Excellent Jason. I used to say getting the feel for the plane is similar to when you first started driving a car. Only 10 times more complex. If we can remember when we first got behind the wheel of a car, everything seemed foreign to us and maybe we had to look to visually see the gas pedal or the brake and look at what gear we were in. But after a time everything comes naturally to us and we start to get the feel and we become comfortable with the controls and automatically know where everything is without looking for it. I think a large majority of stall spin accidents could be avoided if people practiced what you have just demonstrated. Practice is so important in almost anything we accomplish in life. Practicing flying skills is 10 times more valuable because your life and the lives of your passengers is at stake. Stakes don't get any higher than that. I always enjoy your videos which are invaluable as teaching tools. Thanks Jason.
Thanks Preston! Yes, this one has a lot in it ... airspeed mastery, sight picture practice, left-turning tendencies ... lots of good stuff for a simple "gym exercise"
You ask for ideas for future videos - one of my main concerns is midair collisions. I already practice some of the most common recommendations... eyes at least 90% of the time outside, entering the pattern at altitude, ocasionally nose down while climbing... could you create a video where you go over these ideas, and maybe share some not so widely known tips? Lastly, as usual, thank you for the content. Your videos are always a pleasure to watch.
fabulous thing for private pilots to practice. thanks Jason. (my friends 16year grandson Bruno, is starting flight training, so i pointed him to your fabulous resources) fly safe.
Yesterday I did a checkout at a club...I told the CFI I like to do what I call "medium flight" when changing between different planes...it gives you a feel for that particular plane...we always go as fast as we can or slow flight...why not try 100 kts then 90 kts then 80
Thanks so much for sharing your wisdom! I am a new student pilot (at the age of 60!) and I practice what I learn from you in MSFS 2020 over and over, and then apply it in the sky! I have my written behind me, so it is mostly all sky time going forward! (The best part to me!)
@@Parr4theCourse Wow! I didn't realize there were so many of us older students. These videos are excellent, thanks Jason, especially since I can only afford one dual flight per month. This keeps me "in the groove" between lessons.
@@johnhoward7260 Yep, Jason can help understand things from a different perspective, even though I got my PPL at 60, Instrument at 61 and I’m 64 now, his videos are great refreshers. Hope you keep at it, we flew to the Bahamas from Kansas at 62 and knocked off another “Bucket-List” diving with sharks without a cage in our “Bahamas or Bust” series. You’re not too old to set out on adventures you’ve been putting off, KEEP AT IT!
I soloed about 20 years ago but never continued to my PPL. Now that I'm retired and have more time I'll be going back to flying next year at age 67. I spend a lot of time watching all these great instructional videos on the internet and learning the basics. I can't wait to get both my PPL and Instrument ratings. As we all know, once you get bitten by the flying bug, you're infected for life! Keep learning. Stay safe.
This is really good. I had a 7 year hiatus in flying due to life stuff, but I finally flew again a few days ago and found that while I mentally knew what to do, physically it didn’t come out in my flying. One thing was I was flying a 150 which I had only flown once before and I was with a CFI friend so our weight was heavy and I was a little nervous about stalls…which translated into faster air speeds and crappier landings. After seeing this video, I think the next flight we will work on some slow flight so can get a better feel for the stall characteristics in that configuration. I think managing my pattern speed earlier might help with saturation on final. Thanks again for the refresher!
04:44 The great secret to flying I have found is this: *WISDOM* Anyone who can drive a car can fly an aircraft. What sets good pilots apart from poor pilots is the wisdom they have in the decision making processes that concern safety, flight planning, when and when not to fly (get-there-itis) and a host of common sense decisions that are not too common.
Something I've been teaching my students as of recently is that outside visual references the information moves at the speed of light. The instuments cannot. This should emphasize to the student that flying accurately you need the most important the fastest and you get that by looking outside.
A certificated flight instructor (CFI) is a pilot who has been trained by an instructor specifically on how to teach people to learn to fly. Flight Instructors are responsible for taking people up in an aircraft and teaching them how to fly
Are you VFR over clouds? I know you're in SF area, and that you're familiar with the weather, but I'm (not scandalously) curious how you get home if the cloud layer closes. File IFR flight plan en route? Expecting a hole through which you'll descend? Or were you IFR to start with? I'm putting my chips on #1. Love the videos, long time fan, thanks in advance.
Interesting how your airspeed indicator is showing 90 knots and doesn't move. In the plane I do my training in, the airspeed and tach needles are jittery and bouncy. They never hold a value precisely. I figured they were all like that.
There's an age-old argument about whether it is pitch or power, but I've always looked at it from the standpoint of the real physics: power adds more or less energy, and pitch determines HOW that energy is used. You're trading airspeed for altitude, and pitch determines that trade-off. Pitch up, you'll lose airspeed but gain altitude; pitch down and you'll gain airspeed at the expense of altitude. So, if you want to gain one but not lose the other, you'll need to put more energy into the system, meaning more throttle, and in order to lose both, you'll need to decrease the amount of energy you're putting into the system (less throttle).
Hey Jason, I noticed you got polorized Sunnies on, what's your view on wearing polorized glasses in the cockpit? I was always taught never to wear polorized Sunnies in the cockpit. Or does it simply fully depend on what aircraft you fly? I've been told that glare is your friend when it comes to visibility of other aircraft, but I've never delved into the topic enough to know if it really makes a difference of safety.
They are not polarized unless somebody made a mistake when I had the lenses made. What makes you think they are polarized? Another person said something similar ...
@@TheFinerPoints Hmm they might not be, I just always thought the P at the end of the logo was a way to distinguish polorized from non-polorized. But there are also different versions of polorization (cockpit friendly) so I've heard. I think that might be acceptable, but I really have no idea. I thought I should mention it for my info as well as yours 🤔
To be clear, in reality, you are always using a little bit of both. Are you referring to a climb or during landing? In a climb, you could (theoretically), however you'd be flying sideways (sideslipping). If you are referring to landing, if you have too much aileron you'd touch down sideways.
Dear Jason Miller, Let me wish you a Happy Teachers day. You are such an amazing teacher sharing your craft with the world. We in India celebrete this day to honour our teachers who are our Masters and Guru, starting with God and our parents. Thankyou for sharing and imparting so much of aviation . God Bless You.. Warmest regards .. Denzil k
Since I live in the mountains, I sometimes think of sight picture and pay attention to visual reference as I drive toward a mountain and go up and down hills and the road curving.
i don't know why it took me so long to "get" what you've meant about the Lindbergh reference. it's not just looking past the side of the dash but also picking a spot on the dash.
I never look at the airspeed indicator on final. I look out the window and land the plane. People ask me what my airspeed is "over the fence." I couldn't say. I make really good landings, though.
@@gunlover94 in all fairness, landing WITHOUT airspeed indication is a very good skill to learn. Rod Machado recommends it and calls it "attitude flying". We only have one airspeed indicator so if that fails, it's nice to trust our "instincts" regarding attitude. And actually, it's a much better indicator of how much lift you have, as stall speed changes with weight, but stall "attitude" doesn't!
@@gunlover94 during my primary training, my old school CFI would make me fly 10 solo patterns with the airspeed indicator covered...I never peaked--not once.
