Відео

@@LeonardoValente_ finalmente alguém com sentido de humor 🤭

@@LeonardoValente_ Portugal é muito bonito, sem dúvida 😊

wilco 🫡

@@gluon81 you could join next time if you'd like 🤗

@@marciongolo nunca 🤭🤭 vai mesmo na mão o tempo todo!

@@LeantoPeak Só mesmo o poor man's AP usando o trim... 🤣

@@gluon81 por acaso é um ponto interessante que tu tocas. Um aileron trim tinha sido muito agradável!

@@gluon81 por acaso é um ponto interessante que tu tocas. Um aileron trim tinha sido muito agradável!

obrigado Turbinex 😊

@@The-Flying-Günni Of course you should, why not? Thank for your help at EDGH 🤭 (I don't know why the reply was not to your comment sorry)

If you mean the ZH, yes, I have flown it quite a few times. Why do you ask?

@@LeantoPeak Because it´s alittle more expensive to run. So I was intersted

@@The-Flying-Günni indeed, it's 10 euros per hour more expensive to rent as well. But it's also slightly faster than the others. When traveling somewhere, it makes sense to rent it. Only for training or local flights, I would prefer one of the other planes. Cheers!

@@LeantoPeak Was just a Question becau I flew with it around wertheim and Lohr, bekazs the KW was broken and the LJ in Spain. thanks for the Reply👍 cheers!!

@@The-Flying-Günni gerne 😊 cheers!

Noch nicht, ich pass immer sehr auf 😋😋 es würde blöd, verletzt zu sein, direkt vor ein Flug 😊😊

Fico contente que ajude. O manual VFR normalmente também tem a fraseologia para aeródromo não controlado. Abraço e bom voo. Depois conta como foi ☺

@@LeantoPeak Obrigado 🙏. Depois comento aqui!!

Boas, já fiz o voo há algum tempo, correu bem e falar com o AFIS foi natural

@@laranja9921 óptimo 😊 alguma diferença significativa para o que viste aqui neste vídeo? Abraço!

@@LeantoPeakNão, estava curioso de como era o serviço AFIS e como responder a coisas que não são clearances se tinha de dar readback ou não, mas foi tudo muito fluido e normal, é só dar os reports e dois cliques no ptt ou roger ou outra forma de indicar "entendido" quando ele nos dá informações como na final.

Apparently not! If you check the link I shared in the description and read carefully Lycoming's instructions, their recommendation is now to either set the mixture "quite rich" (circa 150ºF rich of peak) for "best power" setting (basically, max RPM for fixed pitch prop), or slightly lean of peak (circa 20ºF lean of peak) for "best efficiency", or max range, so to say. It's funny because indeed for many years the POH would recommend 50ºF rich of peak, which is kind of a bad area to run the engine at, as it leads to highest CHT. Cheers!

Thank you, much appreciated.

It does take concentration and practice indeed, and it can make a world of difference in terms of safety. At the end of the day, it can save people's lives. Cheers and thanks for chiming in!

Also in G (non-controlled) airspace?

@@LeantoPeak Yes Class G Airspace, but there is at TIZ (Traffic Information Zone) established around the Aerodrome, which also is a Radio Mandatory Zone, you must establish 2 way radio communication with the AFIS inside. The purpose is primarily to service commercial IFR Traffic, which can’t operate in or out of an Airport unless it’s at least AFIS

@@scandinavianaviator8141 interesting! I know them as ATZ (aerodrome traffic zones), but in Germany the small VFR uncontrolled airfields don't even have that. In Portugal on the other, pretty much all airfields are within an ATZ. And even if they are not RMZ, normally on the AIP it is indicated that 2-way communication is mandatory. Very interesting these small differences within Europe.

AFISO Training is the same in germany. The title of the video is just wrong/can't really be well translated since this is a german national speciality at small airfields. Basically it can be called "(Flight-)Operations Manager" (it was "Flugleiter" and now is "Betriebsleiter" in german). AFISO in germany is at uncontrolled Airfields with IFR Procedures, and is pretty new here.

Here's my non expert opinion on your question. For the carbureted version, it's simple. When you start the engine with the engine cold, you need extra fuel in the mixture as some of the fuel will condensate on the cilinder walls. As the engine warms up and the fuel will enter the cilinders in vaporized form, the extra fuel is not needed anymore. My understanding from fuel injected engines is that the injectors do a much better job at vaporizing fuel compared to carbureted versions. When starting a fuel-injected engine, we use the electric fuel pump so the injectors vaporize some fuel into the intake just before the intake valves prior to cranking, and when cranking we wait for the engine to "catch" and then go rich on the mixture so the injectors start spraying fuel again and get into normal operation. I hope this makes sense, let me know your opinion. Cheers!

@@LeantoPeak Thanks!! This makes sense and is what I was thinking!!

@@Mattblackaviation787 cheers bud, my pleasure. Blue skies!

Danke 😊

Lol 😅 obrigado. Vê o video de Troia 😊

Thanks a lot ☺ and I'm afraid not, it's German. I don't understand a word you said 😅

Can you be more specific?

Köln is definitely on my list to fly over. If not this year, next year for sure! Thanks and cheers!

Don't forget to pick me up when you do! 😜

Tens aí uma obsessão pelos meus óculos... vou-te contar! LOL! Obrigado mano, abraço.

Thanks Elliott! I think my videos are quite "simple" compared to other popular aviation channels, but at least I hope they are helpful :) This is the kneeboard I'm using... maybe I should create a video with the gear I use? :) aeroshop.eu/en/pilot-supplies/profi-kneeboard.html

Servus! The video was recorded on my "home airfield" of Hettstadt - EDGH.

Este C172 é muito dócil, ainda por cima levezinho, difícil é metê-lo a cair 😊

Exactly 🤣

Obrigado mano, abraço!!

Hehe of course not 😋 but she was so friendly and doing such a great job, hard not to fall in love! 😜

@@LeantoPeak yeah, she was very friendly indeed! Adorei os vídeos Bruno 👌

@@leonardolima388 grato, bem-vindo ao canal, já tenho mais uns quantos na calha 😊 se tiveres alguma ideia pa video, diz!

@@LeantoPeak epah esses vídeos VFR são tops, recentemente comprei o flight simulator e tenho me divertido muito com voos VFR, e ver como funciona a comunicação com o ATC é muito bom pra depois por em prática na VATSIM 😄

@@leonardolima388 é, não sei porque é que 99% da malta só faz IFR na simulação... VFR também tem que se lhe diga e é bem bacano 😊 a ver se nos encontramos então pela VATSIM! 👍

Grato! Agora vai recomeçar a "festa". Em Março os aviões estão disponíveis novamente :)

@@LeantoPeak Ahah boa, isso é que são notícias boas :) Vamos a isso. Abraço 🤗

Thanks man, Johannes did a really great job with the editing. Cheers!

Obrigado Márcio! Não, é a antena para o ADF :) Grande abraço!

I do mention in the description that if one does not feel comfortable with their skills to try this on their own, take their CFI. On the other hand, would you say it's much different to what we do on each landing? In my mind, that's why it improves landings that much. Instead of spending only a few seconds in "landing configuration", we spend a few minutes.

Cheers Andy, thanks so much, welcome to the channel. If you have some feedback on the videos let me know 😊

To each his own, but the instructions of the engine manufacturer (in this case, Lycoming) are clear. Without an engine monitor, lean till the onset of roughness, and then enrichen just enough for the roughness to go away. If you run the engine ROP make sure it's 150°F ROP instead of the 50°F mentioned in the POH, otherwise you'll run the engine where it's most stressful. However, if you're running 100LL, by having too much fuel and an engine which is too cool you're setting yourself up for sticky valves and exhaust valve failure, as Mike Busch mentions in the respective videos. I'd be happy to read from other sources if you'd care to share them, I'm very interested in this topic! Thanks!

Jason from the finer points has another cool exercise which I haven't tried yet which seems good also, but yeah slow flight has made the biggest impact on my landings by far. I like Backcountry182 channel also, some cool videos with good value. I particularly liked the one about flaps on takeoff. Cheers!

Agreed. Believe it or not, this was a bad habit drilled into me during training. I have to force myself out of it. Cheers and thanks for watching and commenting!

I strongly concur

Right, that's one of the reasons why constant speed props are so much better - we can adjust the prop's pitch to lower RPM's, and give more time for the air to cool down while pushing the piston. I'm flying a constant speed prop C172 now where I make use of this as much as possible :)

That was indeed my main source for this video, among a couple others. Cheers!

Gracias Romeo Foxtrot! Ainda não tinhas visto este? Já tem algum tempo e acho que deve ser o meu melhor video... já tenho saudades de gravar qualquer coisa mas está escasso de tempo... abraço!!

@@LeantoPeak Bravo Echo grande a pinta pá 👌 por acaso esse ñ tinha visto, ui o tempo isso é que é lixado como entendo isso. Mas quando abrir lá vais tu se Deus quiser. Muito obrigado bro, Abração 🤗

Thanks so much! Maybe I will once I build up a bigger portfolio (of videos) 😊 cheers!

Obrigado pelo teu apoio 😊 foi uma grande experiência, quero cruzar mais uma data delas! Abraço!

@@LeantoPeak Ora essa man sempre às ordens 🤗 um abraço para aí 😉

Hehehe they are not enemies, are they? 😋 thanks man, appareciated!

I have reduced the amount of music in my latest video and will probably keep it that way. It's also easier for me, choosing tracks is time consuming 😊

Hey, thanks so much! I think the chart @ 7:00 is key. You will see that when we start leaning, the first interesting point we reach is max power (peak RPM). However, for Mike Busch and many other people, this is not the most interesting engine regime. If you continue to lean, you will indeed get to the point of peak CHT, and then peak EGT. If you continue leaning, then finally you get to the *best economy* point. In this area, CHT is again low and not harmful for the engine. This, however, also depends on the power output of the engine. If you are at 65% or less, you can choose whatever setting you want for the mixture, you will never harm your engine. You can check this on the following video from Continental - ua-cam.com/video/iwwKn-gLDvY/v-deo.html This is why I said I think the pilots you mentioned did not lean enough. In fact, if they followed the POH, they would have flown very near to the most harmful area. The POH of the C172 normally mentions that we should lean to 50ºF on the rich side of peak EGT, which is close to peak CHT unfortunately. But if you lean further, you get to the best economy area, which is the preferred area of many mechanics and pilots! Does this make sense?

On the video from continental, check @ 3:39, where they mention at or below 65% power nothing that we can do with the "red knob" will be harmful for the engine. So, I don't know how the pilots you mentioned were running the engines. I'd be surprised if they were running the engines much above 65% power and setting the mixture at the worst point regularly. Personally, I like the idea of *best economy* . It is exactly what Mike Busch recommends, both for saving fuel, *and* saving the engine. Cheers!

Gracias seňor 😊

You're not the first to say that, maybe I'll reduce the amount of music. I hope at least the video was helpful for you, cheers.

Hey John, new video has less music. Let me know what you think.

Temos de ir também 😊 beijinhos!