Man, I recognize that task saturation feeling - being behind the plane, instead of ahead of it - when learning pattern work. Dude did good. What helped me: sit down, visualize the movements, then write them down as a script. Every tiny detail. Then practice in your head, using a desk and post-it notes for the instruments. Say everything out loud, then go back and write it down again. You'll feel like a third grader doing schoolwork at home - but like a pilot when doing it on your next flight. edit: also needs to internalize the region reverse command - pitch for speed; power to altitude. You cannot simulate that on your desk. I think you just need to see it in your head - how it works, aerodynamically - before it feels natural.
B.I. I remember being in that seat next to you. You're a great instructor, and I can't wait to go back up soon. In your words, the DA40 want's to fly, and you were not kidding. I'm glad you're posting videos; it's helpful.
This is an awesome aircraft to fly, amazingly smooth! Thank you for taking such well care of it! Love the panel! I found the channel looking for preflight videos to prepare for my flight in a DA-40, only to discover Its THE aircraft! again Thank you! Tripp
Great lesson. The student just needs to internalize pitch for speed power for altitude. I had a tough time with this concept but things got better when it became instinct
it is essentially a powered glider and it will float in ground effect forever ... flaring too soon is a common mistake (one that I have made way too many times)
It has been sensitive since the day I bought the plane. I have tried several remedies to calm it down but, none have made a difference. I guess at some point I'll try replacing the horn itself. Just need more $$$. 🤑 Thanks for watching.
It's how every DA40 I've been on seems to behave. Also during takeoff, it will already sing a bit even before you start your rotation... and I've already bounced on landing with the horn playing it's highest note ;-) Nothing wrong with it, it's very conservative and once you've cut all the power, just look at the far end of the runway and listen to the music, the note tells you how much speed you still need to blow off before you allow it to touch the runway.
The checkout guy is flying a power on type of approach. The setup is; get slow and stable, add power to maintain alt.. I prefer energy management over throttle pumping. The pilot is not comfortable in slow flight. needs to work on that... All those speeds for the pattern should be defined as power settings!
I should be able to make a video on that in the near future. I have found the biggest key to a successful lazy 8 is to make control inputs gingerly and very slowly. You can't rush this maneuver especially in a plane that has quick handling like a DA40.
The stall warning in this plane is very sensitive. In certain weather conditions, it will sound at speeds in the high 70 kts which is substantially higher than the stall speed.
CFI's need to remember what its like having 0 hours and then go further and think what it must be like to have 0 knowledge about aviation or aeronautics. This guy was visibly uncomfortable and probably holding back terror at points. More talking clearly didn't help him in the air. I would guess a more thorough briefing would have gone a long way and taking control to help him destress would have taken the edge off. Love the DA40 so its great to see how a lesson in these would go. Hard to watch this one.
I wouldn't have this kind CFI, talk too much. My instructor was a lot better, he lets me figure things out so long as I was within the safty margin. 5 kn lower than the final approach ISA is not gonna going to drop out of the sky.
Also no mention of trim. Once the plane is trimmed for speed all you need to worry about is power for altitude. My instructor buried this into me. Makes managing the aircraft so much easier and reduces another task.
@@jordanjayd I agree - I find it's easy to pull the nose up more than necessary and so I trim down a bit to keep that airspeed correct ... also helps when you are about to flare because you have to pull on the stick to do it, which helps prevent early flare
yes he was talking a lot but everything he was saying was super useful, and with the student being pretty rusty it was probably necessary ... I think he's a good instructor - I would like to fly with him. having said all that, I do struggle sometimes with people talking while I'm flying - almost like I don't have enough brain power to fly the plane AND listen !
Looked like he was sweating bullets. Lol. Good stuff. Wish I could do it.
Man, I recognize that task saturation feeling - being behind the plane, instead of ahead of it - when learning pattern work. Dude did good.
What helped me: sit down, visualize the movements, then write them down as a script. Every tiny detail. Then practice in your head, using a desk and post-it notes for the instruments. Say everything out loud, then go back and write it down again. You'll feel like a third grader doing schoolwork at home - but like a pilot when doing it on your next flight.
edit: also needs to internalize the region reverse command - pitch for speed; power to altitude. You cannot simulate that on your desk. I think you just need to see it in your head - how it works, aerodynamically - before it feels natural.
I like the post it notes idea that’s cool
Thanks for making this great video! It’s very helpful for me as a new CFI transitioning to the DA40. Please keep them coming!
Glad it was helpful! Thanks for watching.
B.I. I remember being in that seat next to you. You're a great instructor, and I can't wait to go back up soon. In your words, the DA40 want's to fly, and you were not kidding. I'm glad you're posting videos; it's helpful.
This is an awesome aircraft to fly, amazingly smooth! Thank you for taking such well care of it! Love the panel! I found the channel looking for preflight videos to prepare for my flight in a DA-40, only to discover Its THE aircraft! again Thank you! Tripp
Great lesson. The student just needs to internalize pitch for speed power for altitude. I had a tough time with this concept but things got better when it became instinct
That's an awesome video - very helpful to watch and absorb everything.
i'm currently a student pilot working on my landings in a C172S, and the CFI's comments seem analogous to mine in my plane. Cool to see in a Diamond.
Great vid! That DA-40 loves to ‘glide’ on the flare out! Seems approach speed is key!
Yes indeed!
it is essentially a powered glider and it will float in ground effect forever ... flaring too soon is a common mistake (one that I have made way too many times)
Awesome video, thanks for sharing 👍
Thanks for watching!
Great video, but low speed and low altitude on final had me a little concerned.
Really hoping the stall horn is out of spec. That comes on entirely too soon.
It has been sensitive since the day I bought the plane. I have tried several remedies to calm it down but, none have made a difference. I guess at some point I'll try replacing the horn itself. Just need more $$$. 🤑 Thanks for watching.
It's how every DA40 I've been on seems to behave. Also during takeoff, it will already sing a bit even before you start your rotation... and I've already bounced on landing with the horn playing it's highest note ;-) Nothing wrong with it, it's very conservative and once you've cut all the power, just look at the far end of the runway and listen to the music, the note tells you how much speed you still need to blow off before you allow it to touch the runway.
gonna start transition training in a da40 soon... looks like a bunch of fun coming from a 172
It's like moving from a suv to a sports car.
I have flown the Diaomond 42, never the 40... would love to fly the 40NG....
The checkout guy is flying a power on type of approach. The setup is; get slow and stable, add power to maintain alt.. I prefer energy management over throttle pumping. The pilot is not comfortable in slow flight. needs to work on that... All those speeds for the pattern should be defined as power settings!
Can you show/demo a Lazy 8 along a road? Flying a DA40 and really having a hard time with that one.
I should be able to make a video on that in the near future. I have found the biggest key to a successful lazy 8 is to make control inputs gingerly and very slowly. You can't rush this maneuver especially in a plane that has quick handling like a DA40.
Stall warning on takeoff.
The stall warning in this plane is very sensitive. In certain weather conditions, it will sound at speeds in the high 70 kts which is substantially higher than the stall speed.
@@diamondstarpilot then get it fixed.
Sort of trains you to ignore the stall horn. Seems bad, esp for less experienced pilots.
Is that the diesel or the Lycoming on you are flying?
It has a Lycoming.
I wondered the same until I heard "mixture" and noticed the red lever. That was the dead giveaway, for me.
good instructor, can tell this dude is a little task saturated and nervous.
This plane does not have a published Vx. I think you meant Vy.
That isn’t true, best rate of climb is in the checklists and POH and it is weight dependent just like Vy. 67 is accurate for their weight most likely.
CFI's need to remember what its like having 0 hours and then go further and think what it must be like to have 0 knowledge about aviation or aeronautics. This guy was visibly uncomfortable and probably holding back terror at points. More talking clearly didn't help him in the air. I would guess a more thorough briefing would have gone a long way and taking control to help him destress would have taken the edge off. Love the DA40 so its great to see how a lesson in these would go. Hard to watch this one.
All things considered, I think he did pretty good!
Oops, I mean IAS....
I wouldn't have this kind CFI, talk too much. My instructor was a lot better, he lets me figure things out so long as I was within the safty margin. 5 kn lower than the final approach ISA is not gonna going to drop out of the sky.
My exact thoughts. Too much chatter for the student to soak up.
Yeah. Student was task saturated because of the instructor.
Also no mention of trim. Once the plane is trimmed for speed all you need to worry about is power for altitude. My instructor buried this into me. Makes managing the aircraft so much easier and reduces another task.
@@jordanjayd I agree - I find it's easy to pull the nose up more than necessary and so I trim down a bit to keep that airspeed correct ... also helps when you are about to flare because you have to pull on the stick to do it, which helps prevent early flare
yes he was talking a lot but everything he was saying was super useful, and with the student being pretty rusty it was probably necessary ... I think he's a good instructor - I would like to fly with him. having said all that, I do struggle sometimes with people talking while I'm flying - almost like I don't have enough brain power to fly the plane AND listen !