Flight Training and Aviation Safety from The Nations Best Flight Instructors.
Welcome! I'm Jason Schappert. I'm an aviation enthusiast turned instructor who, after years of flying, realized a growing problem in the aviation industry.
OVER 80% of the people who start flight training don't complete it!
Why? There are many reasons - the main one being it's almost impossible to pass on your own! Here's the truth - you can't just memorize your way to becoming a pilot.
So, why aren't more people passing their FAA tests? Simple. The problem is that most ground schools focus on memorization and nothing else.
I decided to change that by creating a safe, pilot solution so simple that anyone, no matter their experience or time available, can use it.
For more information on MzeroA Flight Training, make sure to check out our website below!
Find us on the web and social media! Website: mzeroa.com Facebook: facebook.com/MzeroA Twitter: twitter.com/MzeroA
Today I had very difficult landing with 15kts gust to 25 and lot of turbulence. I made 3 T&G on secend I have to go around. First and third was not bad but it wasn’t on center line… I need poractice more😅
Aren’t you supposed to plan a long ass cross-country with winds that only become available last moment, so by the time you’re done with it it’s almost time for bed?..
Just passed my checkride (called flight test in Canada) and in addition to all Jason mentioned, ask about what your examiner likes and dislikes. Mine enjoys coffee, so I made sure there was a fresh pot ready for when he arrived Thank you Jason for this channel and the share of your vast knowledge. In January during the 31 day safer pilot challenge, you challenged us to set a goal. Mine was to complete my PPL by the summer and now I have done that. Thank yiu
1:07:07- Right near the end of the video was enlightening..." I saw him, but didn't hear him..." These little unintended lessons help me be more aware. Thats a good lesson, something audible can be missed when flipping frequencies so keep situational awareness sharp. Just the opposite, something visual can be missed and the audible can be the life saver. I find value in Jason's long videos, they are practical application applied to real life situations.
Instructions unclear i stayed up till 4 slept for 2 hours showed up 3 hours early threw up in the parking lot...but i passed .... All in all wouldnt recommend my way
before my checkride I flew with the chief instructor of our school. The man was an incredible instructor, and I learned an insane amount during just two hours of flying with him. Some things he did was to pull the power at 200' after takeoff and have me fly the plane straight ahead. He had me take it all the way down to about 10 to 15 feet off the ground before he put power back in. We went through all of the stalls and having them explained and demonstrated to me in his way, just really made the light bulb come on. We did a circling 720 approach to land; we simulated a cabin fire with an emergency decent, we did VOR work...overall that was the best money I ever spent during training. On checkride day, everything went pretty smoothly as there was nothing the DPE asked me to do that I had not practiced many times and there were no questions he asked that I was not prepared for.
Being legally blind, I can't fly real aircraft, so have to do it simulated. But, as someone who's been in show biz, I really like your comment about resting, and not working on anything task related, to allow the training, and gained knowledge to be better etched into long term memory. It's the same way in theatre. That's why actors and musicians knock off, the day before a performance. Thanks.
Well, I'll have to do that, in the flight simulator, because, I'm legally blind, and will never be able to fly a real aircraft. LOL Thanks, and sorry I'm only now, discovering this video. :)
Jason and everyone reading this post ------ -- E6-B. Why do we still teach ancient technology? The year is 2024. We have electronic calculators, and ForeFlight. Does learning a manual E6-B give a modern day student who is learning flight planning for the first time, a better understanding of flight planning? or is it a waste of time given our modern day technology? Do you guys think the E6-B should be thrown into the garbage can? Is it still worth learning given today's technology? If so...then why? Martha King's reasoning is to have a non electronic backup if the electronic calculator fails. What are your thoughts ? Any other reasons why a student pilot should take the time to learn how to use the manual E6-B whizz wheel? Anybody? Any airline pilots or want to comment? Anybody want to comment? Curious to hear your perspective. Are there any studies that cite it's better to learn initially using a manual E6-B? Some younger students say they just use their iPhone if their iPad fails. But that doesn't address the question if learning by a manual E6-B helps a student pilot better understand flight planning? Are we older guys just stubborn in our old ways, or is there a legitimate and rational reason to still learn the old E6-B? I am open minded and l'd like to hear your perspective on the topic.
PPL in a 172, then 2 years in a classic 182 club. Yesterday was my first experience in an SR20, and...wow. Completely different flight characteristics. I was especially blown away by the sight picture on final - Feels like the nose is pointing straight at the ground! So excited to get my instrument rating in N312AR. Thanks for the video!
The old fashioned mechanical e6B is way faster than using a electronic e6b. I can not even manage to key in the correct numbers. However, i do not think I could do this while flying the aircraft. Not coordinated enough. PS, I land the aircraft just find. PS, you have to use the mechanical one as the electronic gives you bad answers, and is very hard to use.
So what if your instructor gives you your approach 10 minutes away from the airport. I’ve always found this frustrating and confusing and leaves me a little time to do anything.
it,s interesting to check this out on google maps! in sattelite mode you can actually see how it looks like, the airport facilities are now all rented out to boat supply stores...kkkk
Before you take off from ANY RUNWAY, you use google satelite view to chart a course off the end of the runway free of obstacles. That's a given. The moment when your engine is most likely to fail is when it's just been started and now is under heavy load and at an angle with the fuel pumping uphill and the oil draining down hill. Derrrrr. In other words, on take off is when your engine is always most likely to fail. If you didn't prepare for your engine failing on takeoff before you took off, with a plan of action, you swx0rz as a pilot.
As a "preview" of what your course offers, it really doesn't look good that all your images are scaled up and super blurry hard to read. Just being honest here. The information seems solid, the presentation doesn't make me want to go buy your course though if it is all like this.
It is easier to flare with taildragger. There is the point which is missing on tricycle. You can not pull to infinity and beyond. You have to touch by main gear first. Let's set some kind of pitch limit to yourseld and you will be fine.
I suppose the moral of the story here is that some people interpret things differently and need things to be explained in a different way, that's up the CFI to find that method and make it "sink in." IMHO in both landings he "flared" it's just that in the first one he "flared" too high and dropped it in, that same technique would have worked fine if he were just above the runway. And 747s aren't flying anymore? Huh? This is 3 years after this was posted, and they still fly in and out of my home airport literally every day. (Atlas Air)
I’m glad you mentioned you’re 6’4 because I’m wondering if you have any tips on seat adjustment. My legs typically rub on the sides of the wall and my knees ache after sitting in a crab-like position flexing the rudder pedals for an hour. Any help with that would be great lol.
FAA encourages oxygen use for pilots on flights operating above 10,000 feet mean sea level (MSL). The regulations for flying above an altitude of 12,500 up to and including 14,000 are fairly simple. At that altitude, all crew must use supplemental oxygen continuously if the flight is over thirty minutes. is that good enough?
One of my hero’s was my flight instructor from South Florida Aviation along time ago. The one thing my instructor instilled in me from day one was, alway take an HONEST assessment of myself and the airplane and conditions every single time I flew. On the morning of my first solo cross country for 25 days straight he would look up at the sky and say, “not today, not today, not today, patience and love for his students was so touching and wonderful. He told me that I was the best pilot he has ever seen and during my FAA private pilot checkride we lost our alternator during slow flight but I remember that I never panicked and the examiner asked me in the emergency, what do we do now. I can tell you that we slow flighted it back to KHWO and that day I became a private pilot. Now after all these years I am becoming a Commercial Pilot, ( I already have my instrument rating) also a CFII starting this month. I can honestly say that the few CFI’s as have trained with recently are extremely dangerous so I have made the decision to become a CFII. I would love to here back from you since I see your videos and your a great flight instructor
