From enthusiast to full fledged aviator: this channel has something for everyone. Buying a Light Sport Aircraft? There's a few to choose from, ya know. How 'bout training and licensing requirements? And then there's outfitting the cockpit and finally destinations and gear if you're going to "flamp". We're going to explore it all and if we don't know the answers we'll know where to point you to get them. Headquartered in Wickenburg, Arizona, our initial destinations will be concentrated within the Grand Canyon State. No worries, you'll be able to apply everything else we cover to your backyard. And with your support, we won't be limited by state lines for long and hope to establish "Wings" in other states. Welcome Aboard and Fly Safe!
Casa Grande is in Arizona, KCGZ. I forgot to add the identifier, but have corrected that oversight a few minutes ago. Thanks for bringing it to my attention.
See the problem I see in this video is the fact that you uploaded a video proving to the FAA you can’t be trusted to instruct while maintaining the integrity of safety in and around the aircraft. For instance: Controller gives you traffic landing on THE PARALLEL, you forgot about it yet your disco student didn’t. He’s looking for traffic and that wasn’t even a thought for you cause you’re too busy with on board unnecessary distractions which is the leading cause of runway incursions. She tells you multiple times where that traffic is landing, first call she says 6R for that straight in traffic. Clears you for 6L. There’s multiples times where she is clear in the audio and even your student hears yet you miss it. Then you draw issue with the ground controller cause they don’t allow you to break the rules and taxi yourself. Then the issues continue.
Sari: Wow! Much to unpack here. First, where in the wide, wide, world of sports did you get the idea that I was a CFI with a student? I identified my passenger as just that and, true, he did catch my error before I did, and pointed it out as he should have. And I owned up to my brain fart as we all should do. So, since I wasn't instructing, and never claimed to be and safety, so far as I can tell, was never compromised, what's your point? Should I accuse you of not being trusted to comment on RU-vid videos? C'mon, lighten up. If you are a CFI and debrief your students so harshly, God help them...
I’m a CFI that flies into RYN for XC’s with my students and RYN is no joke. It’s a booming GA airfield and they’re almost always slammed. ATC sounds exhausted there but I’ve heard the buffoonery they deal with whenever I’m in there and I wouldn’t want to be them. They’ve always been patient with my students, especially on their solos. They’re sticklers for radio calls, though. They always call out my students (and even myself sometimes) but I haven’t had a problem with them as long as we use good comms onboard.
Agreed. I’ve flown there for years and it used to be a “best kept secret” for me and my students but now I have better luck getting in approaches at TUS. Those controllers are definitely earning their paycheck there that’s for sure. I try to avoid it if I can now because too many pilots come from uncontrolled airports and can’t adapt to controlled airspace. Talk about scary!
Bob-Thanks for your comment. Having never been to Ryan before, I can't comment on their traffic load, but they weren't "slammed" on this occasion, to be sure. And I'm not sure how you define "buffoonery" other than intentional radio indiscipline which I don't believe any pilot employs. There is, however, the rule and the spirit of the law, if you will, and it's not the controllers job to lecture pilots on the rule if the spirit is followed. The "rule" job falls to you, the CFI, during the pre or post-brief. I've dealt with Sticklers in various roles throughout my military and airline and civilian aviation flying and found most of them to be an impediment to any meaningful progress. "Good comms" occur when both pilot and controller understand each other...so long as the spirit of good radio terminology is maintained, wouldn't you agree?
Your attitude towards skydivers at 3:45 is concerning. Right of way rules dictate that, essentially, the less controllable vehicle has the right of way. Those people in their parachutes can not maneuver out of your way easily. It is our responsibility as pilots to stay clear of the zone when it is hot for their safety. And cutting someone off on short final… You have to be safer than that!
No argument that skydivers, by regulation, have the right of way. I might argue that they could well be more maneuverable these days, though. Anyway, can you, or anyone, tell me when "the zone" is hot? and for how long? And how big is the zone? And how is this decision communicated? A lot of gray area there and to arbitrarily say, "Well, we're jumping today, so let's just say that 5 miles around our airport is hot to all aircraft transiting all day" is a bit disingenuous, wouldn't you agree? Especially when there's no set format to announce this edict. Regarding my "cutting someone off on short final": as I stated, I simply didn't see the traffic nor heard his call on final. Did he make a call on final? I can't say, but my expedited take-off roll negated his need for a go-around so I'd say safety wasn't compromised in this instance yet exposes the human element in uncontrolled field operations. Jeez, we see similar scenarios at tower operated fields between commercial carriers. So, yes, while we all strive to be safer, we sometimes fall short, admit to our less-than-perfect performance, and be better next chance we get. Thanks for your valid input...it'd be more fun over a beer in a hangar, I think. If your ever around CGZ, let me know...
Thanks, Bernie! Between cataract surgery, the creeping crud, and moving it was hard to find the desire and time to get back in the cockpit. Summer's almost here in AZ so it's early morning flights and maybe some late afternoon locals when, and if, the winds die down. Maybe the new Light Sport regs will allow night VFR for us folks without medicals. Either way, As I explore the nooks and crannies of Arizona, I'll pass on the gems along with the lumps of coal that I come across. Fly safe...
@@GBruceHedlundI am 75 and have about 40 hours as a pilot. Ha haven’t flown since 1972. Life got in the way then just the time in life that I was ready to continue I had heart trouble and 4 bypasses. My flying today comes through watching you and a couple of others. Hope you continue to fly so I can enjoy
Wow...lots of changes in your life. Glad you are regaining your health. I have been enjoying your videos. I, too, am a light sport aircraft owner/pilot. We have a Flight Design CTLS airplane. I have made a few videos which are posted on my channel: CT Crosswind Adventures www.youtube.com/@ctcrosswindadventures5165 Please check out a couple of my videos and let me know what you think! Have a great day!
Guess we can agree to disagree as AOPA legal advised me that my only limitation was the absence of a medical. My Bristell has a Garmin A/P and WAAS capable Navigator that can fly a GPS approach to 200'. It would be senseless to outfit the aircraft in such a way if no one could utilize it. (My partner is Instrument rated and holds a medical.)
Not necessarily so: it depends on the qualification of the PIC. I cannot operate in IMC since I do not have a current medical. My ATP, however, allows me to file IFR. If I obtained a medical and got an IFR checkout, then I could fly whatever approaches my aircraft was capable of performing. Confusing? To be sure, but I keep it simple by simply flying Day/VFR.
@@GBruceHedlund my point was regardless of the pilot, LSA can’t legally fly in IMC based on current ASTM standards. LSA operating limits reference ASTM standards and those standards currently don’t allow IMC. Yes a qualified pilot can file IFR, but they would still need to stay outside the clouds.
Why pull power or change any power setting from cruise until you are within a glide of the field. I fly an RV-6A and love to do the overhead when I can, especially if we are in a flight of similar performing fast aircraft. I tell my wife if something happens to me point the aircraft towards a runway, and when over it, pull the power, turn and land. Easy peasy.
Hi, Gary- You said it yourself : I believe I mentioned pulling off power when starting the final turn / turn from downwind towards the runway and that's what you basically state, too. Of course, the degree of power reduction is dictated by flap setting, altitude to lose, and the characteristics of the airplane. My Bristell gains speed in the descent in the blink of an eye regardless of power and flaps where my Christen Eagle, which had no flaps, turned into a brick as soon as the power was reduced. Hence the need to practice the Overhead as it demands a higher degree of skill from the pilot. Thanks for the input and Fly Safe!
@@LSAirForce Actually it was easier for me, because it's all in one move, as a circle with constant 45deg bank, especially with a headwind. Pull power, honk it over, adjust rate of descent as needed, get blown downwind, slow to flap speed and land.
Obviously, you've been practicing, Gary, and you know your aircraft well. Kudos to you! But there are many variables in your brief description that newbs will need to know: "Pull power" to what? Idle? "Honk it over"? And what if there's no wind? It's "easy" cuz you've done it many times and make it look easy, but we know way back when most of flying took some time to get to where we are now. @@garyvanremortel5218
I would sell it as the market crashes. I’m forecasting a 65% loss in value with the economy, interest rates and definitely with the new mosaic rules. I expect to see this on trade a plane by Wednesday.
Great forecast, Sir. As a career aviator, I've learned to take forecasts with the proverbial grain of sand. I suppose you were one of those that also predicted a dire future after the pandemic. Thanks for your advice, at any rate. Awaiting the invoice...
You probably would. That's why you're not a pilot and don't own a plane and never will. And it's also why you're living out a wet dream watching these videos.
Good question, but if there is I haven't yet discovered it. I suggest a search for "overhead pattern" and find an illustration you like, download it, and print it out.
I haven’t flown in years but my question is this . Why would you not do a straight in approach here instead of turning in front of left downwind airplane. I can see if you needed to loose airspeed or altitude but that should have been taken care of way before runway. Like I said I haven’t flown in years but tell me why I am wrong
Bernie-Thanks for the question. First off, there's no right or wrong. Let's say wise vs unwise. OK? With no other traffic and proper planning, a straight-in might well be preferable. But doesn't the left downwind airplane you mention have the right-of-way since it's already established in the pattern? That's when a chat on the Unicom comes in handy. With no radio or a last minute wind shift you could find yourself too high or want to establish yourself in a closed pattern where the overhead might be a good option, though. It's always the PIC's decision. As I stated, without practice and getting comfortable seeing the runway much closer, laterally, this maneuver wouldn't be available when you might want it. And my "bag of tricks" has never been too full! Fly safe...
No, John, sorry, but gotta admit the soundtrack did me no favors. A combination of operators error, wind, and poor mic quality combined to create the "Foster Brooks" effect. Later videos are better, I'd say...wadyathink?
John-Just reposted the video in question with e remixed audio that should be more pleasing, and clearer, to your ears. Sorry, nothing much to do about the wind noise. So wondering if you have a bird that you fly? If so, how 'bout submitting a video? Fly safe!
Matias-Thanks for your comment, but remember: I'm just that guy next to you at the bus stop, perhaps. Although I try my best to impart my best advice, sometimes I fall short, so take care. I remember when Flying magazine published a monthly quiz. Occasionally, they would flub an answer and post a retraction in the next month's issue. I'd shiver when thinking about how many folks acted on the wrong guidance on the past 30 days! When in doubt, ask...and fly safe!
I am also retired, and wish the video would have shown you climbing into the aircraft so I could see if it is easy to get in and out of. Do you consider it easy for older, retired people to get in and out of this airplane?
Tommy-"Easy" is a subjective, and relative, term. Take a look at our video, "Putting the Bristell Classic "ON", " to decide for yourself. There are other methods, to be sure. The Professor, for example, due to his height (or lack thereof) must step into and onto the seat before lowering himself into the aircraft. Much like test driving a car, you'd have to find a Bristell to see if it's the right Light Sport for you in this regard and others before buying one. Where, exactly are you located?
Sorry Tommy, I replied via the wrong Handle. The answer remains the same, however. Take a look at the video and let me know if you have any questions. Cap'n Bruce
I have my left leg that does not bend at all from way too many surgeries and I’ve had to adapt my flying to this situation. I fly the Flight Design CTLS because of the easy getting in and out, it has gullwing doors making it simple. I’ve tried the low wing models such as the Bristels, Piper Sport, Tecnam Astore and found it challenging to get in and out. Now, that doesn’t mean I can’t do it,but the high wing LSA’s work for me.
I base at Mesa Falcon Field, where the controllers for each of the two towers (runways) sound just like the one in your video here. Although I have friends in Prescott and of course, I enjoy the town and geography, intentionally putting myself in another high stress pattern/ATC situation for “fun” makes little sense. Add to that, their lack of complimentary transient tie downs clearly indicates they don’t want recreational GA traffic.
If you're based at FFC, you probably don't find PRC "high stress" though it looks like we agree that transients, while maybe welcome, pay for the privilege. Hence the main aim of the Light Sport Air Force: regardless of what you're flying, we'll point out the pitfalls along with the positives of most, if not all, of Arizona's available airports. Fly safe!
No problem! That's what we're all about: providing information that AirNav, as good as it is, leaves out that may make the difference between a good destination and a not-so-great one. Fly safe! @@foesfly3047
