LEARNING TO FLY in a Piper Cherokee (Hagen's 3rd Lesson) 

Thanks! I hope to start making more of these eventually

Thanks! I’d like to make more when I get the time!

I appreciate this feedback. I’d like to make more of these, I’ve just been super busy lately

Thanks Bill! It’s great to get these comments to know that people want to keep watching the progress!

Thank you!

You’re welcome! I appreciate the feedback!

Thanks!

Yeah, we didn’t do a short field takeoff because I wasn’t expecting the performance to be quite this bad, but we will next time

Yes, it did. That’s a great point. Probably should have double checked those as well

Thanks Kevin! I appreciate that! Hope your training is going well!

@@FreePilotTraining it has been going fairly well. I am about to start on my XC portion, I have a little more studying to do before start it. I also need to knock out some more solo time.

You’ll like the PA-28. They are fun to fly

Thanks!

160 hp makes all the difference in the world

Congrats! Thank you! I don’t have any yet. I need to work on those.

I appreciate that. It means a lot because, as you can see, I make lots of mistakes, but I think it’s important to point out that everyone does. Moving forward is key to learning for everyone

Thanks! It’s a new syllabus I’m creating. As I mentioned, the second lesson isn’t supposed to be patterns, but the weather messed things up

@@FreePilotTraining The training syllabus got my attention as I saw training factors that accelerate skill sets in coms and instruments by the use of foggles on the initial departure climb using the artificial horizon as a primary attitude and bank reference instrument combining a scan of the 6 - pack. I remember being given the foggles for my training at a later stage. I am finding following your training with Hagen very interesting.

@@jcmcclain57 Awesome. Thanks for letting me know some specific things you are enjoying, if you can think of other things I should add, I’d love to hear them

@@FreePilotTraining thank you Josh for the interest in my thoughts. Given that I have not flown an airplane in a long time and I am only a PPL ASEL, I think I should be more reserved in sharing my observations, opinions, and thoughts. It is easy to be a Monday morning quarterback, I don’t want to become one without having paid the dues. What I can do is contrast my training experiences with what I see you doing with Hagen. With that said… Hagen’s level of being prepared for the sortie has increased on each sortie you have posted. He appears to not be as surprised by what is being presented in the airplane as he was in the first two sorties. There are two things happening on the sorties that should be independent, in my opinion, overall flight training and video production technical difficulties. Making them independent is a challenge because they are both happening simultaneously and real time. Hagen’s goal is learning airmanship and it is a singular goal. Conversely, you have multiple goals primary being safety and teaching; secondary being creating inclusive of documentary and video production of both Hagen’s and your experiences contributing to the mission of your channel. Syllabus… it should build on foundational knowledge and understanding. In the training environment things are very fluid and sometimes training opportunities present themselves that were not planned but are teachable moments. In general the training syllabus, in my opinion, should prepare Hagen or the student in general for the sortie mission. The syllabus should be such that nothing briefed or executed on the sortie is a surprise. Looking forward to sortie number four.

Thanks for your comment! I’ll do my best!

That’s awesome that their new plane is finally up and running! I wish I could fly with you. I’m actually up in Alaska now

He does not. He told me that he’s been up with a friend in his plane, and handles the controls a bit, but that is it!

Yeah, it makes me want to cry. I have progressed SO much more slowly.

@@misfittoytower he still has quite a bit of work before he’s ready to solo, so don’t beat yourself up

Thank you! It was hot. Probably in the 90s

@@FreePilotTraining absolutely love when you and Seth post vids. thanks!

@@flysport_tedder thank you so much! That means a lot!

I’m not sure if there’s a formula, but the POH typically specifies a specific glide speed for a couple different weights. This Cherokee recommends 60 knots at 1,650 pounds or 69 knots at full gross, so as you can see, heavier weights, you typically need faster airspeeds, and if you’re halfway between these weights, I’d target 65 knots

So, it appears to be something that might eventually replace the ILS. I believe it woks very similar to an LPV approach, but they are designing it to be a true precision approach as an LPV is still technically not a precision approach even though it has a DA

@@FreePilotTraining I guess it does sound like GPS landing system, precision approach. That makes a lot of sense of the acronym. Leave it up to the government in total secrecy, not to talk about this until it is fully functional.

@@aviatortrucker6285 lol, yeah, I could see them keeping something like that a secret. Some dingleberry would try to use it and crash into the ground

iPad mini. Get the mini! I know it costs a little more, but it fits in the small cockpit better

He’s mainly just over controlling the plane. He also didn’t flare quite enough. I had to help him out a little bit on that

Great point. The POH does say that. I’ve done extensive research and talked to many A&Ps. The consensus is that carb heat should not be used for an extended period of time at full power. It’s totally fine to operate it at idle during an approach

I believe it’s a 68. My POH says the same thing. I’ve talked to many mechanics about this and believe that carb heat is needed at low power settings and high humidity with temps between 40-70 degrees. Using it regularly isn’t going to hurt anything. You just want to avoid use at full power

@@FreePilotTraining Yeah, the pa28 carb is actually mounted in an area where it’s heated by the engine. In the 14 years that I’ve owned the airplane , I’ve never had Carb ice and I fly a lot in summertime inHigh Humidity areas. Problem I have with it is that you’re pulling in unfiltered outside air into the carb I obviously check it in Runup , but that’s it.

So, apparently, a prop shop can change the twist on some props to turn it into a climb prop. That’s what they did on the other plane at this company. It makes all the difference in the world. I like that plane way better because of that

@@FreePilotTrainingagreed, the climb prop on 123JC makes all the difference!

@@shockerthreeone it really does!

Yep, I don’t always see that when I’m teaching

I’ve done stalls with passengers in the back. It’s allowed, BUT it’s not always smart if they get sick easily 😆

@@FreePilotTraining never got sick just felt weird I like sitting in the right seat where I know what's going on. Never liked in the back. Cause I understand what's goin on so there lol

I’m not taking any new students at the moment. I’m not for sure that I’m going to be able to finish out Hagen’s training. I’m currently trying to move my family to a new home and I’m not sure where we’re going yet

No prob... it would be October/November before I can get started.

Initial takeoff and final landing was at KORK (North Little Rock) and we did some pattern work over at KCXW (Conway)

This is a good point, but if you think about it. This video speaks volumes about the quality of aircraft that Piper produces. They built this aircraft to compete with the 150, it blows that airplane out of the water and is nearly as good of not better than the 172. Maybe I could compare the warrior in a future video. That would be fun

Unfortunately, you guys miss a lot of conversations from the debrief.

Palmer Alaska now. Lol. I moved up a couple months ago

No problem. I didn’t think anything of it. Thanks for the comment

Your aircraft likely has a climb prop. This one does not