easter really
Great stuff! Keep it up!
Thanks FunPlacesToFly.com!
The one thing I was never told is what lane of the runway you should aim depending the wind to land on the middle.And so everytime I was aiming at the middle I would end up either left either right
fantastic
This is so accurate 😅
Knowing when to turn base can help prevent overshooting on final. Fly a proper pattern too.
I used to want to do this. Kudos to anyone who wants to go into aviation. Make sure that you really want to do it though.
#10 One of the co-owners of my dad's plane (a Cessna 177RG) was landing in Burbank and performed a nearly flawless landing. The one flaw was a rather bad one though, as, even with a check list, he forgot to lower the landing gears.
The theory is, that while going through the check list he was called on the radio between whatever step was before "lower gears" and continued the check list without realizing he had missed a step.
So not only use a check list, but use something you can mark off each item as it is performed.
This was back before iPads but even laminated checklists and grease pencils will work.
#8 When I was really little my dad (who was a CFI) had a hard landing once. I piped up from the back seat with "Too much rudder daddy."
Very useful!
Thanks!!
We're glad you found it helpful! Thanks for watching!
Great video.
Thanks John!
Checklists are essentials! There are many "experienced" pilots that just banned checklist usage...
A good pilot is always learning right? One time as a student pilot, at about 100 ft above the ground on final I had to do a GA and started to prematurely clean my flaps up b4 getting my airspeed up above Vs. As I started to drop, I will never forget that sick feeling in my gut telling me that I just screwed up. Lucky for me I remembered my power on stall recovery training and applied back pressure until I was flying again. I don't recommend that you try that at home! LOL
No 11......you ask a stu just finished t/o ldg practice at his Home airport...what's the CTAF here?? and he gives you the deer headlights look...lolol good training out there...geeez
Awesome.
spot on points
Thanks! We're glad you enjoyed it!
i'm going to start my training in a few months and i'm super excited and nervous as hell at the same time. i can already imagine my instructor face-palming in every mistake i'll make. lol
but again "No Guts No Glory" right?
Happy flying Juan Abdul Takeshi! We're excited for you too! Congratulations and good luck!
Just wait until your instructor lets you solo for the first time. Just relax and give yourself plenty of time before you take off and remember when approaching a power off landing, the stick will always want to pull forward. Get the feel of the stick and always keep some back pressure on it when landing.
T H noted. thank you so much! ill need more advise like that one.
Flying a light aircraft is really no big deal however you will find that the aircraft is very sensitive to any stick movement. You don't need to move the stick very much. One more thing. They will put you in the left seat and tell you to handle the steering with your left hand only. The reason is you need your right hand to handle the throttle. Getting use to flying with just one hand takes a little practice but with time it will feel natural. The biggest mistake a pilot can make is to fly in bad weather. Never fly in any bad weather ever. Bad weather will kill you in a heart beat.
T H Thank you very much! do you have any advice when talking to the atc? i'm a shy person and my english is not that good and thats also a reason i'm going to take my training in Texas, US to improve my english. I'm from Indonesia btw.
I'm naturally not a fan of any kind of checklist. It's a tough one to overcome.
(Great video, btw) :)
Well, you probably shouldn't be a pilot, then.
That super Decathalon is so much fun to fly.
New subscribed from Somalia
...and the worst mistake of them all: Wheels up landings.
only two types of pilots, those who have and those who are going to.
New pilot students do not learn in retractable gear planes.
ROFL
"...those who have and those who are going to."
I don't think that's it's inevitable that you're going to ever make a wheels-up landing. The most valuable lesson that you can ever derive from flight training is to FOLLOW THE CHECK LIST!
*+Joey Jamison* _"...worst mistake of them all..."_ There are far worse mistakes than wheels-up landing. Fuel starvation and CFIT come to mind.
Nice video!
Thanks fuzzypaws17! We're glad you enjoyed it!
You are welcome! Hope it helps all those student pilots out there!
so true....
Nice videos always inspring me i am 14 want to start flight training soon. I hope i get well on it.
Glad you enjoyed it!! :) Good luck with your training!
We're so glad you find our videos enjoyable and inspiring... that's exactly why we make them! Passion for aviation is contagious! Thanks so much for the kind words - good luck and happy flying!
+US Sport Aircraft No problem sir you diserved it. Great work
See if there is a Young Eagles or Civil Air Patrol chapter near you. Also, if you have any skills, you may be able to get a local flight school to trade you a tiny amount of instruction for some labor. Particularly if it a privately owned flight school. Another money saving tip, do your ground school using an on-line course, or community college course. Most high schools have a program that will allow students to take a night college class; this is the cheapest ground school you will ever find.
Good luck, being a pilot is absolutely awesome.
Agreed. While I paid for all of my training and didn't try any tips mentioned above, they offer ground courses on weekends at some community colleges or flight schools. I recommend getting the written done as early as possible. I waited unfortunately until 3 days before my Checkride and crammed for it. All went well though. Just study up on free online Private Pilot Written Exam Test Preps that are available on multiple sites. Sporty's also has a nice demo that asks 60 questions at a time. That helped me a lot.
These planes look awesome! I can't believe they're so cheap to fly! What is the process to rent one? I have only flown Cessna 172's before. Do y'all do an endorsement to fly them?
If you're current, all it takes is a quick checkout! This is usually accomplished in one or two short flights with an instructor.
At US Sport Aircraft, SportCruiser rental is $135 per hour (including fuel) and an instructor is $60 per hour for a total of $195 per hour paying as you go (this price can be reduced when purchasing a package - see our website for details!)
After you're checked out, rental is just $135 per hour as you go or $125 per hour with our renter's package!
If you fly a lot, you might be interested in our SportShares fractional ownership program. With $25/hr direct operating costs you can often save money by owning 1/2 or 1/4 of a SportCruiser! Visit our website or give us a call at 972.735.9099 for more info and check out the other videos on our channel!
Thanks for your comment!
US Sport Aircraft Awesome! I can't wait to come fly with you guys! Thanks for the response!
how much an hour to rent an F/A 18 Hornet? lol jk. used to dream of flying one those as kid. i shouldve enlisted in the navy i guess.
Matt Gan
I'm a student pilot but still doing ground. the rudder usage will not elude me, I WILL REMEMBER TO USE THAT RIGHT RUDDER 🔑
Number 8 is especially true with tail draggers.
What are the 3 things that are totally useless to a pilot?
1. The air above you.
2. The runway behind you.
3. The fuel you left back in the truck.
Great information. I've only got a little over1000 hours but can I make a few comments. Checklists are a must for any pilot, not just new pilots. Always make a good flight plan with route and alternate. As for instruments my best flight instructor taught me the most important instrument in the airplane is the windscreen. In spite of that he put me though more hood time and unusual attitude recovery than any other pilot I talked to got for private pilot training. Two months after I got my license I got into a total blackout and that training saved my life. I comfortably flew effectively IFR for an hour and a half, in mountainous terrain, before seeing a light on the ground that confirmed my flight path. His through training saved me or at least made me competent to handle many situations I've encountered over the years. You could add not picking a good flight instructor with references to your list of mistakes.
One thing I remember most was my instructor told me to have a rubber neck and swivel head. Every time I fly cross country I plan on spending time at the local pilots lounge and talking with them. You can learn a lot from their experiences (good and bad).
Hi flyalaska! That's great advice - that's why it's never a bad idea to fly with several flight instructors before choosing one. Also worth noting that a great flight instructor for one student may not always be a good fit for another student. It's important for your flight instructor to not only be very skilled and knowledgeable, but also compatible with your unique learning style! Thanks for sharing!
Glad to see this video. It was very appropriate and useful and letting the students know the actual mistake they make everyday... and one more mistake every student make is that not calculating take off/ landing distances for X-Country flights as well as local. And most frankly ur the hottest dispatcher i've ever seen... lol... thanks for the video!
We're glad you enjoyed the video! Thanks for watching!
Ooh yes and my radio phraseology 😬😬😬😬😬
Some controllers are not so nice. We have one at my local airport and I cringe when she is on duty. I try my best to not piss her off and I make my calls brief and to the point.
1. Self discipline. Too easy to pay for hours as you can afford them, and let ground school/study slide. You also get less out of air time (dual or solo) when less prepared.
2. Scheduling. Particularly up North, where good flying weather is limited to summer months, night time when ready is HARD to schedule. Few instructors like to stay up working at the late hours necessary when the sun sets late. Put it off, and then you aren't current to take advantage when the opportunity presents itself.
Save up to afford doing it on a planned schedule, in close succession. Daytime dual (currency/extra instruction) followed by night work planned with the instructor gives them more incentive to help & puts you in the best position to learn from it.
Can't expect an instructor you haven't flown with (or not in months) to sign off on/supervise that last hour of night time you need.
Hi Roger! Great point, especially regarding the necessity of a planned & consistent schedule. Even though it sounds like higher costs up front, training at least 2-3 times per week will save you lots of money over the course of your training compared to 1 flight per week or fewer (not to mention you will get your certificate a LOT sooner)! Thanks for commenting!
Yep. Don't get me wrong, it's better to have some time in the air than to never try it. But if you want your ticket it'll take concentrated effort at some point. Certain parts along the way require flights in close succession to be current & make progress, plus a final push to be at your best for testing.
Even once you have a license, you can't go without flying for a long while & just pick it up again on a moment's notice. Check ride before a Holiday rental doesn't cut it if that's all the flying you do in a year.
What are some online resources or general suggestions that anyone knows that would be helpful? I'm 17 in the States and I'm on the fence for pursuing a commercial license or someone of that nature. The only issue is that I'm not sure if I'm qualified to be trained, based on educational factors, and the prevalence of minor ADD.
Thank you for the video, I especially liked the 1080p quality.
From, Kelton
Hi Kelton! We're glad you enjoyed the video! For rules and regulations regarding qualifications, we would recommend visiting faa.gov for information. If you still can't find what you're looking for you can always give us a call! 972-735-9099
i have aready registred with Phoenx academy, i will be flying next year
The very best way to learn rudder control is with a tail dragger, akin to peddling ones way round the circuit.
They used the Addison airport diagram at 2:00 , which is the airport im learning to fly at haha
Isn't p-factor and spiraling slipstream the same thing? The prop blast is hitting the left side of the rudder more than the right. What am I missing, here? As an R/C model builder and pilot, I'm always trying to learn as much as I can to build my aircraft to fly as well and as safely as I can. Love the Decathlon, by the way. I built and flew one in 1/6 scale some years ago. Snaps and spins galore! But can be a real handful on the ground with such a short tail moment. I call it the pilot maker. Happy landings from Las Vegas, Nevada!
Hi Richard! P-factor is a direct result of an aircraft's rotating propeller (the asymmetric thrust produced by the descending blade opposite the ascending blade), which is responsible for the asymmetrical relocation of the propeller's center of thrust when an aircraft is at a high angle of attack. This shift in the location of the center of thrust will exert a yawing force on the aircraft, causing it to yaw slightly to one side.
Spiraling slipstream on the other hand is caused by the slipstream acting upon the tail fin of the aircraft: the slipstream causes the air to rotate around the forward-aft axis of the aircraft, and this air flow exerts a force on the tail fin, pushing it to the right.
We love our Decathlon too! It's an amazing aircraft and a very popular member of our fleet. Happy landings!
US Sport Aircraft Thank you so much for that very informative reply. After some 35 years of building, flying, and studying all things relating to the hobby/sport of model aviation, I can always learn something new!
My latest project is a 1/5 scale Christen Eagle with all nine colors (!). She's ready for run-up and taxi tests after which I'll do a complete inspection from spinner to tailwheel before flight testing begins. Wish me well because luck is not a factor. Ha! Blue skies and fair winds.
P.S. Meet your newest subscriber...me!
Even the most knowledgeable, experienced pilot can benefit from some more knowledge and experience!
Sounds like quite the project, we wish you well! And thanks for the subscribe! We're glad you enjoy our videos as much as we enjoy making them! Happy flying!
I definitely did some of my private training and took my PPL checkride in that EXACT SAME DECATHLON in 2015......... THAT'S MY FREAKING BABY!
Keep yourself from getting lost and/or If the tower gives you a DF steer -- always check your gyro Directional Finder heading against the magnetic compass every five minutes 'AND' before every major heading change. Directional gyros have a nasty way of reading fine for awhile, then all of a sudden without warning suddenly drifting off 20 or 30 degrees or more.
If the tower gives you a DF steer and it doesn't seem to point you to the airport like it should, the problem is possibly a DF heading that has drifted way off course without you realizing it. RESET YOUR DG BEFORE YOU TRY IT AGAIN.
one of the things my instructor taught me that helped me with practicing rudder was to push the rudder hard and counter it with the joystick, then alternate to the other direction with the goal of keeping the nose straight. really helped get the feel of the rudder, what to expect and how much force to apply. of course all this during flight to feel full effect.
Checklist are important.
I'd rank "lazy feet" ( i.e. rudder control ) as the number one fault because that habit leads to unco-ordinated flight in critical regimes. You mentioned the " turn to final overshoot" but failed to note the catastrophic consequences of an uncoordinated turn at low altitude and low airspeed in a high drag configuration. It commonly results in a slip condition creating a higher than expected sink rate which the pilot addresses with back stick which stalls the inside wing with subsequent roll and spin moment. IOW the classic "Ensign Killer" accident of WW2 primary solo flight. The "cure" is simple. Introduce the student to near stall/stall flight regimes where rudder co-ordination is critical at safe recovery altitude.
A WWll pilot and were were in CN. Preflighted according to checklist. It was spring, And the plane hAd set on the tarmac for six days. Three hours later we landed at my home airport. As we walked away from the plane, suddenly black smoke poured from under the hood. He tried to stArt it but it wouldn’t crank. Another pilot quickly came, and squirted it with a big Pepsi. Put the fire out. What started it? A birds nest on the motor! Needless to say, but I added another Item to my check list: check for nesting birds!
Great Video - Apparently the PIC didn't check the nose wheel (front) tire pressure on the aircraft in the beginning of the video (46 seconds), It's clearly low.
Not sure I agree, because it's so hard to see. That's why I would prefer not to have wheel pants on a fixed gear plane. I'd take the couple-of-knots speed penalty in exchange for being able to see the tires, wheels & brakes.
I find a common issue for pilots is extensive training in a single area. If you learned to fly in uncontrolled airspace you will quickly be overwhelmed when transiting controlled airspace especially around large international airports. Controllers are very busy and speak very quickly. Everyone else you hear seems to understand but you struggle. It is best to tell a controller upon initial contact that you are a low time inexperienced pilot. Most will do their best to keep things simple for you and not let you get in the way. Probably a good idea to take a flight lesson or two in different environments in different States. Just sayin'
The controllers will know you are a low time inexperienced pilot by the way you conduct yourself. Depending on the airspace, some will help you and some will vector you out over the ocean. Don't take it personally
to Nr. 6:
Sadly some FI do not plan any time for this. I got my ppl a week ago and my FI gave me all the time i needed for the Check but at my gliding club there is no time for this
Student pilots make the same mistakes as experienced pilots except they are making them for the first time. 1. failure to use and reuse checklists and complete each item 2. failure to check for adequate fuel for the flight 3. failure to use adequate right rudder on takeoff and in the air 4. failure to keep head out of cockpit 80% of the time to look for traffic 5. failure to make proper radio calls either in non towered or in towered airspaces 6. failure to make square patterns and stabilized approaches 7. failure to have proper airspeed 'over the numbers' and raise the nose at the correct time avoiding porpoising or bounced/hard landings 8. failure to recognize stall and increased load factors in turns that increase stall speeds 9. failure to deal with xwinds and use brakes/flaps properly taxiing 10. failure to compute Weight & Balance and account for Density Altitude before taking off
Sportcruisers look so fun to fly
Can an international student get a job as a pilot in the USA after doing bachelors in aviation in USA?
How hard is it?
Don't go up without barf bags. I suffered from motion sickness until my body became accustomed to flying. Prior to one training flight with my instructor I failed to purchase a new supply of barf bags. I wound up puking in the cockpit and on my instructor.
The Anti-Mason That must've been horrible......😂😂
Saw one officer barf in his hat during some turbulence on a hot day. Couldn't throw it out so he held his "barf bag" for about an hour. Poor guy, I felt sorry for him. He overcame his stomach issue and made it through flight school. He stayed out of fighters and went with C130's to build time. That was all a long time ago but I still can hear him barfing over the a/c noise. Later I learned about peppermint oil in your mask to blot out smells. :)
I got used to it too. The only time I ever feel sick during flight is if it's gusty, usually if winds are 15 kts or higher. And even then it's not enough to make me vomit
Fun fact: the left-turning tendencies of prop planes is the sole reason why aircraft carrier towers are on the right!
Last night I decided I needed to get my life back to Alaska. Better learn to fly, I figure. Got my first "private introduction" lined up with a neighbor on Saturday. With that and a mess of reading, this seems remarkably doable and "quick" to start rolling. Can't wait to be that cocky bastard bush pilot we all hate ;)
thnx!..student pilot.
She is helpful professional...neat to see a lady pilot...only about 16 percent females ... in aviation...mostly men bc flying is scary
What makes "odd north east" a good way to remember VFR cruising levels? Seems like pretty random mnemonic.
What aircraft are you using to train pilots?
Hair-checkLipstick -check Nails-check Eye shadow - checkHigh hills (no) - Check Ready For w Dep runway 11 L at Delat :)
I wouldn't be so sure about the second one.
What's the problem of overshooting the final ? There's little chance that ATC would authorise two VFR aircraft close to each other on final (at least in my country)
On the contrary, wanting to not overshoot the final can lead to dangerous excessive inclination during the last turn.
I agree - pattern work is definitely an art to master!
Oh lord...MORE RIGHT RUDDER. My CFI even made an SNL reference
Ok, I have a question on rule #5, the odd NE flying altitude. So if we are using an exact Northern heading, would we also be flying in odd 1,500' increments? And South even? My instructor told me this the other day "East=odd West=even" but afterwards, I didn't even ask what about N and S. Thanks all!
Hi Garrett! For VFR traffic above 3000ft AGL, flying a heading of 000º to 179º you must fly an odd thousand plus 500ft (3,500 - 5,500 - 7,500 etc…) and if you are heading 180º to 359º you must fly an even thousand plus 500 (4,500 - 6,500 - 8,500 etc…).
So if you are flying an exact Northern heading (000º) you must fly an odd thousand plus 500ft. That's why we say "odd NORTH east" to remember, instead of just "odd east."
(As for why that's how we remember it instead of saying "even south west" I'm not quite sure, but both would be correct!)
US Sport Aircraft Understood. Thank you very much!
wrong, not heading but magnetic course
(a) When operating below 18,000 feet MSL and-
(1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude + 500 feet (such as 3,500, 5,500, or 7,500); or
(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude + 500 feet (such as 4,500, 6,500, or 8,500).
I've been flyin a couple of months now