I remember 1st time I flew a Warrior after training in Cessna 150's and 172's ..trying to get the plane to "break" (shuddering then wing drop) when in a full stall. I kept pulling the yoke all the way back and my instructor said " That's it, you're in a full stall" I trained in Warriors after that!
The Cirrus are a blast! I've only got a few hours in a 172 so it's hard for me to compare, but I think you would love flying a Cirrus. Thanks for watching!
Yes, the SR-22 is an awesome piece of equipment, especially the new G6. Just a tip here to help you, not criticizing; the idea here is to transition from cruise flight to slow flight w/o gaining or losing any altitude. On a private pilot checkride you are allowed + or - 100 ft, you blew that by 300 ft of altitude gained plus the 100 ft ur given, gives you 400 ft that u gained; 3,900. You started at 3,500 and gained 400 in the transition, if i was a DPE sitting beside you; you would have failed; not because you gained that much altitude but because you made no attempt to correct it. The only time you lost any altitude is when the aircraft had no choice, remember power for altitude, pitch for airspeed; then you continued to lose another 100 ft before finally applying some power at 3,400 ft; target altitude 3,500. Then you let it stall in slow flight; i'll leave that one alone. Needs alot of work, poor technique. Here is a tip to help you, always watch ur VSI for what i call trending, the altitude will always lag the VSI by at least 2 seconds so as long as the VSI is not moving; the altitude will remain unchanged. Now this is a little more difficult with the G-1000 because of the digital tapes for both read outs; as you do not have a analog gauge for the VSI among ur back up gauges; sucks i know; but it still can be done. It just takes practice, remember as aviators we must always continue to practice what we were taught in flight school or else our skills will erode very badly, a good sharp pilot practices these manuevers all the time, it's like second nature to them. Now i know this post will probably bring negative comments from those who have no clue about what i'm talking about; and that's ok; but as i stated; it is not meant to be critical but to help with my experience in what i have observed in this video. VSI stands for ( Vertical Speed Indicator ); it tells you how much altitude you are gaining or losing in hundreds of feet per minute; WATCH THIS FIRST for trending changes; as long as it remains at 0; ur Altitude will remain constant. As i was watching this i was saying watch ur altitude, check altitude, check altitude. And as always, i welcome Josh Flowers comments; LOL!!!! Inside joke between me and him....
Just read the rest of your comment, didn't realize it was SO long! I hope I don't get a bill for "flight instruction". I noticed you have lots of great videos on your channel, so I'll have to watch your technique...oh, wait, nevermind.
I'm going to second Harold's observations that altitude hold could be much better. Starting at 35 and then going as high as 39 and down to 33 was sloppy.
Sorry if this a little late as I know you posted this 6 years ago. I noticed during the stall you did not at anytime hold the AP disconnect. Had you disabled the envelope protection from the menu as it seemed to me that the envelope protection was kicking in on the stall and pushing your nose down as it should so you would pull back and gain height. I didn’t see a full blown buffet and stall rather a series of stalls correct by the envelope protection.
Hi Ray, thanks for watching. I disconnected the AP at 0:34 and was hand flying the remainder of the video. If I remember correctly N826MS has envelope protection for overbanking but not a "stick pusher" for stalling. And, yes, you are correct, these were not full blown stalls. Happy flying!
Sweaty palms! 🤪 Truthfully, I have a dermatitis on my fingertips, so the gloves help. But, I'll stick with my story of sweaty palms! 🤣 Thanks for watching!
Lots of GA aircraft are forbidden from doing spins (like the 20,000 Cherokees used in flight training all over the world). They all can practice stalls.
I get that a stall is not a spin, but why take it to a full stall, instead of just to an imminent stall? The reason you practice stalls when you are training is to know how the controls feel when you are about to stall so you fix situation you are in, and don’t stall it. I just don’t see the point of taking it to a full stall, and inadvertently putting into an unrecoverable spin and having to pull the chute...seems like a big gamble just so you can say you did it and put it on UA-cam. My humble opinion.
@@Cleared2Productions Hi William, I missed your comment a year ago, so don't know if you'll ever see this reply. However, I thought I would comment anyway for the record. These were NOT full stalls. The stall warning occurs in a Cirrus approximately 5-10 knots BEFORE a full stall. So, you will notice that I am holding airspeed and AOA right at the stall warning and never going to full stall. This is a common (and safe) technique practiced and required during Cirrus training and also something that we do regularly. So, it was never a "gamble" and I don't do it so I "can say I did it" or "put it on UA-cam. But thanks for the snarky comment, gave me a good laugh! ;)
I viewed it again, u gained to 3,800 not 3,900 ft; still too much. remember when adding flaps the aircraft WILL gain altitude, it has no choice; ur increasing lift by changing the camber of the wing so you must counter by trimming nose down until the aircraft settles into it's new flight attitude, then power for altitude, pitch for airspeed. Always watch the VSI; it tells no lies. Anytime you add flaps you must counter with pitching down or you will GAIN altitude, you added 50% flaps and you added nose up trim too soon, that's why you gained that altitude; 100% flaps more nose up trim you added, and you climbed some more. The aircraft began finally losing altitude as airspeed slowed and you lost to 3,400 before finally adding power way too late. You should have been adding power and nose up trim at about 3,600 ft to settle at 3,500 ft. Watch that vsi, and u can't go wrong. I hope this helps.
I remember 1st time I flew a Warrior after training in Cessna 150's and 172's ..trying to get the plane to "break" (shuddering then wing drop) when in a full stall. I kept pulling the yoke all the way back and my instructor said " That's it, you're in a full stall" I trained in Warriors after that!
Also, the SR20 seems like a fun plane to fly. I'd love to try one out some time and see how it feels compared to a 172.
The Cirrus are a blast! I've only got a few hours in a 172 so it's hard for me to compare, but I think you would love flying a Cirrus. Thanks for watching!
Great plane! Why the glove. ?
Yes, the SR-22 is an awesome piece of equipment, especially the new G6. Just a tip here to help you, not criticizing; the idea here is to transition from cruise flight to slow flight w/o gaining or losing any altitude. On a private pilot checkride you are allowed + or - 100 ft, you blew that by 300 ft of altitude gained plus the 100 ft ur given, gives you 400 ft that u gained; 3,900. You started at 3,500 and gained 400 in the transition, if i was a DPE sitting beside you; you would have failed; not because you gained that much altitude but because you made no attempt to correct it. The only time you lost any altitude is when the aircraft had no choice, remember power for altitude, pitch for airspeed; then you continued to lose another 100 ft before finally applying some power at 3,400 ft; target altitude 3,500. Then you let it stall in slow flight; i'll leave that one alone. Needs alot of work, poor technique. Here is a tip to help you, always watch ur VSI for what i call trending, the altitude will always lag the VSI by at least 2 seconds so as long as the VSI is not moving; the altitude will remain unchanged. Now this is a little more difficult with the G-1000 because of the digital tapes for both read outs; as you do not have a analog gauge for the VSI among ur back up gauges; sucks i know; but it still can be done. It just takes practice, remember as aviators we must always continue to practice what we were taught in flight school or else our skills will erode very badly, a good sharp pilot practices these manuevers all the time, it's like second nature to them. Now i know this post will probably bring negative comments from those who have no clue about what i'm talking about; and that's ok; but as i stated; it is not meant to be critical but to help with my experience in what i have observed in this video. VSI stands for ( Vertical Speed Indicator ); it tells you how much altitude you are gaining or losing in hundreds of feet per minute; WATCH THIS FIRST for trending changes; as long as it remains at 0; ur Altitude will remain constant. As i was watching this i was saying watch ur altitude, check altitude, check altitude. And as always, i welcome Josh Flowers comments; LOL!!!! Inside joke between me and him....
Wasn't a check ride and no DPE sitting next to me. But thanks for the comment.
Just read the rest of your comment, didn't realize it was SO long! I hope I don't get a bill for "flight instruction". I noticed you have lots of great videos on your channel, so I'll have to watch your technique...oh, wait, nevermind.
Not gonna fence with you here on you're site sir, just my observation; take it for what it's worth; safe flying!!
I'm going to second Harold's observations that altitude hold could be much better. Starting at 35 and then going as high as 39 and down to 33 was sloppy.
You'd think with the leather gloves you could maintain just about any altitude..
I agree on the altitude, you can’t fluctuate 400 feet , it’s not practicing correctly
That's why it's called "practice". If I were perfect, I wouldn't need to practice. 😝
Sorry if this a little late as I know you posted this 6 years ago. I noticed during the stall you did not at anytime hold the AP disconnect. Had you disabled the envelope protection from the menu as it seemed to me that the envelope protection was kicking in on the stall and pushing your nose down as it should so you would pull back and gain height. I didn’t see a full blown buffet and stall rather a series of stalls correct by the envelope protection.
Hi Ray, thanks for watching. I disconnected the AP at 0:34 and was hand flying the remainder of the video. If I remember correctly N826MS has envelope protection for overbanking but not a "stick pusher" for stalling. And, yes, you are correct, these were not full blown stalls. Happy flying!
Wearing shorts and gloves at the same time. I better try that. Nice plane.
The gloves are for the sweaty palms and the shorts are for the sweaty ba....oh....never mind! ;) Thanks for watching!!
going in my first cirrus flight monday. i’m super stoked. coming from a cessna 172 sp g1000
Enjoy!
I didn't even use gloves when I climbed Mt everest
very cool. I also fly out of KJYO
I thought cirrus were forbidden to do clearing turns.
😂
Got those gloves just in case a hitchhiker jumps in and tries to rob you....NOT TODAY AIR WALKER!!!
I often do stalls in my SR22 just so I can deploy my ballistic parachute.
Why the gloves?
Sweaty palms ! :)
What is the glove for😂
Sweaty palms! 🤪 Truthfully, I have a dermatitis on my fingertips, so the gloves help. But, I'll stick with my story of sweaty palms! 🤣 Thanks for watching!
thought you couldn't do stalls in a cirrus because there not spin certified ?
A stall is not a spin. Practicing stalls in Cirrus Aircraft is routine and done regularly for training and practice.
If corrected wrong or a wing drop occurs a stall can develop into a spin.
Lots of GA aircraft are forbidden from doing spins (like the 20,000 Cherokees used in flight training all over the world). They all can practice stalls.
I get that a stall is not a spin, but why take it to a full stall, instead of just to an imminent stall? The reason you practice stalls when you are training is to know how the controls feel when you are about to stall so you fix situation you are in, and don’t stall it. I just don’t see the point of taking it to a full stall, and inadvertently putting into an unrecoverable spin and having to pull the chute...seems like a big gamble just so you can say you did it and put it on UA-cam. My humble opinion.
@@Cleared2Productions Hi William, I missed your comment a year ago, so don't know if you'll ever see this reply. However, I thought I would comment anyway for the record. These were NOT full stalls. The stall warning occurs in a Cirrus approximately 5-10 knots BEFORE a full stall. So, you will notice that I am holding airspeed and AOA right at the stall warning and never going to full stall. This is a common (and safe) technique practiced and required during Cirrus training and also something that we do regularly. So, it was never a "gamble" and I don't do it so I "can say I did it" or "put it on UA-cam. But thanks for the snarky comment, gave me a good laugh! ;)
As usual, excellent video. I sent you a private message. thanks...
👏👏👏👏❤️❤️
I viewed it again, u gained to 3,800 not 3,900 ft; still too much. remember when adding flaps the aircraft WILL gain altitude, it has no choice; ur increasing lift by changing the camber of the wing so you must counter by trimming nose down until the aircraft settles into it's new flight attitude, then power for altitude, pitch for airspeed. Always watch the VSI; it tells no lies. Anytime you add flaps you must counter with pitching down or you will GAIN altitude, you added 50% flaps and you added nose up trim too soon, that's why you gained that altitude; 100% flaps more nose up trim you added, and you climbed some more. The aircraft began finally losing altitude as airspeed slowed and you lost to 3,400 before finally adding power way too late. You should have been adding power and nose up trim at about 3,600 ft to settle at 3,500 ft. Watch that vsi, and u can't go wrong. I hope this helps.