NEW Airplane CHECKOUT! Standard Operating Procedures (SOPs) + Flying Piper Arrow II + Checkout
Вставка
- Опубліковано 14 лис 2020
- I recently got checked out in a Piper Arrow II to commute by airplane to my flying lessons. Standardization helps me move easily between makes and models and in this video I show you all of the SOPs I teach my flight students and that I use myself.
GET A FREE 3-DAY TRIAL OF OUR GROUND SCHOOL APP
learnthefinerpoints.com/ground...
These videos are listener-supported by the generous donations of our Patrons. Patrons receive extra benefits (including minimally edited lesson videos) for helping to make these free videos available to everybody.
/ learntfp
I've got videos and podcasts coming week over week in 2020. Stay tuned to the Facebook page for all the updates and for more information on The Finer Points visit I've got videos and podcasts coming week over week in 2020. Stay tuned to the Facebook page for all the updates and for more information on The Finer Points visit our website -
Proudly Sponsored by ForeFlight.
Download ForeFlight - the essential app for aviation here -
foreflight.com/
#foreflight
Become a member of AOPA today and add pilot protection services --
aopa.org/membership-ppc
#aopa
Proudly Sponsored by BOSE. Makers of the A20, the quietest headset in the industry. Get yours here -
URL: worldwide.bose.com/aviation
#Boseaviation #Bosea20 #Boseproflight
Music by Michael Bizar
So if I ever see a 777 doing a 360 at the runup area, I'll know Juan Browne is at the controls. LOL
If I ever see a 777 at a non-towered field...
@@acerbus02 it happens
Jason, absolutely love this style of video from you! Glad to know I am not the only one that constantly talks out loud to themselves throughout the entire flight. Cheers and congrats to continuing to share your knowledge with us for the last couple of decades. (TFP podcast listener since 2009)
Thanks Ryan! Boy, you are old school! Thanks for the support
Always! TFP was a key part of my commute during my private license. Take care and safe flying!
Had an Archer for 5 years not an Arrow but loved it, love the emphasis on SOP's so easy to become complaced . Great work Jason !
Loved seeing this one Jason. Thanks! Great to see a bunch of SOPs and how they flow together.
I flew that plane from KAUN to KBUR for my commercial cross country with an instructor. We got to Burbank and after stopping at the FBO to get food and fuel we begin getting out IFR clearance when smoke filled the cockpit. Squawk 7600, I actually had to stop my instructor from almost putting in 7500! Then shut everything down. Turned out the grounding wire had caught fire. Spent the night in burbank for obvious reasons. Flew back the next day.
I love that plane. I’ve been everywhere with it. And sunshine is awesome! I just did spin training there with CFI Kelley. He was great and helped me get over my anxiety with stalls.
Love your videos. They’ve got so much fantastic information that no other channel on here gives.
Why 7600 (radio failure) with a smoke-filled cabin?
My fuel management PA28 & PA32 ==> Minute hand to right of 12 or 6 = Right Tank. Minute(big) hand to left of 12 or 6 = Left Tank. Ezy Pzy
I like this Gwen! Going to try that one out for sure. Thank you. I trained in and now rent PA-28's and I dont always notice the message on the 430.
What a cool trick, bugging the wind. I'll definitely start doing that.
same. visual indication of crosswind will really help me!
That helped me get my practice forced landings under control. Eg it reduced my cognitive load working out which direction I'd ideally want to land.
@@glennwatson i was thinking about that as well.
Right? Each video has some cool little trick!!
I sort of agree, but having the RWY heading bugged also has some advantages.
Enjoyed your video - I flew out of Auburn back in 1985 . Horizon Aviation was my flight school. I soloed in Lincoln Ca. Thanks for bringing familiar scenery back to me. I now live in Lincoln about 2 miles from the airport now. I also know Juan :-)
Awesome videos. I did most of my instrument training at KAUN at Mach 5. Both flight schools are awesome. It was fun watching this video. A C-172 I did a lot of my training inks sitting on the ramp in your video. Cool stuff.
My home airport! Just got my PPL about a year ago from the flight school across the taxi way from sunshine flyers. I always drool on their nice Arrow 2 at Sunshine Flyers.
"gonna put this on North because it's the way I like it uh huh uh huh...." Made me chuckle, you singing that haha
Made me chuckle as well… until I remembered that I was alive when that was brand new on the radio…😳
Worse yet, I was listening to it on the bus to grade school…🤣
Nice flight, full respect to your discipline.
Great Vid Jason! Super safe flying sir.
The video is right on time. I'm thinking about shooting for my complex checkout sometime soon.
You didn't mention the S in CIGARS, Course, you had your Seat belt on. Nice flight.
Thanks for catching the omission! There is always room to improve 🙌
Awesome! Will use most of this on next complex checkout. Great thanks, Jason.
Always nice to see two you tubers I follow flying out of KAUN... Air Wagner - Jerry and The Finer Points!! Nioce. I need to get back in the game. Haven't flown since 2007.... Need to check AOPA's rusty pilot series... Thanks Jason for the motivation!!
Great video. That is my favorite plane at Sunshine. Though my time is spent with the 152 and 172s teaching.
Just wait 7 more years. I'm coming over from Greece, getting my Green Card (and then a U.S. citizenship, if required for PPL) and then I'll find you to teach me, if you have actual person-to-person lessons. I love aviation so much and would be an honor of you being my flight instructor. Been watching your videos for a loooong time. You are trully amazing. Be safe!
This video came right on time, as I'm presently going through this as well with the Archer III and the Warrior III's. I flew an Arrow III for about seven or eight years, and I've had the chance to solo two Seminoles from my present location the last three years, but I wanted to fly the cheaper Archers/Warriors and had never flown them before. And even though they feel relatively familiar, there are differences and you have to get used to them. I also had to reshift my focus back to shifting between the left and right fuel tanks again as you don't have to do that in twins minus a crossfeed scenario. I feel pretty good about them now, but it does take a couple flights to really feel comfortable. Even the engine sounds are a bit different.
I used the heading bug while training so the controls were correctly used for wind direction during taxi.
Nice! Sunshine is awesome. I just soloed and am currently halfway to getting my PPL with them.
Nice video. The Arrow is a great plane.
Never seen a mirror on the wing before, but that's a cool addition.
I just got a 74 Arrow 2. Love it!
Just flew 1406T for the first time last weekend! Working on my complex endorsement. 😁
Bought an arrow a year ago... I love it! Welcome to the club!
Question for you/ everyone... when do you adjust to cruise climb power settings, and do you follow the Mike Bush over square theories??
I also did my instrument and commercial checkrides in the same day back to back on 11/10/2020.
damn two check rides in one day! I'm getting ready for my private checkride in 5 days been studying a lot do you have any tips?
It was nice to fly with you, Jason! (BTW, nice KC and the Sunshine Band plug!)
Thanks for the video Jason, however there are couple of items I would do differently. First, start from the Least tank, which may not necessarily be the Left tank, then during the runnups switch to the tank with more fuel. Check list item such as "set the heading bug into the wind" is probably a reminder to steer your ailerons into the wind whilst taxing:) I would rather set the bug to active (into wind) runway and confirm when lining up. In any emergency below ~1000ft, there won't be any time to switch the tanks. Pitch for best gliding speed (~79kt) then land ahead. Finally, I would do the flight planning before entering the aircraft.. Regardless, great video! Cheers
Love our Arrow II! Good procedures as always
Just got checked out in a turbo Arrow IV. Great airplane.
Loved this flight, it had a SteveO feel to it. Would love more like this in the future if you can. Thanks from a paramotor pilot.
Agreed!
Roger, thanks! Noted.
Nice seats in that Arrow
Very nice. In our Tiger, we have a digital chronometer that we use to set a time to remind us to switch tanks whether we are flying a short flight or a long cross country. It's mounted in the panel, just to the left of our analog airspeed indicator. We set the timer for 30 minute intervals and once the clock runs down, a yellow led light flashes to get our attention. We also use a tally sheet to keep track of the time we switched tanks and the number of times we have switched. This ensures that we keep an accurate record of our fuel consumption. My son and I have a personal minimum of no less than 1 hour of fuel remaining when we arrive at our destination, whether we are flying VFR or IFR. We may eat into that for about an extra 15 minutes max, but very rarely.
When I was taught to fly by Navy instructors, SOPs were not an option. We were taught to develop a flow and follow up with the checklist, just as you had demonstrated. Everything was done by the book. It's made me the pilot that I am today.... detail oriented. The words "attention to detail" have been drilled into my brain thanks to those instructors. Thanks for the lesson and reminder.
One more thing... I noticed that you do a 360 in the run up area prior to taking the active runway for departure when at an uncontrolled field. I've never been taught that in the 30 plus years I have been flying and, I typically don't see this technique practiced by other pilots. Even when I recently completed my flight review at an uncontrolled airport, the instructor I flew with, who is a former Navy F4 pilot with loads of flight time, did not mention this technique during that flight. We did perform a visual scan of the traffic pattern and cross check on the iPad using ForeFlight to look for ADS-B traffic. When I asked my son about this to see if he ever heard of this technique, he too said he was never taught that and he received his PPC in 2017 and his CFI just a couple of weeks ago. Anyway, thanks again for the great content and lesson.
Fly safe and fly often!
My 28yo CFI taught me to do the 360 check at non-towered airports during my training a few months ago. I then flew with older CFI who also reminded me to do a 360. Looks like a good practice that is still taught today.
Great video. One thing 15:36 Best Glide 79 KIAS.
I can watch this kind of stuff all day.
Love checklists nice plane
Great show.
Can you do a rundown on the 430 and things to look at apart from routes and flight plans
love your channel
You missed checking your propeller Jason on your run up. Great video I'm a BIG fan
Hey! Really enjoy the video. I came in looking for power settings for the piper arrow. Been flying the make and model with local flight school and looking at aircraft ownership a little more seriously with this plan. Can you advise how you set up power on downwind, base and final? Reply or direct message, or other video explaining in detail would all suffice. Thanks in advance.
You know, that 360 just before departure is a really great way to confirm your situation BEFORE you’re fully committed, and Forced to react to it. Sort of like that last circle around the truck before I release the brakes.
Great views!!!
This is perfect timing, as I am considering buying an Arrow...
I almost made this a video about buying an Arrow but the wing spar issue took me into the weeds and I realized there is a fair bit to unpack there. I might do a follow up
@@TheFinerPoints Welcome to piper world. This was the first question I asked before flying the club archer, and will be one of the first I ask about Arrows. FWIW, Cessna just had their own AD. Fun for all
Put 20 hours in an arrow before buying a Comanche, beautiful plane to fly
@@TheFinerPoints
No spar issues on the Comanche, a well maintained one is a joy to fly plus the 250 has a good useful load. Can’t beat the cruise speed
Great vid, Jason - thank you! One question: on departure you announce left downwind departure but you didn’t announce from which runway. Was that an omission or intended?
The way I learned to identify the taxi way centerline is to make sure that your right foot if you were in the left seat is over the centerline. That will put you there 99% of the time. Also on a low in aircraft you can look at the wing tips and judge the distance from the tip to the edge of the taxi way.
Jason - Like Dan M., I also learned to fly out of KAUN in the early 1980's... also out of Horizon Aviation. Stepped away from GA for a brief 32 years and just recently began flying again. I live in the Bay Area these days, but am returning to Auburn once a week or so to build time in a Cessna 320. It's good to be back - both literally and figuratively! Love your videos. Maybe I'll run into you on the ramp, or at Wings, one of these days. I do have one question... I was taught that when overflying the field for a pattern entry that one should be +/- 500' above TPA when crossing overhead. You crossed at TPA. Is that a traffic-dependant strategy? Thanks!
Hey Jason, awesome video. I have a question about your taxi out of Auburn. You said the wind conditions were calm but you held full aft pressure on the yoke. Why did you do this? I feel like you're just tiring your arm out for little to no wind-correction benefit. Thanks!
Love seeing your routines and ground work - helps me as a GA pilot
I flew Archers, Warriors and 172SPs for many hrs then got my "Complex endorsement" in an Arrow. I loved the Arrow , it had everything a BIG BOY plane should have, Constant speed prop, retracts, Autopilot it felt cool to fly this plane. I needed 10 Hrs dual to qualify to Rent it solo. Then after about 35 Hrs or so It GOT SOLD !
Try flying a Beech 36!
That was a fun and educational video to watch. I completely understand you need to sell some of your wisdom instead of giving it away for free so I get that the fuel tips will only be on patreon.
One question: Do you read the checklist out loud if your alone on the plane as well? I found that it helps me to talk remember I g stuff when flying.
Thanks for sharing the video.
Cool, Just posted and flew the 1st time a Piper JetProp
I thought I heard you say that you put the prop forward at engine start. If that is so when your flash came up you should’ve pulled your power back to 25 inches manifold pressure and reduced prop to 2500 for the climb. From there it is usually 23 square for crews.
Archer II is what I had several hours in.
On my skill-test my examiner gave me a piece of advice that stuck - 'don't even think about pressing PTT without having your pen ready' - I'm left-handed and I fly with my pen in my left hand at all times - can handle yoke with any hand, and appreciated proper trimming even more.
It's those instructions that I get as I am touching down that get me. Even if I had pen in hand I am not leaving go of the throttle at that point.
I'm only really noticing it now, but I love that "checklist voice" is a thing, and it sounds the same whoever does it.
thanks for the excellent videos, I thought for sure you would be the one to come up with an easier way of coming up with an abort plan, I see so many pilots stumbling around (including yourself on this video) 70 percent of this or that and just so much chance of making mistakes. There has to be a much easier less confusing way.
70 percent of 70 mph is 49 mph, not 55mph.
Do you prefer flaps down on landing for drag purposes? My instructor taught flaps up for more weight on the tires for better braking
The difference in braking is marginal, and lets put it this way. My current companies SOP’s forbid putting flaps up till clear of the runway and doing the after landing checks because in people’s hurry to “improve braking” they’ve gone gear up not flaps up.
Thanks for another great video! I had a small discussion recently with another CFI about strobes on the ground. The other CFI was adamant that strobes should be off on the ground, only turned on when entering the runway and turned off when vacating at all times, to prevent that you'd forget about them at night and disturb someone. I noticed you turned them on directly after engine start, so what's your take on that? Cheers!
My instructor taught me the same. And that’s how I do it in my flow. At a controlled AP, when tower gives clearance, landing light, strobes, fuel pump and action… at non tower, when I announce my departure, same flow…. After landing and crossed taxi hold line, flaps, fuel pump, mixture, lights & then talk. Never had any complaints from other pilots to towers.
Jason, at what point do you review speeds for a new to you airplane and do you keep the speeds readily available for reference ?
I didn't see or hear you have a checklist item for cabin door latch. Pipers have an additional upper latch lever that pulls the top of the door secure against the seal. Doesn't look like your upper latch is secured.
What are advantages and disadvantages between high wing and low wing aircraft? I am guessing low wing have the advantage of less drag because they tuck the gear, which hopefully means better fuel economy. Having SOPs is a safety thing for sure, like muscle memory.
Ford vs. Chevy argument here. I like low wings. So that's what I fly.
I notice you reference Knots sometimes and Miles at times in terms of airspeed. Does it matter as long as you know the numbers for the plane you’re flying?
The Arrow is a tricky one to grease onto the runway!
Thanks for the video, great SOPs.. I've a few questions. What is it that you're saying right before you check the controls. Sounds like you're saying "going through cigars, the controls.." is CIGARS short for something? also why would you not touch the flaps till you're clear of the runway? Forgive my curiosity :)
All the best
Controls
Instruments
Gas
Attitude
Run-up
Seat belts
@@johnopalko5223 ahh I see, thanks 👍
hi ... oh ya didn't tap the brakes on retract ...like Steveo does. Or does it not matter for an Arrow ?
If like u were at nontowerd ap.. when u xmit radio - How can u be sure yur radio/mic is 100% loud clear and if yur even on the correct freq and or correct comm 1 or 2... if there's no ATC to talk back to you ?
How's that work really?
nice vid great info tips from a real CFI... so good.
wish I had my ppl.
I only have about 10 hours of Arrow time. How do you like the effect of the VGs?
The arrow is a good reliable bird!
Hi, what kind of hardware/software you use for audio?
Regards from Portugal
You flew at Auburn? Watch out for a crazy Golden Eagle pilot
Fly in the UK - almost the identical SOP’s I was taught! Nice to see it on that side of the pond :)
Oops, at 900 feet we forgot to set climb power. If that is not a turbo, it is probably 25 square. If it is a turbo it’s usually 33 manifold pressure 2475 RPM. By the way, I used to fly out of Sunshine Flyers about 7 years ago. They are the ones that got my tail wheel sign off with the Citabria. I don’t know if they have that plane anymore.
When I was getting my instrument rating my instructor payed heavy emphasis on checking to make sure the instruments agreed with what the Garmin was reporting during the initial checks.
Please do a collaboration video with Jerry Wagner. One way or the other, it would be epic.
During the runup check, it was indicated that checking the alt air (at 10:30) "helps the engine breath." Isn't alt air just to give an alternate static air source (to the altimeter, VSI and airspeed indicator)? Admittedly, I'm not familiar with the Arrow.
No that's a different alt air. You're thinking of the "alternate static air source" -- which does what you said. There is a separate thing in fuel-injected airplanes called "alternate air" which provides a second induction air source for the engine in the event the main induction air source gets blocked. Good question!
In some airplanes it may be referred to as "Carb Heat" also. Basically you're bypassing the intake air filter and drawing from somewhere inside the cowling.
@@zachheilman784 Hi Zach, I think your reference to carb heating is a little bit confusing and not totally true. With your second sentence I can agree.
@@TheFinerPoints thanks for replying to this. I was confused thinking it was some kind of cowl flap that the arrow 2 had. lol.
That Garmin should have a feature that notifies you every so often to switch tanks
Garmin Area has this feature, as well as Skydemon and Foreflight
What’s up with that turn and bank gyro. It indicates a bank every time you go left or right on the ground. I expected the ball to indicate a slight skid but shouldn’t the roll remain wings level?
Is it to change tanks according to which half of your watch the minute hand is on i.e. minute hand on right half use right tank minute hand on left half use left tank?
I bet you're right!
That’s what I do and it works well.
Whatever it was it could have been included in the video
Never pull power on a low wing, they sinks like a rock and especially with a T Tail, you need some power to help elevator authority. A little power and hold bottom of green arc with full flaps til you’re a few feet above runway. Then smoothly reduce power as you start to settle and lift nose one or two degrees and it will grease every time.
I did a discovery flight but I was so nervous I couldn't relax. And too nervous to try turning..
I had a full electrical failure in that airplane doing my long commercial cross country.
In the early 90s, the C152 door on my side opened on my private three legged cross country flight. If I recall correctly, papers started flying around the cabin. I was forewarned, but was still a bit surprised. Just opened the window and closed the door.
One question, some people dump the flaps just after they touch down (just a few knots below touchdown speed), and others wait until the aircraft is off the runway/ at taxi speed. Are they circumstantial? Or is there a reason to do one over the other?
It can be a distraction, so many CFI have their students wait to avoid loss of control after touchdown. Many accidents, or almost accidents, occur when pilots focus on raising the flaps and stop maintaining directional control on the roll out. At unpaved airports in low wing aircraft, raising the flaps sooner can minimize damage from rocks and such getting kicked up into the flaps.
I personally raise flaps promptly once the landing is sure. Partially because raising the flaps raises the stall speed and reduces any remaining lift. This helps plant the aircraft on the wheels/runway. But often times I'm already below stall speed at this point, so it doesn't always matter. STOL pilots will raise the flaps even sooner, almost at the moment of touchdown, for similar reasons. But I also raise the flaps as part of my flow, doing touch and go, so it's normal for me.
If you’re doing a short field landing you’ll typically raise them right away to put the weight of the aircraft onto the wheels and therefore the brakes. But the hazards of going for switches or levers while you’re rolling out are the distraction of doing it and the possibility of raising the gear by accident.
Did you close your flight plan?
SOP's are always the best way to go. Miller's always fly safer.
“Pretty rad”
Did you ever turn the fuel pump on for takeoff?
Yes! Caught it that time
Please move to Los Angeles!
Haha ... can I just visit from time to time?
Greasers are only for 10% of you landings, don´t worry! Looked like a decent one!
Question for the masses. Im a big guy, 6'4, 245lbs. I mostly have been flying in cessnas and can easily climb in and out of the cockpit. I'm looking at maybe going in the direction of the pipers to open up plane availability when renting. My question is this: how difficult is it to get in and out of the piper when there is only the door on the right side? How cumbersome is it to have to climb from the right side to the left on entrance and egress?
Apologize is this is a dumb question, but I would really like to hear from someone who has some height to them.
Thanks!
well, it's not awesome. To be totally honest, I think it will annoy you. But you should try it. Find a Piper, grab the keys, and just go get in it for awhile.
@@TheFinerPoints Jason, thanks for your feedback. I was discussing this very issue this morning with my FI. You pretty much echoed what he was saying. Of special note was the manual flap bar that he said is problematic if left up from the previous flight. Thanks again for responding and for the awesome content of your channel.
Good video, as always, but I'd offer some different procedures to consider. If you have an anti-collision light, why turn on the strobes on the ramp? If it's at night, that can be very annoying/distracting to other pilots and people on the ramp. Regarding always talking on the top radio and listening on the bottom: Consider talking and receiving on both radios so that you know each transmits and receives before you takeoff. Easier to do at a towered airport, but can be done at non-towered as well. Probably not a huge deal if you're launching VFR, but could be important if IFR. It's probably worth doing a quick ground check on the Nav radios too. And speaking of Nav radios, definitely look to see that navigators like the 430 are in the correct mode before departing (VLOC vs GPS).
flaps for takeoff in an arrow?
No flaps for paved runway. 2 notch for soft/grass
As a renter I could honestly say someone has a lot of money. That is a very expensive sitting on the taxiway. Back in the day it would’ve cost about $15.
👍
Almost bought an Arrow. SO glad I didn't! They are built like crap. I prefer airplanes where the wings STAY ON! Multiple instances of wing seperations on this type and the only REAL way to inspect the attachment is to pull the wings off.
It’s so hard to get greasy landing in the Arrow
Right!?
@@TheFinerPoints thing has so much juice too! First flight in one yesterday throttle full forward I was screaming for my mother while trying to maintain the center line… 🤣
The ibook is only for us
I have always wondered why during the run up we don’t switch tanks on a pipe or arrow or archer to make sure they both tanks feed.
Good point as I fly an Arrow, probably going to start doing this.
Well, really you use both during engine start and run-up
@@MassimilianoChiani well I must say it’s been a while since I flew my plane back in 1992. As I recall next to my left knee just below the tank switch said left, right but there was no both. Maybe things have changed. Tailwinds. Enjoy your lovely airplane.
@@observer1242 no both selector, but you have to start the engine using the tank with less fuel then switch on fullest tank during run-up so you check both actually
@@MassimilianoChiani Got it:)
Why in the world would you turn on your strobes on the ramp? What is the reasoning for this other then to annoy every other pilot?
14:35 70% of 70 is 55? 😳
Doing CIGARS when you have a checklist is such a waste of time and inefficient. The reason for the checklist is because it is particular to the equipment on the aircraft. Notice how after doing CIGARS he had to go back and do a few things that he missed on the checklist and even had to go back to add power for a check that could have been done during run-up. CIGARS/GUMPS are good things to do when no checklist is available or as a final check before takeoff or landing after checklist is complete.
70 percent of 70 mph is 49 mph, not 55mph.