Відео

Well, I sold it last year. See: ua-cam.com/video/8ZMy5_SBI9I/v-deo.htmlsi=5N1YVC-Zpwxqwzyu ua-cam.com/video/nv_Zw270RSs/v-deo.htmlsi=r0WY0xOZg1uR2FMZ

lol

Yes!

Yeah mine was pretty smooth.

Congrats on your solo cross country! That was my absolute favorite part of flight training. Good luck on your checkride! On this one, I shut down at Florence and got out and stretched. Didn't need to use the bathroom. Although I did have a water bottle in the airplane.

Thanks! There was one time that I did the takeoff briefing in my head because I didn't want to scare my wife, and she called me out on it. Which makes it easier to do every single time - even when she's in the airplane.

Yep. That's now *our* airplane.

Thank you, sir!

@@1dullgeek My pleasure.

Thank you!

Yes I know some Cessna pilots who bemoan the lack of the stall horn. And yes I agree re: stalling just at touchdown. I think not doing that is actually a cause of some of the things I want to change about my landings. Thanks for the gentle feedback!

@@1dullgeek You're welcome! Thanks for the videos!

Very light winds. Listen at 10:45. Trees weren't a factor apart from avoiding them.

Don't say things like your gear is leaking grease, man! Freaking me out! But also, thanks! And yes I was waiting for your reaction to the horn section. :)

Thanks Alyssa. Much appreciated feedback! Yeah maybe the flat is a cherokee thing. I still want to try and see if I can land like this: ua-cam.com/video/McSMPvM-E4Q/v-deo.htmlsi=qa5qoluUtEcLaVL1&t=638

IMHO these are acceptable landings. But there's lots of room for improvement. Mainly I think they're too flat. And I also think I'm carrying too much speed at touchdown rather than landing just as it stalls. And those two things are related. If I hold it off longer, I'll have to raise the nose and that will slow me down. Which will also reduce those little mini bounces that I have. 100% agree that landing is a perishable skill. I went and looked in my logbook and my frequency of landings is decreasing by a lot per month. I haven't dedicated the time that I used to for pattern work.

Yea I’ve gotten away from working on my landings and between that and I got glasses for the first time in my life, I’m stalling two foot off the ground. So your landings look awesome compared to mine. Mine right now are controlled crashes 😝

@@joshsaviationadventures "controlled crashes" lol

Excellent! Thanks!

Thanks, Ben!

Thanks, Evan! I really appreciate that feedback! And I'm surprised at the use of the word "masterful". But I am very glad you liked it!

Thanks, Rick. I'm really glad that I'm not as bad at flying as I was at baseball.

The RPM is typically about 1500 on final. Sometimes less if I'm high and need to get down. And I turn down the engine a bit. But not entirely. You should be able to hear some of it. Especially when I'm on the go, or at 10:34 when I'm talking to the controller while I'm still climbing out. Interesting re: ballast. The main thing I see in my landings is that they're all flat. I wonder if that would help.

@@1dullgeek I found landing the 140 we both owned difficult to land on the mains without dropping the front, even with a little power, but it could be done. I found the 180 nearly impossible until I added some ballast, however I know I always have new things to learn in my technique. I'd assume the 235 is difficult as well. With a little power right on final I can get the nose up and keep it up, but I find it very difficult with two 'big' people in plane without the weight in the back.

​@@CEllington I got pretty good at landing the 140. But this airplane the nose is noticeably heavier. I tend to use both hands to pull back on the yoke during flare. Also I had 772 landings in the 140. I only have 180 (and counting) in this airplane. I've got a long way to catch up.

@@CEllington I added an unlisted video which makes the tach visible. Wish I'd have thought of it for this video. ua-cam.com/video/_Ot5LOAdgSk/v-deo.html

Good landings and great summary. As a student pilot I learn from every landing I do. Recently did power off landing and first thing that CFI told me is pitch for glide speed and keep it that way - on your video was hard to see when the power was cut but from looks of it speed was high, what is best glide speed for PA28-235 (I only flew PA-140)? Other observation from your landings and my habit is never remove hand from power level for more then needed (flaps, a switch if need to).

@@MateuszPerlak We use Best Glide = 95 mph. But during my commercial training, we found that I was much more consistent at the power off 180 at 100 mph. That said, I'm in the pattern at 110 ish mph. Pitching immediately to best glide actually involves a slight climb to slow the airplane down to 100 mph. And I think you're right that I didn't do that. So nice catch! I used to own a 140 before I had this airplane - check my video history. And the nose on this airplane is a lot heavier. I use both hands because one handed it's difficult to get the nose up in this airplane. In the 140 it was pretty easy one handed. Although I definitely should try the one handed thing again. Good luck on your private! You're learning in a great airplane. I loved my 140!

Nice! I'm a big fan of this airplane!

Facts and LOL. That said: my standards for my landing are different than my passengers. Avoiding flat landings helps avoid problems that passengers don't know about. E.g. flat landings increase the risk of nose wheel touching first creating a PIO.

@@1dullgeek we are always our own harshest critics, but usually for good reason! I’m trying to teach myself just to keep my mouth shut and let my passengers enjoy it, and self critique in my head

@@thebadgerpilot Of course! But being a harsher critic of landings is also a subconscious comfort to passengers.

100% that's the plan!

Yeah the passengers often have a much lower standard than I do. And yeah I will be turning this camera on when I do pattern work. Thanks and wilco.

I turned it on manually before the flight. If I were to try to turn it on from the phone in the airplane, it almost certainly would time out and turn off before I got it started. So i just start it right before I get into the airplane.

Yeah. I'm fascinated by that camera angle. You really get to see a lot more of what you're flying over. TBH I wish I'd had it for my pilotage & dead reckoning video. The biggest challenge with it is keeping the camera running. I got lucky on this flight. The battery died pretty much exactly when the video ended.

I really love this camera angle. I like the view and I will absolutely put this one on every time I go up for pattern work. The challenge is battery life. In the cameras in the airplane, I have an external battery. I can't do this outside. Not unless I did some sort of alteration that let me mount a USB port in the tail section. I've actually bought a gopro 🤮 so that I could get a refuel external battery. But now I'm worried that I'll have plenty of battery but unpredictable reliability.

Thanks for being the first! Let me know what you think.

1965. I do want to fly coast to coast someday. So maybe.

Well let me pull out my handy-dandy POH. According to the POH 75% is only achievable if you're below max gross. So let's say we're at 2400 lbs gross weight: TAS at 8000 DA would be 157 mph TAS at 12000 DA would be 146 mph

Glad it helped!

Memorizing for the test and quickly forgotten. Which, tbh, is fine. I can pull out the flow chart when I'm deciding. It's not like I need it as a flow while I'm in the air.

@@1dullgeek that was my rant and rationale as well- limited brain cells, I can't remember things like ATOMATOFLAMES, and they aren't something I need to have on the iceberg.

@@flysport_tedder lol. Listen to one of my rants. ATOMATOFLAMES plays a prominent role.

💯 Thanks, Ben!

Thank you & good luck!

Sounds fun! Here's a video showing the performance I get: ua-cam.com/video/aWCMi69Io7o/v-deo.htmlsi=a4UFrjAUXEXO-YuS And here's one where I talk about the diffs between the 235 and my 140 that I owned before the 235. ua-cam.com/video/nv_Zw270RSs/v-deo.htmlsi=aEUCtUOqBGqA0CVc

4:30 Yeah any time I've ever gotten flight following on a non-direct route, they get confused and ask questions. I started off with CLT approach before I got handed off to FLO approach - who you heard. Both of the controllers asked the same question. 8:39 lol... I hadn't noticed that 10:38 It looks like it's just a big field. Here's the location: maps.app.goo.gl/apMXxJQXdTfVJdjE8 re: single i, the XC flights during that stage would be the most fun part. It's all the rest that would be annoying.

Thanks BP!

Thanks. Good luck on the instrument. I love having my instrument rating. I got the commercial basically just to keep learning. I'm not sure what's next for me. Multi-engine, tailwheel: probably. CFI: maybe.

I thought about multi but for the cost to own one and there’s no real benefit for me to have one . My kids are all grown and it’s just my wife and I mostly, maybe a Cherokee 6 or a Saratoga would suit me just fine. But I hear ya, you’re not improving unless you’re learning.

@@joshsaviationadventures The big reason for a multi-engine rating would be to be able to get a job flying. Tailwheel would be to improve my stick & rudder skills.

Thanks! Not sure what's next. Probably multi engine and tail wheel. Also grinding on whether or not to be a CFI.

Perhaps just a touch.

Thanks, Michael!

Thanks, Justin! I'm not sure what's next, but I hope that it includes someone else paying for the flying.

Thank you!

Thanks, Dave! Now I have to decide if I'm going to go for the hardest rating: CFI. I kinda want to but I don't know if I want to enough to overcome how difficult it is.

@@1dullgeek Do you have a desire to teach?

@@piperdakotaflyr Yes. But I don't know if I want to go through the difficulty of the training to do so.