I took a 16 year "gap year" and go current again recently. It really is amazing how much you retain, once you get back into it, at least for me, it all came back. Had a fight last week where the flaps would not extend, had to do a no flaps landing, solo, hadn't done one in probably 18 years! Took four go arounds until it felt comfortable but the fifth try it worked out perfectly. If you;re rusty, go out and get back into it, you'll be glad you did!
I agree. I know it's very important for CFIs like Jason and others to articulate that it's important to fly "a lot" from a CYA standpoint, but realistically if you use a sim for procedures and maybe a pilotedge subscription for ATC, you will be back in the saddle in no time at all. Remember also that it costs $0 to chair fly. 10 T/G landings in the pattern with a long runway, 1.5 Hobbs time, I think you'll be GTG again for normal days VFR. You can practice emergency procedures and all that good stuff on a sim to be honest, maybe 1 extra hour for good luck in real life to feel how real it is. Simming has really made staying proficient much more cost effective.
Good to hear RandyMan, I'm just now getting back in the air after a 20 year break. Can't wait, but, I'm rather nervous about it. Several changes since I last flew, i.e. class G didn't even exist as I recall. TFP provides a great service! Been watching him quite a bit over the past 2-3 weeks.
@@azcountry6064 Yep, that's the kind of stuff (the items that didn't previously exist) that keeps me awake at night... oh well, gotta give it a try, assuming I can find a patient CFI
Very helpful for those of us learning. Thanks for making this real. Reminds us to keep learning and improving rather than building anxiety about being perfect. Thank you.
A long, long time ago a medical misdiagnosis brought my budding flying career to a halt. Bad timing as I had just completed my Commercial Pilot training. Fast forward to 2023, when I saw an announcement for an AOPA "Rusty Pilot" seminar at the Buckeye Air Fair. Curiosity and a sense of "what if" prompted me to attend. The following month I decided it was time to consult an AME. He was certain the old misdiagnosis wouldn't be a issue (and it wasn't) however, being much older now, there was my coronary bypass surgery...which meant special issuance. Well here we are in 2024, my 3rd Class SI in my hand since February. I've got 12 hours with a CFI and I'm starting to feel like "I got this" once again. Although, I've had a couple of challenging sessions, amazingly the skills were still there albeit rough around the edges. Things are smoothing out now, and I expect my Biannual Flight Review to be signed off in just a few more hours.
The longest I've gone without flying was last winter when my plane was in the shop for an engine rebuild. When the end was in sight I did a checkout and bought some block time from a local flying school to get back in the groove. I was nervous starting the engine. By the time we were climbing out it felt like I had been flying all along. Just like riding a bike...
Not sure if its different in the states usually we declare the type of landing we are doing here when on final/base. Useful for spacing purposes I have found. Eg "Lilydale Traffic, Romeo Juliet Bravo, Arrow, Turning final runway 18, (full stop/touch and go) Lilydale"
Oh yes sunshine flyers over at Auburn. That is where I got my tail wheel signed off in the Citabria. Runway 25 is interesting coming in as there are a lot of thermals in that little valley on the approach end. Many times I had power off and could not to send without doing a forward slip.
Don't forget to follow the noise abatement procedure and turn to heading 230 out of Auburn. Also, many do not know where "Sunshine" is in relation to airfield, so "Midfield" may be a better radio call. Overall, great info and I really appreciate your contributions.
Thanks for another great video. Not flown for 2 years but got the bug to get back to the sky. Just have to pass my medical and get back to it. PPL now but want to continue for my IFR. I am in PA just outside Harrisburg.
The last time I flew was in the year 2000 and put it away for 13 years. I started flying for a few years and had to put it away again. Today it’s been almost 8 years since I’ve been in an airplane and I’ve passed my BFR with flying colors. Now I am just working on getting an IPC. This is a difficult task because there is no instruction involved it is just like taking a check ride with the FAA for your instrument rating. You either know it or you don’t. Many of the regulations and terminologies have changed with the advent of GPS. When I learn to fly I got my instrument rating we were flying on published NDB routes! The main issues now and Aviation as if you were not current and you try to become current it is extremely expensive especially when you could spend over $1500 just getting your currency back. Back in the day about 40 years ago it cost me $59 an hour for both a Cessna 152 and instructor.
Very helpful! I am just wondering, is it standard phraseology in the US to say "Ready for take off" (9:25)? I was told to avoid the word "take off" and use "departure" instead, when not directly refering to the take off clearance
This is from an ATC training supplement: 4−3−1. DEPARTURE TERMINOLOGY Avoid using the term “takeoff” except to actually clear an aircraft for takeoff or to cancel a takeoff clearance. Use such terms as “depart,” “departure,” or “fly” in clearances when necessary. And the AIM states: “The single, most important thought in pilot/controller communications is understanding." So, basically for ATC its regulatory and for pilots it would be a recommendation, as long as the communication is clear. Hope that clarifies!
On that arrow. Turn off the alternator and check for the alternator inop light, I flew that plane for 5 hours not noticing that the battery wasn't charging. There was not an alternator light on for that flight.
I thought this too. Turning out at ~200ft over the runway with 1000fpm descent! Maybe this was a practice power-off approach and that wasn't mentioned in the video?
Fair observation, but a ‘stabilized approach’ doesn’t include ‘not being in a turn.’ Configured for landing, on speed by a certain altitude, sink rate no more than 1000 fpm when under 1000’ AGL are the criteria, not wings level for ‘x’ number of miles on final.
But definition of stabilised approach also includes: “The aircraft is on the correct flight path Only small changes in heading/pitch are necessary to maintain the correct flight path” More susceptible to wind changes, stalling etc when turning?
Actually, the FAA”s definition doesn’t include heading or turning when referring to the flight path. Operators might, Airbus might, but a stabilized approach is defined as stated above. The lateral path to the TDZ is still up to the pilot. As long as the speed, sink and configuration is ‘stable,’ the chance of a long or short landing is minimized… the purpose of the whole concept in the first place. We can go on and on, but pilots should fly what they’re comfortable with. I certainly don’t want to fly my C-180 on a 1.5 mile straight-in final from 500’ AGL to be considered ‘stable.’ But I flew heavy airplanes that way. But even in those, I wasn’t restricted to ‘no turns’ as part of the stabilized approach criteria. So to sum up… I’d say the correct flight path is selected by the pilot, just as Jason did.
Nice to see you still use the "paper" checklist for some things and not the iPad (ForeFlight) exclusively, Also, if flying in turbulence or IFR would you have the iPad yoke mounted?
Interesting you chose a complex to get back to proficient. I think most would do a 172 or Cherokee 140. I think between that and your mistakes were very minor, it shows your rusty flying is better than most’s best. That speaks volumes for staying proficient and flying regularly… less rust and easier to knock it off.
check out the free trial of our app! There is so much like this and more in the flight side (www.learnthefinerpoints.com/ground-school ) but the 5 A's is a tool to make sure you've covered everything on your arrival (ATIS / ALTIMETER / APPROACH BRIEFING / AVIONICS / AIRPLANE) and CIGARS makes your run-up redundant.
Hello I'm from Brazil and taking my Private Pilot course, however, I'm flying a conventional landing gear plane, not tricicle, and I'm having a lot of trouble keeping centerline and doing 3 point landing, I feel like I hit a brick wall with my CFI, Do you have any tips that could maybe help me?
at 11:27 - you didnt mention Oakland Class Charlie that looks it runs from 1500 feet to base of bravo how can you climb to 2500 without talking to them
The Oakland Class Charlie outer shelf is controlled by NorCal TRACON. Unlike the Bravo clearance (which you need to hear explicitly and is not guaranteed), as long as you have established communications with NorCal, you are cleared into the charlie outer shelf unless they tell you otherwise. At 7:30, Jason told San Carlos Ground that he wanted to talk to NorCal after departure, so he knew he would be switched to them with communications established well before entering Oakland's Outer Class Charlie.
Hi Jason, I got my CFII two decades ago and am now starting training again to get back into the game with the goal of another CFI/II checkride by the end of 2022. Any advice for someone who is starting again after a very long break? They flying part is coming back like riding a bike but all of the other aspects need practice.
‘… we have our abort speed…” I’ll quibble here. When I think Abort speed, I’m thinking I can abort up to this speed and Im committed to flying after this speed. I suspect you were more using a number as a decision speed based on a ground roll distance or a reject speed so as to abort if you did not have this speed or better by the reference difference down the runway. Such could lead into interesting conversations probably worth their own video. Could include a point regarding accel reject stop aka safe abort under certain conditions having a gap to safe to fly continue especially for some multis. Under the wrong conditions you can have a no man land when you won’t make the abort and you can’t continue to fly. Bit like how at elevation fields, piston multis really just extend engine out glides. (MELs safer around the islands, more hazardous around the mountains.) On the “line speed” check, believe BlancOlirio just had a bit speculating about such possibly being missed on a recent Citation crash with examples of such being missed on previous Citation crashes.
Note also some planes may have a speed dividing low speed abort, done for any reason, and high speed abort, done only for certain reasons with takeoff for downwind, or climb to troubleshoot, on other reasons.
I'm a new CFI and I'm going to be working with my Father-in-law to get him current again at no cost to him since he's let me and my wife live on his land and helped us so much with so many things in our lives. He got his PPL in the late 80's/early 90's, he's been trying to find his logbook and certificate but he can't find either. He's very much a rusty pilot. He hasn't flown since the late 90's. I'm wondering if it's possible to get a copy of his certificate through the FAA with the "application for destroyed, lost, or paper certificate", conduct an extensive flight review, and start a new logbook for him or if I'm going to have to start his private pilot training all over again? I really want to get him flying again and would love any guidance you're willing to offer.
I took a 16 year "gap year" and go current again recently. It really is amazing how much you retain, once you get back into it, at least for me, it all came back. Had a fight last week where the flaps would not extend, had to do a no flaps landing, solo, hadn't done one in probably 18 years! Took four go arounds until it felt comfortable but the fifth try it worked out perfectly. If you;re rusty, go out and get back into it, you'll be glad you did!
I agree. I know it's very important for CFIs like Jason and others to articulate that it's important to fly "a lot" from a CYA standpoint, but realistically if you use a sim for procedures and maybe a pilotedge subscription for ATC, you will be back in the saddle in no time at all. Remember also that it costs $0 to chair fly. 10 T/G landings in the pattern with a long runway, 1.5 Hobbs time, I think you'll be GTG again for normal days VFR. You can practice emergency procedures and all that good stuff on a sim to be honest, maybe 1 extra hour for good luck in real life to feel how real it is. Simming has really made staying proficient much more cost effective.
Good to hear RandyMan, I'm just now getting back in the air after a 20 year break. Can't wait, but, I'm rather nervous about it. Several changes since I last flew, i.e. class G didn't even exist as I recall. TFP provides a great service! Been watching him quite a bit over the past 2-3 weeks.
@@azcountry6064 Yep, that's the kind of stuff (the items that didn't previously exist) that keeps me awake at night... oh well, gotta give it a try, assuming I can find a patient CFI
Very helpful for those of us learning. Thanks for making this real. Reminds us to keep learning and improving rather than building anxiety about being perfect. Thank you.
Awesome! Happy to hear it helps 🙌
Having not flown since 2007 and about to go back this was brilliant. Thank you
A long, long time ago a medical misdiagnosis brought my budding flying career to a halt. Bad timing as I had just completed my Commercial Pilot training. Fast forward to 2023, when I saw an announcement for an AOPA "Rusty Pilot" seminar at the Buckeye Air Fair. Curiosity and a sense of "what if" prompted me to attend. The following month I decided it was time to consult an AME. He was certain the old misdiagnosis wouldn't be a issue (and it wasn't) however, being much older now, there was my coronary bypass surgery...which meant special issuance.
Well here we are in 2024, my 3rd Class SI in my hand since February. I've got 12 hours with a CFI and I'm starting to feel like "I got this" once again. Although, I've had a couple of challenging sessions, amazingly the skills were still there albeit rough around the edges. Things are smoothing out now, and I expect my Biannual Flight Review to be signed off in just a few more hours.
Congratulations!
The longest I've gone without flying was last winter when my plane was in the shop for an engine rebuild. When the end was in sight I did a checkout and bought some block time from a local flying school to get back in the groove. I was nervous starting the engine. By the time we were climbing out it felt like I had been flying all along. Just like riding a bike...
Not sure if its different in the states usually we declare the type of landing we are doing here when on final/base. Useful for spacing purposes I have found.
Eg "Lilydale Traffic, Romeo Juliet Bravo, Arrow, Turning final runway 18, (full stop/touch and go) Lilydale"
Oh yes sunshine flyers over at Auburn. That is where I got my tail wheel signed off in the Citabria. Runway 25 is interesting coming in as there are a lot of thermals in that little valley on the approach end. Many times I had power off and could not to send without doing a forward slip.
Don't forget to follow the noise abatement procedure and turn to heading 230 out of Auburn. Also, many do not know where "Sunshine" is in relation to airfield, so "Midfield" may be a better radio call. Overall, great info and I really appreciate your contributions.
Greetings Jason,
Thank you for your videos, I received my IFR rating on 10/5/21 and your videos helped me greatly.
Just wanted to say ...Thanks Man!
Thanks for another great video. Not flown for 2 years but got the bug to get back to the sky. Just have to pass my medical and get back to it. PPL now but want to continue for my IFR. I am in PA just outside Harrisburg.
Great stuff, Thanks Jason!
The last time I flew was in the year 2000 and put it away for 13 years. I started flying for a few years and had to put it away again. Today it’s been almost 8 years since I’ve been in an airplane and I’ve passed my BFR with flying colors. Now I am just working on getting an IPC. This is a difficult task because there is no instruction involved it is just like taking a check ride with the FAA for your instrument rating. You either know it or you don’t. Many of the regulations and terminologies have changed with the advent of GPS. When I learn to fly I got my instrument rating we were flying on published NDB routes! The main issues now and Aviation as if you were not current and you try to become current it is extremely expensive especially when you could spend over $1500 just getting your currency back. Back in the day about 40 years ago it cost me $59 an hour for both a Cessna 152 and instructor.
Very helpful! I am just wondering, is it standard phraseology in the US to say "Ready for take off" (9:25)? I was told to avoid the word "take off" and use "departure" instead, when not directly refering to the take off clearance
This is from an ATC training supplement:
4−3−1. DEPARTURE TERMINOLOGY
Avoid using the term “takeoff” except to actually clear an aircraft for takeoff or to cancel a takeoff clearance. Use such terms as “depart,” “departure,” or “fly” in clearances when necessary.
And the AIM states:
“The single, most important thought in pilot/controller communications is understanding."
So, basically for ATC its regulatory and for pilots it would be a recommendation, as long as the communication is clear. Hope that clarifies!
On that arrow. Turn off the alternator and check for the alternator inop light, I flew that plane for 5 hours not noticing that the battery wasn't charging. There was not an alternator light on for that flight.
5 hours on battery power, nice! No loss of radio/nav or anything?
First landing looked like a very, very short final - no time for stabilised approach? Good learning and reminders as usual. Cheers.
I thought this too. Turning out at ~200ft over the runway with 1000fpm descent! Maybe this was a practice power-off approach and that wasn't mentioned in the video?
Fair observation, but a ‘stabilized approach’ doesn’t include ‘not being in a turn.’ Configured for landing, on speed by a certain altitude, sink rate no more than 1000 fpm when under 1000’ AGL are the criteria, not wings level for ‘x’ number of miles on final.
But definition of stabilised approach also includes:
“The aircraft is on the correct flight path
Only small changes in heading/pitch are necessary to maintain the correct flight path”
More susceptible to wind changes, stalling etc when turning?
Actually, the FAA”s definition doesn’t include heading or turning when referring to the flight path. Operators might, Airbus might, but a stabilized approach is defined as stated above. The lateral path to the TDZ is still up to the pilot. As long as the speed, sink and configuration is ‘stable,’ the chance of a long or short landing is minimized… the purpose of the whole concept in the first place. We can go on and on, but pilots should fly what they’re comfortable with. I certainly don’t want to fly my C-180 on a 1.5 mile straight-in final from 500’ AGL to be considered ‘stable.’ But I flew heavy airplanes that way. But even in those, I wasn’t restricted to ‘no turns’ as part of the stabilized approach criteria. So to sum up… I’d say the correct flight path is selected by the pilot, just as Jason did.
@@buckerjungmann Guess he was doing what's called a "military approach". Cheers.
Nice to see you still use the "paper" checklist for some things and not the iPad (ForeFlight) exclusively, Also, if flying in turbulence or IFR would you have the iPad yoke mounted?
Interesting you chose a complex to get back to proficient. I think most would do a 172 or Cherokee 140. I think between that and your mistakes were very minor, it shows your rusty flying is better than most’s best. That speaks volumes for staying proficient and flying regularly… less rust and easier to knock it off.
is a flight review standard for commercial and private pilots or does a commercial pilot have to prepare differently for it?
Are you checking your rudder and horizontal by feel on preflight? i noticed youre unable to see out of your back window.
What does the "5 A" AND "CIGARS" stands for?
check out the free trial of our app! There is so much like this and more in the flight side (www.learnthefinerpoints.com/ground-school ) but the 5 A's is a tool to make sure you've covered everything on your arrival (ATIS / ALTIMETER / APPROACH BRIEFING / AVIONICS / AIRPLANE) and CIGARS makes your run-up redundant.
Needs a TFP hat Jason!
Great video! But I do believe you gave the wrong RWY number on your departure call from Auburn. Must of been thinking about KLHM!
😳 did I? See … rusty indeed
Yup said 1-5. Out of Auburn.
Speaking of rust… ~30 hr student that hasn’t flown in a year and a half….Covid.
Looking to get back in the next month or so. A bit 😬!
I find flying X-Plane with yoke and rudders keeps your head in the game.
love ur content
if its posible can you make the ground school app avaialble for android users.
Is it just a trick of the camera, or is your right main gear light dimmer than the others?
Hello I'm from Brazil and taking my Private Pilot course, however, I'm flying a conventional landing gear plane, not tricicle, and I'm having a lot of trouble keeping centerline and doing 3 point landing, I feel like I hit a brick wall with my CFI, Do you have any tips that could maybe help me?
at 11:27 - you didnt mention Oakland Class Charlie that looks it runs from 1500 feet to base of bravo how can you climb to 2500 without talking to them
The Oakland Class Charlie outer shelf is controlled by NorCal TRACON. Unlike the Bravo clearance (which you need to hear explicitly and is not guaranteed), as long as you have established communications with NorCal, you are cleared into the charlie outer shelf unless they tell you otherwise. At 7:30, Jason told San Carlos Ground that he wanted to talk to NorCal after departure, so he knew he would be switched to them with communications established well before entering Oakland's Outer Class Charlie.
Hi Jason, I got my CFII two decades ago and am now starting training again to get back into the game with the goal of another CFI/II checkride by the end of 2022. Any advice for someone who is starting again after a very long break? They flying part is coming back like riding a bike but all of the other aspects need practice.
Can you make the ground school app available on android?
Eventually for sure (or at least a web version)
‘… we have our abort speed…” I’ll quibble here. When I think Abort speed, I’m thinking I can abort up to this speed and Im committed to flying after this speed. I suspect you were more using a number as a decision speed based on a ground roll distance or a reject speed so as to abort if you did not have this speed or better by the reference difference down the runway. Such could lead into interesting conversations probably worth their own video.
Could include a point regarding accel reject stop aka safe abort under certain conditions having a gap to safe to fly continue especially for some multis. Under the wrong conditions you can have a no man land when you won’t make the abort and you can’t continue to fly. Bit like how at elevation fields, piston multis really just extend engine out glides. (MELs safer around the islands, more hazardous around the mountains.)
On the “line speed” check, believe BlancOlirio just had a bit speculating about such possibly being missed on a recent Citation crash with examples of such being missed on previous Citation crashes.
Note also some planes may have a speed dividing low speed abort, done for any reason, and high speed abort, done only for certain reasons with takeoff for downwind, or climb to troubleshoot, on other reasons.
I'm a new CFI and I'm going to be working with my Father-in-law to get him current again at no cost to him since he's let me and my wife live on his land and helped us so much with so many things in our lives. He got his PPL in the late 80's/early 90's, he's been trying to find his logbook and certificate but he can't find either. He's very much a rusty pilot. He hasn't flown since the late 90's. I'm wondering if it's possible to get a copy of his certificate through the FAA with the "application for destroyed, lost, or paper certificate", conduct an extensive flight review, and start a new logbook for him or if I'm going to have to start his private pilot training all over again? I really want to get him flying again and would love any guidance you're willing to offer.
What is the status of a Android based private pilot training ground school?
OMG, opened my logbook and last flight is more than a decade ago 😱
Never to late to get recurrent!
@@TheFinerPoints yes indeed need a big session though, with basic, instrument and multi …
✈️✈️🧡✈️✈️
To me, one of the most dangerous times is when you get back in the seat rusty.
idk but you are a handsome pilot 😏😏
i didnt hear a GUMPS!
Thanks! I think it was edited out for brevity but I’m going to go back and make sure!
GUMPS!!
Very OLD School! What does that stand for again (Gear ... ) ?
I'm only saying this because I care. Planet fitness is only $10 a month. They have a few ab machines in all of them.
Haha touché, dude, I’m at the gym 3 days per week and just can’t seem to get anywhere. Maybe I have to stop drinking whiskey? Noooo! 😳
"Why do you see the speck that is in your brother’s eye, but do not notice the log that is in your own eye?"
@@deani2431 Nice poetry 👌.
😂😂😂