If you enjoy aviation podcasts, check out The Corporate Pilot Guys Podcast which I am a part of with another corporate pilot: open.spotify.com/show/3CGTyNGt0hGG9nlSDElOlj
They sure are and standard rate turns don't get used very often in VFR flying. During basic attitude instrument flying for a PPL (3 hours under the hood), students are taught timed turns and that's where it is used by a PPL.
@@thecorporatepilotdad I actually have used them before from the controller side - giving a no-gyro vector and timing the turn and assuming the pilot was turning at the correct rate!
I had 2 flight lessons and I was ultra confused with some of the character of the airplane, your video helped me out with some of the confusion! I like your pace and how you demonstrated the theory. Thank you! I have other questions but I am going to keep watching your videos first, and if I still have doubt i will check on my CFI! Dont want to look stupid in front of my instructor!
Looking “stupid” in front of your instructor is not something to be ashamed of. Asking questions is good and you’re not expected to know everything no matter how basic the question may be. Never be afraid to ask your CFI a question. It’s very nice to read your comments about the video. Glad it helped!
Thank you. I am working on doing the whole ACS for Flight Sim fanatics and for a place student pilots can see everything before they do it to use as a "preview" to what they will have to do when learning to fly. The bad part, it will take many months to do the whole ACS. It's obviously MSFS but I treat it like it's real just as I would if talking to a student when I flight instructed because there is no harm in that and it is helpful.
Thank you. The 2nd video in the series was uploaded yesterday. ua-cam.com/video/TqCkZb13cOg/v-deo.html It will take many months to do them all so check back often. If I could do them faster, I would but time is taken to make sure they are in depth and accurate.
That's the truth. Don't get me started on how crazy airplane prices have become. Someone recently told me an examiner fee for a PPL is $600. I never paid over 200 for my most advanced rating with a DPE.
@@thecorporatepilotdad a friend of mine in Ohio paid $750 for his private Pilot Check ride last year. My private I paid $50.00 my multi engine came next at $75 then my instrument ride was $75.00 the Commercial was an all inclusive $300.00 for a Commercial single engine and Multi Commercial add on. The ATP was $15000.00 but that was Lear jet type rating too! I did not have to Pay that one. I then earned my multi engine CFI first, the company paid for that training. The same for the single engine and CFII. I will say my Instrument rating training and check ride was $968.00. It was a finish up course. My private Pilot training was when 80 Octane was 36 cents a gallon. My multi I flew a PA23 -150 for $45.00 an Hour wet. 😁🛫
If you enjoy this series, please share it with other flight simulator enthusiasts or those who are interested in learning to fly and want to learn aviation basics on a deeper level. If you are new to the channel, there are over 100 videos like this one here: ua-cam.com/channels/OTbYtdmGZfqxq0D0lsrYeQ.htmlvideos
Thanks for this - another excellent tutorial - I had my first irl flying lesson last week and the rudder controls on MSFS are a mile away from a real aircraft. Hopefully it's something they'll address in future updates
Congrats on the first lesson. It's very different than MSFS but MSFS isn't a bad place to learn the basic concepts if taught correctly. It is possible to pick up bad habits in MSFS and carry them over to real flying so be careful and follow the procedures in real life on the sim.
@@thecorporatepilotdad I was surprised the school I used didn't have a simulator of any kind. I spoke to the chap running it and he said they're looking into it. I might take my PC there next time and let them see what they think of MSFS as a teaching aid. As a side note my instructor was an A380 pilot who has no work due to covid and was absolutely fantastic - he said he now prefers teaching in GA aircraft to flying the A380 so hopefully I get him in the future
@@harrybassett9433 You won't really need MSFS as a training aid other than navigation, cross country practice, and maybe procedures practice on your own at home. When I instructed we didn't use a simulator for private pilot training. One place I worked had a simulator that was approved and we used it for instrument training. Learning proper procedures and not carrying bad habits from the sim over to the real airplane is something to watch for when transitioning to real aircraft.
If you would like to ask aviation career questions and get advice you may email me. I’ll give you all the info I can. My email is on the ABOUT tab on my main channel page. It’s good to hear people are enjoying the videos. It’s time to start working on the next video. They take a while and it will be a few days before I can get started on the next one.
Quick question on your cockpit layout. I noticed at the 4:37 mark that you have a display above the co-pilot yoke near the window. Is that a mod, and what does it do? Enjoying your videos as they are succinct and helpful graphics.
There will be more of these videos in the future. Glad you’re enjoying them. The tablet comes with the Just Flight Warrior. Above the GPS on the right is two silver toggle switches. I believe the Icom switch toggles the tablet. The tablet gives airplane info, GS, fuel usage, range, etc. I keep the tablet turned off most of the time.
This will vary based on who you ask, but I always say both aileron and rudder so the airplane stays coordinated. An airport that is coordinated is more comfortable for passengers than one that is not coordinated which would result in just using aileron or just rudder vs both simultaneously to keep the ball centered on the turn coordinator.
Great video, and now I finally understand why you need to add rudder in a turn. Do you have to set the trim for any turns, particularly standard turns?
Short answer, it depends on how big the turn is, but also on the pilot's preference. If it's a short turn to the left or right of 10-20 degrees I wouldn't trim. There is no right or wrong answer. I use the trim a lot in the real world when hand flying but it's easy with electric trim. Holding elevator pressure on an improperly trimmed airplane while maintaining level flight makes for a lot of work.
Why would you increase pitch then add power once pitch is set? A lot of energy will be lost doing it that way. The descent can be done by reducing power then setting pitch or keep the power in and reduce pitch to take advantage of the airspeed increase even more during descent.
@@thecorporatepilotdad Because of overspeeding the airplane or the prop. Excuse me for the long message... let's use a single-engine Cessna to explain climb... Cruise speed at Cruise power = 100kts (approx.) Climb speed = 75 - 85kts With your procedures, you will apply full power to speed up to (say..) 130kts, then pitch up to reduce that speed to 80kts? or.. will you pitch up to reduce speed to 80kts first then smoothly apply full power to hold that speed? As for descent, you should always reduce power before changing your attitude. Say you are flying a B747 cruising at Mach 0.8, do you pitch down first to speed up to Mach 1, then reduce power to slow down to a safe descent speed? I understand my examples are a bit extreme, and experienced pilots are using power and attitude almost simultaneously. But as an educational video, i think we need to be careful, so student pilots won't hurt themselves.
@@JSmith777 with this procedure, power would be added then the climb is initiated. It would not be feasible to accelerate to 130 then climb nor was that ever implied. Set power then climb. You would not accelerate to Mach 1 then reduce power in a descent. That’s extreme. In that case Vmo Mmo would never be exceeded (in a jet) and power would be adjusted and pitch if needed to not exceed Vmo/Mmo.
@@thecorporatepilotdad Yes. As I mentioned in my previous comment that the extreme example is for explanation purposes. Obviously you are an experienced pilot, but think for a student pilot flying for the first time. it will take them a couple seconds after applying power before pitching up. Therefore, it is possible that the speed goes into the yellow region or RPM goes to the red line with full power at cruise attitude. Same as for descent, there will be lags in between each procedures. Thus, we are stressing the prop and/or airplane. I didn’t come up with the procedures myself nor heard them from some instructors. These are actual procedures written in the official publications (I was trained in both Canada and the US). Thanks for the discussion!
@@JSmith777 Most of the concepts in the video come straight from FAA publications. Hours are spent on accuracy. These videos are also in no way meant to replace instruction from a qualified instructor even though I hold an ATP and was a former instructor. At most they serve as an aid to those who use MSFS and want more knowledge about flying or those interested in learning to fly as a look into what flight training may look like.
If you enjoy aviation podcasts, check out The Corporate Pilot Guys Podcast which I am a part of with another corporate pilot: open.spotify.com/show/3CGTyNGt0hGG9nlSDElOlj
I never knew that standard rate turns were indicated by the turn coordinator! Nice work!
They sure are and standard rate turns don't get used very often in VFR flying. During basic attitude instrument flying for a PPL (3 hours under the hood), students are taught timed turns and that's where it is used by a PPL.
@@thecorporatepilotdad I actually have used them before from the controller side - giving a no-gyro vector and timing the turn and assuming the pilot was turning at the correct rate!
@@virtualDon Standard rate can also be estimated by airspeed/10 +1/2 the answer i.e. 100/10=10+5=15 degrees of bank to get standard rate.
I had 2 flight lessons and I was ultra confused with some of the character of the airplane, your video helped me out with some of the confusion! I like your pace and how you demonstrated the theory. Thank you! I have other questions but I am going to keep watching your videos first, and if I still have doubt i will check on my CFI! Dont want to look stupid in front of my instructor!
Looking “stupid” in front of your instructor is not something to be ashamed of. Asking questions is good and you’re not expected to know everything no matter how basic the question may be. Never be afraid to ask your CFI a question. It’s very nice to read your comments about the video. Glad it helped!
Fantastic clarity. This, like your other videos, is spot on. As a student pilot myself I really appreciate your treatment.
Thank you. I am working on doing the whole ACS for Flight Sim fanatics and for a place student pilots can see everything before they do it to use as a "preview" to what they will have to do when learning to fly. The bad part, it will take many months to do the whole ACS. It's obviously MSFS but I treat it like it's real just as I would if talking to a student when I flight instructed because there is no harm in that and it is helpful.
@@thecorporatepilotdad Brilliant. Your dedication will help so many student pilots (me included!).
@@Anglezarke It is nice to hear that. Just adding my 2 cents where I can.
Awesome new series, thanks for doing this. Really looking forward to it.
Thank you. The 2nd video in the series was uploaded yesterday. ua-cam.com/video/TqCkZb13cOg/v-deo.html It will take many months to do them all so check back often. If I could do them faster, I would but time is taken to make sure they are in depth and accurate.
Keep it up! Really appreciate this series.
I actually look forward to doing this series. The next video should be out in a day or two.
Great video, keep going, i'd love you to do the instrument rating too after finishing ppl, all the best.
I plan on it. These teach basics everyone can use but it’s also a sneak peak for anyone training to fly in the really world.
What truly makes an airplane fly is money 🤣🛫 Great tutorial 😁🛫
That's the truth. Don't get me started on how crazy airplane prices have become. Someone recently told me an examiner fee for a PPL is $600. I never paid over 200 for my most advanced rating with a DPE.
@@thecorporatepilotdad a friend of mine in Ohio paid $750 for his private Pilot Check ride last year.
My private I paid $50.00 my multi engine came next at $75 then my instrument ride was $75.00 the Commercial was an all inclusive $300.00 for a Commercial single engine and Multi Commercial add on. The ATP was $15000.00 but that was Lear jet type rating too! I did not have to Pay that one. I then earned my multi engine CFI first, the company paid for that training. The same for the single engine and CFII.
I will say my Instrument rating training and check ride was $968.00. It was a finish up course.
My private Pilot training was when 80 Octane was 36 cents a gallon. My multi I flew a PA23 -150 for $45.00 an Hour wet. 😁🛫
If you enjoy this series, please share it with other flight simulator enthusiasts or those who are interested in learning to fly and want to learn aviation basics on a deeper level. If you are new to the channel, there are over 100 videos like this one here: ua-cam.com/channels/OTbYtdmGZfqxq0D0lsrYeQ.htmlvideos
nice thanks
You're welcome. Starting on #2 soon.
Thanks for this - another excellent tutorial - I had my first irl flying lesson last week and the rudder controls on MSFS are a mile away from a real aircraft. Hopefully it's something they'll address in future updates
Congrats on the first lesson. It's very different than MSFS but MSFS isn't a bad place to learn the basic concepts if taught correctly. It is possible to pick up bad habits in MSFS and carry them over to real flying so be careful and follow the procedures in real life on the sim.
@@thecorporatepilotdad I was surprised the school I used didn't have a simulator of any kind. I spoke to the chap running it and he said they're looking into it. I might take my PC there next time and let them see what they think of MSFS as a teaching aid. As a side note my instructor was an A380 pilot who has no work due to covid and was absolutely fantastic - he said he now prefers teaching in GA aircraft to flying the A380 so hopefully I get him in the future
@@harrybassett9433 You won't really need MSFS as a training aid other than navigation, cross country practice, and maybe procedures practice on your own at home. When I instructed we didn't use a simulator for private pilot training. One place I worked had a simulator that was approved and we used it for instrument training. Learning proper procedures and not carrying bad habits from the sim over to the real airplane is something to watch for when transitioning to real aircraft.
I love your video's I'm thinking of making a career change. And want to start a journey towards commercial pilot.
If you would like to ask aviation career questions and get advice you may email me. I’ll give you all the info I can. My email is on the ABOUT tab on my main channel page. It’s good to hear people are enjoying the videos. It’s time to start working on the next video. They take a while and it will be a few days before I can get started on the next one.
@@thecorporatepilotdad awesome thank you! Also let me know if you ever want to fly together on MSFS
Nice 👍🏻
Thanks ✌️
Quick question on your cockpit layout. I noticed at the 4:37 mark that you have a display above the co-pilot yoke near the window. Is that a mod, and what does it do? Enjoying your videos as they are succinct and helpful graphics.
There will be more of these videos in the future. Glad you’re enjoying them. The tablet comes with the Just Flight Warrior. Above the GPS on the right is two silver toggle switches. I believe the Icom switch toggles the tablet. The tablet gives airplane info, GS, fuel usage, range, etc. I keep the tablet turned off most of the time.
How about adjusting a course heading by a few degrees; rudder, aileron or both? thanks!
This will vary based on who you ask, but I always say both aileron and rudder so the airplane stays coordinated. An airport that is coordinated is more comfortable for passengers than one that is not coordinated which would result in just using aileron or just rudder vs both simultaneously to keep the ball centered on the turn coordinator.
@@thecorporatepilotdad thanks again. I guess I should keep my feet on the pedals and not just for take off and landing.
Great video, and now I finally understand why you need to add rudder in a turn. Do you have to set the trim for any turns, particularly standard turns?
Short answer, it depends on how big the turn is, but also on the pilot's preference. If it's a short turn to the left or right of 10-20 degrees I wouldn't trim. There is no right or wrong answer. I use the trim a lot in the real world when hand flying but it's easy with electric trim. Holding elevator pressure on an improperly trimmed airplane while maintaining level flight makes for a lot of work.
What plane are you in here? My 172 has no steam gauges?
Piper Warrior by Just Flight. The steam gauge 172 is available on the premium deluxe version of MSFS.
Not sure if you are saying the right stuff
For Climb, it's usually Attitude then Power
For Descent, it's usually reduce Power then set Attitude
Why would you increase pitch then add power once pitch is set? A lot of energy will be lost doing it that way. The descent can be done by reducing power then setting pitch or keep the power in and reduce pitch to take advantage of the airspeed increase even more during descent.
@@thecorporatepilotdad
Because of overspeeding the airplane or the prop. Excuse me for the long message...
let's use a single-engine Cessna to explain climb...
Cruise speed at Cruise power = 100kts (approx.)
Climb speed = 75 - 85kts
With your procedures, you will apply full power to speed up to (say..) 130kts, then pitch up to reduce that speed to 80kts?
or.. will you pitch up to reduce speed to 80kts first then smoothly apply full power to hold that speed?
As for descent, you should always reduce power before changing your attitude.
Say you are flying a B747 cruising at Mach 0.8, do you pitch down first to speed up to Mach 1, then reduce power to slow down to a safe descent speed?
I understand my examples are a bit extreme, and experienced pilots are using power and attitude almost simultaneously.
But as an educational video, i think we need to be careful, so student pilots won't hurt themselves.
@@JSmith777 with this procedure, power would be added then the climb is initiated. It would not be feasible to accelerate to 130 then climb nor was that ever implied. Set power then climb. You would not accelerate to Mach 1 then reduce power in a descent. That’s extreme. In that case Vmo Mmo would never be exceeded (in a jet) and power would be adjusted and pitch if needed to not exceed Vmo/Mmo.
@@thecorporatepilotdad
Yes. As I mentioned in my previous comment that the extreme example is for explanation purposes.
Obviously you are an experienced pilot, but think for a student pilot flying for the first time. it will take them a couple seconds after applying power before pitching up. Therefore, it is possible that the speed goes into the yellow region or RPM goes to the red line with full power at cruise attitude.
Same as for descent, there will be lags in between each procedures. Thus, we are stressing the prop and/or airplane.
I didn’t come up with the procedures myself nor heard them from some instructors. These are actual procedures written in the official publications (I was trained in both Canada and the US).
Thanks for the discussion!
@@JSmith777 Most of the concepts in the video come straight from FAA publications. Hours are spent on accuracy. These videos are also in no way meant to replace instruction from a qualified instructor even though I hold an ATP and was a former instructor. At most they serve as an aid to those who use MSFS and want more knowledge about flying or those interested in learning to fly as a look into what flight training may look like.