Відео

Dumb question. No one makes a talk to speech for different languages?

Rotated too early. Too much intercom chatter. Props for surviving bro.

Do not fly when you're tired, physically or mentally. The FAA rules and regulations are nothing more than a history book.

Years ago I used to fly out of Martha's Vineyard. The plane that I regularly rented was a vintage, but tired 1956 Cessna 172. HP-145. Service ceiling-13,300 on Standard day. I was flying with my wife (120 lbs.), my close friend and airline pilot (195 lbs.), and myself as PIC (160 lbs) which put us at about 200 lbs. below gross weight. We were heading north and intended to go over Boston's Class B airspace which I believe topped out at 10,000 ft. After reaching 7,000 ft. the sweet old plane was wheezing at a 50-100 fpm climb as we traversed Logan Airport. The ATC was chuckling when we spoke with them so they weren't bothered by it. Most of my flying in that region was at half this altitude or below so I was surprised by this. But this shows the difference between predicted or published and real life performance.

My green horn observation time; thanks Flight Chops…

My CFI drilled my first reaction to a loss of power being pitch up and trade airspeed for altitude. I was scolded for letting the nose drop and wasting altitude if my airspeed was ever above best glide. After watching this video, that seems like the worst reaction to learn.

Absolutely awesome at 90 he's still flying. Probably exactly why he's made it to 90. 🙂

Some charts are more detailed than others. Do these charts account for runway slope? Also winds play a part and can help or shaft you. What about tire pressure? Engine wear? How accurate are your weights? Honestly I would not have expected the takeoff charts to be that marginal. I wonder if a mistake was made somewhere?

Well man now needs another 30 mins for his eyes to adjust hahaha

“Should you lose your engine on takeoff, keep flying straight ahead”…as you can read in textbooks… Conclusion: why endanger your life for such a poor and dangerous ride ?!…

Great content in this video. Thanks Guys!

Steve! WOW! What an important video for the GA community! Amazing! I have a LOT to think about and try out when I'm flying the Arrow.

You know it's not as complicated as doing U.S. Coast Guard SAR (Search And Rescue) scuba diving. That takes the equipment to a whole other level.😂lol

We were shown this in flight school as terrible ADM

chainsaw anyone???

Just about the nicest thing to fly ever. Hard to beat a Chippie for pure flying pleasure.

Good video

What an inspiring video @flightchops. Thank you. My goal is (and always has been) to fly a P-51 Mustang solo. I know that's a long shot for anyone who isn't a millionaire or wasn't born into the warbird world, but that doesn't make it less of a dream. And I don't mean to simply fly with an instructor; I want to be in a position where I can be trusted with a warbird by myself. Who knows....maybe it'll happen someday.

He's braver than most human passengers!

Who’s your instructor? Based in VT?

Luck that’s all….Luck…. You got so lucky it happened at the right time. If you get a total failure at 1000 feet let’s say on a weird approach you are doomed. You have to land it on a freeway or on a lake that you can see in your ground radar and fucking pray you don’t hit a tree cause the water is pitch black at night. You are so lucky man you sound so nonchalant.

There are a lot of young pilots and perhaps some older ones that need to see this video. We took off from Angel Fire (8,379 ft) in the summer in Cessna 206. We left at daylight for obvious reasons and had no problems. We had already heard stories, while we were there, of those that didn't make it and we didn't want to be in an NTSB file.

This is a good reason to know your systems. Mooney's are a linking system and that between the seats lighted flag is actually connected to the linkages. So it is proof positive that the gear is down. The other important part, and could be a reason for a collapse, is the triangular cams that lock the gear into place. It takes a specialized tool to adjust and a torque spec. But those are two different types of problems. The flag between the seats is proof positive that the gear is down. Making sure that the proper torque pressure is on the springs is what "locks" the gear in place. This is why you want to go to a mechanic with Mooney experience. My Mooney has the one piece belly. Which makes it easy to take off and expose all the control push rods and linkages. I just spent the last two days cleaning and lubing all the connections. Also getting my head around what all the linkages go to.

If that yoke can come in at under 1000 USD with shipping it could be a winner. If they get force feed back rudder pedals maybe I will get my multi. Until then I will be building my sim while I do my IPC. I just bought a Mooney 201 and am upgrading it with a Garmin 3x, 750, dual G-5s, and a 500. My sim will replicate that.

Nice!!!

This is my internal conflict with aerobatics. I'd pay money to do that, right up until the moment I'm prepared to pay twice as much to get out of it!

Released the brakes right with that big gust of tailwind, look at the bushes on the left side of the runway.

Nice details on stick force and feels than other reviews, appreciate that! And do you think the dampening effect is over tho? Heard some comments online saying it feels over dampened than a real C172..(not 60N version like this tho, it's from a 120N version user).

Nah, no way, you’d have to cut those trees down for me to attempt this takeoff. Even with the correct calculations. You only have 1 life to live, there are no respawns.

I’ve overhauled fuel pumps for these aircraft 😊

its off putting yall think you are so goood your not

I learned the most important part of flying tail dragger is just the way you hold the stick. No death grip, no knuckles no clenched fists. Hold the stick the entire time with your index, middle finger and thumb. That’s all you need to feel the airplane. If you death grip it, you will not feel what the airplane is trying to tell you.

Do you guys (in Canada) have an equivalent of an "Instrument Rating (Restricted)"? It used to be called an IMC - which is basically an "IR-lite" qualification for UK airspace only. Since the weather can be so erratic over here, this additional qualification doesn't require one to pass 7 ground school exams before stepping in to a cockpit. Instead, it's only 15 hours to complete the course and *if* you decide to do a full IR, you can do what's called a CBIR (Competency Based IR) so you don't have to do the full IR course - but you still need to pass all the ground school exams. Anyway, in the UK, if you're flying VMC and near poor weather or need to fly through a layer of cloud, you're permitted to ask for "Traffic Service" and temporary IMC. But, for that, you need that IR(R) qualification. There's also a "Special VFR" so the ATC will give a VFR pilot clearance to fly into its airspace even if the pilot doesn't have IR rating. The reason why I ask is because I never heard you ask ATC for Special VFR even though visibility was below VFR. Thanks in advance for the clarification.

Sorry...flying it into where? ._.

I'm not criticizing, just curious. Why, if you have 15 years experience do you not have your IFR rating? It doesn't make sense to me. I notice you said "tight schedule." As soon as I heard this I assumed get thereitis. I doubt you will even see this as it was posted 10 years ago. I hope you are now being safe and maybe someone reading seeing your story will think twice before flying in dicey conditions they are not trained to fly in.

You do not turn off the ALT Master switch. Lot of people does that and is incorrect. Show me where in the POH says to cycle the ALT Switch . You just turn lights or move flaps to see if the ammeter is working. Flipping the ALT create spikes that can damage avionics.

The air density and temp can screw up you takeoff. Even if you did the calculations correct. Density varying over hard surfaces to crop or trees can be humongous. That’s not a figure on a chart.

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.

I think you guys handled that well for somebody who flies, Mooneys and Arrows frequently.

That's so cool. I was nowhere near mature enough when I was 14, but knew I wanted to fly since I was really young. Sometimes I wish I had the opportunities when I was younger, my family had the means, but I'm getting after it in my 30's now.

If he's had three engine failures and walked away from all of them, he's obviously doing a few things right

Possibly with no light, even with a good flyby, plan for a full stop on the runway and troubleshoot and / or get a tow. Oh course doing this with a low wing airplane will require some good knowledge and maybe a stand or two.

You sound like John Krasinski

I could be mistaken but I believe I've seen FIFI in person. Around 2010, I was in Midland TX on business and I visited their air museum. I remember staring in awe of a beautiful B29 and I could swear it had FIFI written on the side. Boy what I'd do to go up while sitting in the bombardier's seat like that lucky guy in the video!

Verycool 👍

that's awesome! well within normal aerobatic range for the airframe and has the 6g top end in case of unforseen or induced situations. seeing how hard it was to get too that 6g should be abig relief. safe aerobatic fun, what can be better than that?

This is obviously airplane specific but normally the down lock lights are wired in series. It’s been my experience if you have one light you can put your mind at ease that it’s usually locked.

Doing that loop must have been one of the most awesome moments of his life! He won’t ever forget that. Beautiful! Congratulations

Old pilots vs. bold pilots and all that.

Thanks for sharing. Since you asked... declaring the emergency should have given you better priority. It was a bit frustrating hearing tower handle other aircraft ahead of an emergency craft. I had a gear issue years ago and also regret (as you do) not declaring. ATC did declare for us though. We all need a bit of an attitude adjustment when it comes to a hesitancy to declare an emergency. The next time I had an emergency, it felt much better to be able to tell ATC what I needed to do and know that they would do whatever they needed to make it happen. I personally do not like the idea of yawing the aircraft or pulling G's, etc. in attempt to get the gear down. It's just not THAT important. I think we need to handle any abnormal with as much normalcy as possible. Finally, when I had that gear situation (I ended up with three good gear as well), I told myself that this was going to be the smoothest landing ever and it was. It was a good idea to encourage Katie like that. All-in-all, good job guys!