Virtual "ride-along" flying videos; with multi-camera angles POV + panel, radio intercom audio. I'm a private pilot, doing my best to stay current and learn.
My videos are for self analysis; I'm striving to learn and improve as a pilot. I'm happy to share my experiences, and appreciate any and all positive feedback!
The controller in the tower in the video is Kjell, an avid aviator with tons of experience in gliders and other aircraft too. Retired as a controller now, but afaik he still flies airplanes!
Great video! I am curious why you are acknowledging tower takeoff clearance with only your call sign and not the full clearance plus call sign. Is it a Canada thing or simply because you are the only one in the airspace and briefed tower on your plans?
Prop Stop glide only works on airplanes with a Vglide speed under the normal 55 knots prop stop speed. I used to teach prop stop landings from base leg on Cessnas (w full flaps only). It is BS it will glide better under the published vglide... which is 70 knots or more on most low wingers. or 60 knots plus on most Cessnas. Many crashes and stalls lowering the Vglide to stop the prop. Only works on some LSA's and most will not glide further but be at minimum sink airspeed, not maximum glide but they say on those videos they are at Max Glide, which is BS.
Dan Gryder says never to do Vglide turns even with partial power if under 1,000 agl. To crash straight ahead, NO TURNS, ZERO TURNS. Just crash straight ahead. LOL.. I learned Vglide turns at 5 hours in a short wing Piper Colt bad glider. Doing short approaches since 8 hours of flight. Later on, I Had 3 single engine partial power fails, Turned and landed on airport. No accidents.
It is s beautiful flying and what everyone dreams of doing. But only with proficient pilots and very proficient instructors. Just don’t think it is the safest thing for two buddies to go out and try
Another enjoyable episode, Steve. And if I'm ever in Sweden I'll look forward to visiting that flying club. Seems like a great bunch of people. One question - if that were a final flight test you'd obviously need 2 planes for it. Would the school normally arrange the flight with two students finishing their training? If not, I imagine a single student finishing would have to pay for two rentals and instructors. Just curious.
Hey FlighChops, great vid, got a suggestion for you. My first ever 2 flight hours I ever did before starting my PPL was down in Florida with a program called AIR COMBAT USA. You can see it on my channel or just youtube it to get a sense of what it is if you haven't heard of it. Basically you sit in a fighter prop trainer (ours was the Italian SF-260 Marchetti) with an instructor (we had top gun instructors with ours), and do a dogfight against someone else in another plane. You pull up to 6Gs and when you score a hit (lasers) the other aircraft automatically pops smoke to indicate a hit. It's a GREAT amount of fun and something I highly reccomend that you look at. They are located all over the country.
Steve, love the videos. Keep up the great work and content. I hope you don't take this the wrong way, but that formation take off position as 2 is the absolute unsafest position to put yourself in. The correct way, and the way FFI, RPA and FAST teach it, is 2 lines up his leading edge with Lead's trailing edge on respective sides of the runway. That way, in the event of power loss, blown tire, etc by Lead, you are long gone down the runway. In your case in the video, Lead had the potential of crossing in front of you causing all sorts of drama. Hope that makes sense.
Different formation disciplines have different SOPs and different mitigations for those risks. FFI, FAST, USAF, RAF, RAAF, RCAF, RNZAF all slightly different. Most of the Anglo countries draw their procedural base from RAF procedures (tally-ho good chap!) and do formation takeoffs on the echelon line. USAF-derived procedures are more in line with what Tom described above, with the wingman hot on the echelon line until after ground separation. A century of accumulated operational experience suggests both alternatives are equivalently safe. SOPs are incredibly important in formation flying, and briefings should cover these details if there is any doubt at all. Everyone needs to be on the same page before the engines start.
This one was a big surprise; never would have guessed you did formation in Cherokees during this trip... including takeoff, tail chase, rejoins and landing! That formation was tight! The depth and breadth of your flight experience never ceases to amaze me. The little bit of informal formation training I had in the RV-8 was loose and I was always flying solo; I was talked through maneuvers and techniques by the experts in the other plane. Don't blame you for being nervous initially; I certainly would have been. Tail chases are always fun! I hope someday I can get more formation and aerobatic training; we'll see what the future holds. My near future will be attending Bomber Camp in Stockton CA next week. Can't wait to share that experience on my channel.
Great video, formation flying is one of the coolest things you can do with an airplane IMO. It clearly requires, on one hand, a lot of concentration to keep up with what's going on around you, and on the other, a great deal of trust on the people flying with you. Thanks for sharing some of the learning process and techniques used!
Why do you and other RU-vidrs use the term "content" for the videos you make and the stories you tell. "Content" is the derisive term that advertising people use to describe the stuff they tack their ads onto. It implies that its value isn't the stories it tells or the beautiful way that it might do it, rather it is just "content", just "stuff", a vehicle for ads. I think you owe it to yourself and other videographers and story tellers to stop using that term and refer to your art with more self respect.
I… think there’s a complement in there..? Anyway, my take on it is that this is largely about semantics. Personally, the term “content” doesn’t bother me. But interestingly, being called a “RU-vidr” does bug me, and you’ll never hear my call myself an “influencer”. But “content creator” or simply “creator” is something I do consider myself.
Dan Gryder says never to do Vglide turns even with partial power. To crash straight ahead, NO TURNS, ZERO TURNS. Just crash straight ahead. LOL.. I learned Vglide turns at 5 hours in a short wing Piper Colt bad glider. Had 3 single engine partial power fails, Turned and landed on airport. No accidents.
"because this area of sweden did not get damaged during WWII, whereas most of Europe ancient ruins like this are gone" - Clearly, you havn't been to most of Europe. ;) Europe is _full_ of ancient ruins. ;)
Oh, and it's also full of buildings and structures many hundreds of years old that are _not_ ruined. Churches especially. Only some major cities got completely destroyed in Europe in WWII - mostly German ones.
Wind has to be considered. When a 15G18 headwind on takeoff becomes an instant tailwind on turn back it is a performance decreasing windshear. That will change your decision altitude drastically. Have you practised an approach with an 18kt tailwind? With houses or obstacles on the departure path, a turn back to anywhere within the airport perimeter fence is a win. Terrain will be flat and emergency services will available, not to mention no collateral damage.
You have to keep the nose down when doing the Vglide 45 bank turnback. Aproaching the 180 point you will feel a bit more sinking due the tailwind, but then that tailwind will flaten the glide and helps reaching the runway. I used to to teach Teardrops and Hook Shaped Turnbacks in the 1990's CFI years. Had 3 partial power fails on me, Cherokees. Landed all.
Can you explain more thoroughly what you’re suggesting? Because the way I’m reading it you’re suggesting a power off pattern to return to the same runway we departed? (Did you watch the whole video?)
@@FlightChops What I mean is, you took off from Rwy 25, but came back to land on 07 (the "impossible turn"). Have you tried taking off from Rwy 25 and circle to land back on rwy 25. You'll probably be landing on the last half or last 3rd of the rwy, but still enough runway remaining at that point?
I’ve never heard of attempting a power off 360. In most cases you are lucky to make the 180+~90 to maneuver and land with a tail wind. Did you watch the whole video? I share the data in pretty clear detail.
@@FlightChops Yes I did, and it was a great video! The reason I asked about it, is because I had a partial engine failure with complete loss of thrust in a light sport taking off a fairly short runway with only houses ahead of me about a year ago. Looking for a place to land, the runway was right behind me, but I would have overshot it, and run off the end of it into a large body of water if I would have done a 180, so I flew parallel to the runway and turned onto the runway once I had reached the lowest possible altitude to do that, and it worked out great - maybe beginner's luck! I've never seen it done in any video, which is why I was asking the question. It was in the winter, so maybe if it would have happened in the summer, the high density altitude would have probably affected that.
@@junetebarts1334 I used to teach partial power turnbacks and turnaround the airport too. You had partial power, low density alt. A light sport. The tend to climb at over 800 fpm, are light and most keep alt if loose one cylinder. from say, over 600 agl, most can turnaround instead of having to turnback to other runway. But that also depends if engine is surging rpm or noises. If engine seems not to last,or steady power, it is better to turnback instead of delaying the landing and going to downwind leg, and base leg. I have a playlist of EFATo and landings after turnback or turnaround the airport which are different maneuvers, even when the ignorants call them the same, which is BS.
Hmm why didn't you guys say "cleared for takeoff 25" ever? Are you not required to read that back in Canada? That was drilled into me by my instructor here in USA.
If you fly straight out and than need to turn back like that, it's allways a 270° turn. 180° to reverse parallel to the rw + 45° to point to the runway + 45° to point it back to the centerline before touchdown.
I like your channel and most of the content on it but one thing that's gets to me is the elephant behind all afford this. Money? Where's the door I can knock on to finance my flying? I would do anything to fly around the country promoting aviation. You have a dream gig man. I could do it a lot cheaper too, if anyone's listening, because I wouldn't need an rv that fancy to do it in. I want to do it in a Zenith and get into the stol community. How do u get into getting sponsors and getting all this financed? Are you really making enough money on utube to do this? I would sleep in a tent under my wing if I had the opportunity to fly around the country promoting aviation. Not trying to beat u up but it seems so misleading that anyone with big enough dreams can do this. I've got the dreams and the passion. What I need is financial help. How do I get that ?
I tried to address that part of the story in this video. If you watch the whole thing you’ll see that I’m explaining I didn’t have much of a following or any sort of a budget when I knocked on Dennis‘s door and started my tail wheel flying. If it had stopped there, I would’ve been more than happy with how awesome that aspect of flying has been. But making a video every two weeks for 10 years ultimately opened more doors than the average keen aviator will get access to.
Most common engine fails are PARTIAL POWER. I taught 400 agl partial power turnarounds and turnbacks when CFI 2 decades ago. I created the partial power 444 rule to do it safely and easier. Partial Power on take off is lately known as Reduction of Thrust On Take Off (ROTOT), so for short, we can call that rule The 444 ROTOT RULE. WHAT IS THE 444 ROTOT RULE. The 444 Rule is a rule I created In the 1990’s to deal with the most common engine failure on take off, which is a partial power failure. Most times is a cylinder lost. That is a Reduction of Thrust On Take OFF (A ROTOT) I had 3 of those on Cherokees, i landed on runway on all 3. Most common is a cylinder lost ROTOT. Most fixed pitch prop planes will keep 1,800 to 2k RPM if cylinder lost. You will not climb at all unless low temp and low weight. If over 400 feet agl, consider A Turnback. A Turnaround the airport can take 3-4 times more distance and time to land. Many turnaround airport low ROTOT end up crashing on downwind, base or final leg. Not a Turback. Most ROTOT accidents are Turnaround the airport, not a Turnback to closest runway but the Turnback ignorants call A Turnaround a Turnback and a Turnback a Turnaround. No, they are not the same maneuver. A Turnback is not a Turnaround the airport and you dont “turnaround” anything. Just turn 40 bank to closest runway or back runway at Vglide speed. Dont Turnaround anything on A Turnback. To do THE 444 ROTOT RULE. Before taxi, mark the altimeter for 400 agl mark. When power reduction, IF OVER 400 agl altitute marked, 1- lower the nose to keep Vglide or Vx if some flaps used for take off (I DO). 2- Some carb heat and some mixture control out. 3-Turn to side 40 degrees to get runway distance for about 4 seconds. 4-turn into the runway at Vglide 40 bank nose low of course. Cut power when bit high, flaps and gear down when a bit high again. 400 agl, 40 degree to side, then 40 bank nose down. 444 ROTOT RULE. No power be almost double ROTOT altitude. For that i developed The 777 NO POWER RULE. I will post later on. I did one in 1994. NOTE; If a crosswind you better turn first to downwind side of crosswind, then headwind on second turn. Never turn to runway with a strong tailwind to it, specially if 18o short approach. Short approaches with a tailwind produced many crashes via overshoot stalls. That is one of GRM basics. Jay Vega, Aerobatics and EFATO CFI all 1990's.
Reality helpful to see these demonstrations. I'm trying to appreciate that this is being done by 'pros' but also I'm reflecting on how I'm might need to consider these options in populated areas
For sure yeah I definitely don’t suggest practicing this on your own, close to the ground… but get up with a good instructor and keep the airplane safely with in the envelope and see how what ever you’re flying performs.
@@FlightChops Just in case you didnt get it. This was my 1990' CFI teaching how to Flyover Turnback level altitude then did 4 kinds of EFATO and Partial Power landings with strong winds on Cherokee. To a not long runway too. First ever to show all those. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-94li1apG-aI.html
I'm a PPL with a glider rating, we're taught the turnback as part of training. For most gliders, the turnback is possible from 200-300 feet AGL, but the key is that you have to get up to a 45* bank to get the minimum altitude lost in the turn. The other trick is to turn into a crosswind as it will push you back towards the centerline of the opposing runway.
14 year old girls are required and do turnbacks from 250 agl and 45 bank. Many americans tremble if had to do a spin from 5,000 feet agl or any hard maneuverting emergency like a turnback on an easy to do Cessna from 700 agl with some power. MANY USA GA PILOTS ARE FAKE TIGERS. JUST PAPER TIGERS. Mild Maneuvering Misses..
For sure yes, this is a huge factor. But wind speed becomes moot if your option is a suburban neighbourhood with no where to dissipate the energy laterally… I’d rather face a tail wind on a flat / long surface, but your point is valid.
I used to fly powered, then after a long break went into flying sailplanes. After a while, I started flying ultralights. I found it hilarious how scared people were about engine failures. Then again, some airfields these days are totally unsuitable for single engined aircraft of any sort.
14 year old girls are required and do turnbacks from 250 agl and 45 bank on gliders. Many americans tremble when i demo a spin from 5,000 feet agl or any hard maneuvering emergency like a turnback on an easy to do Cessna from 700 agl with some power. MANY USA GA PILOTS ARE FAKE TIGERS. JUST PAPER TIGERS. Mild Maneuvering Misses.. LOL..
