Hey Russ! Nice video. The reason she wasn't climbing, is because you had 10degrees of flaps the entire time during the climb. Once cleared of the obstacles you should have removed the flaps at about 200ft.. The flaps were creating a lot of drag. Been there, done that :)
Removing the flaps at that low of an airspeed would probably cause him to sink even more momentarily. He should have pitched down more to gain airspeed, established Vy (because he is clear of obstacles), and then climbed. My SOPs call for 500agl for flaps to come up.
Definitely a good suggestion. As you can see, some of the others have said that I should’ve pitched for VY and game or groundspeed. I do a deeper dive on this takeoff later, because it really did shake me up a little bit. But thank you so much for taking the time to comment. Everything, and all advice really helps.
I agree, no need to rush the flaps out. 150s like to get a bit of speed before they climb out. My 152 does a bit better job at VX. But once you clear the trees, lower the nose if you have to, Russ kept pulling for 500fpm, which is a normal instinct. But releasing some back pressure would have let the speed increase and the wings would gain lift on their own. Another reminder to practice short field/obstacle clearance take offs regularly so that you're proficient and not taken by surprise. Good job @russcanfly
@@RusscanFLY Def agree with the angle of attack/pitch attitude. Overcoming our inclination to pull away from danger and tempering it with our knowledge of aerodynamics is a real challenge in my limited experience. Gotta keep that nose down to hit those airspeeds we need to get up. But ya. Energy+Lift+Life!!! Lol. You trade lift for energy or trade energy for lift, If you don't have either you are trading your life!!! Flaps were good, just "keep that nose down!!!"(I hear in my amazing instructors voice 🤣🤣🤣)...I can't say enough about how much I appreciate your humble, student approach to life and aviation. Every "little heart attack is just our envelope being dented outward just a tiny bit more. We plan, we practice, we do, we @#%$ up, we learn from it, and we do it a little better the next time. "Sucking at something is just the first step to being sorta good at something." -Jake the Dog, Adventure Time
My brother, God forbid this happens to you again but you have to lower the nose slightly to let the plane pick up speed and then gently pull up to VY. Flying so close to the stall speed and waiting for it to pick up speed is more dangerous. Being so low and close to the trees makes it counter intuitive but itll only be for a couple of seconds. May God protect you and bring you ease. Safe travels.
True. Just go Straight and level right there, and pick up the speed. Clear from trees by 150-200ft. The energy was getting exhausted, but when that horn goes off, and you not really expecting it, you can get tunnel vision, and lock in on one thing.
Both of these comments make excellent points! I really did have this tunnel vision effect, when I saw my vertical speed deteriorating. And because of that, I definitely had this reflex to pull back on the yolk. But the star Horn definitely kept getting my attention.I do a deeper dive on this video later, but I do think maybe I should’ve thought about a soft field version to takeoff, and build up some airspeed in effect. Both great points!
Great video, good lessons. That's the thing about aviation. One minute you're living your best life, the next minute you're praying for life to continue!!!
Man this comment made me crack up! That is too true! I was sitting there on the runway, just as happy as a clam. Next thing, I know, I’m wondering if I’m about to head for the pearly gates!
Now that was sketchy...... But then again, Sammy is a riding lawnmower with a fan glued on the front.. You were stalling with flaps 10? Russ.. WTH. Why were they down?
Thank you so much! Yeah, those wins were so different at ground level versus above those trees! It was nuts for sure. Thanks for watching, and take care!
Hi Russ, glad you kept cool and concentrated on flying the plane. I flew the 150 and 152 in my PPL training. I was surprised to recently discover that there is a difference between the 150 and 152 information manuals regarding flaps for short field (paved runway) takeoffs. For the 150, zero flaps are recommended because while using 10 degrees of flaps will help you lift off sooner (good for soft field but not needed for a paved runway), 10 degrees flaps actually requires a longer distance to clear an obstacle. 10 degrees flaps are only used for soft field takeoffs or other situations where a minimum ground run is required. For the 152, in contrast, 10 degrees are recommended for a short field (paved) takeoff. Maintain 54 KIAS until obstacles are cleared, then accelerate to 60 KIAS and raise the flaps. So looks like you were using the correct information manual, but as has been discussed you should have accelerated and raised the flaps as soon as it was clear no obstacle was a factor. Best rate of climb speed is noted as 67. It's always good to review the manual periodically and also to brief each and every takeoff by talking to yourself. E.g. "I've got X feet of runway. If I'm not accelerating to 70% of my liftoff speed by 50% of my predicted ground run, I'm aborting the takeoff. I've got a Y foot high obstacle at Z feet from the end of the runway. I'm going to use 10 degrees flaps, climb at 54, once clear accelerate to 60 and raise flaps. Best rate of climb is 67. If I lose an engine on takeoff below 500 feet, I'll land straight ahead. Best glide speed is 60." Again, nice job concentrating on flying the plane. These learning experiences happen to everyone. Safe travels! [Edited for clarity and to add best rate of climb speed of 67.]
Thank you for taking the time to provide this amazing comment. As you stated, you’re advice is very well taken. It’s important to know what the POH recommends, and I definitely need to make sure that I do performance calculations for sure. Making assumptions can end in a really bad day. Again, thank you for taking the time, and for your support. It is greatly appreciated.
Thank you so much for the positive feedback! More importantly, congratulations on your journey to getting your pilot license license. It is an amazing journey for sure. Keep after it! You got this!
Just a few thoughts - 1) In your before takeoff briefing to yourself, TELL yourself : A) Abort points, what is your field marker, and what are you doing if you have to abort (you likely did this, just off camera). B) Abort plan AFTER takeoff after VR (you likely did this, just off camera). C) What are your SPEEDS (Vr, Vx, Vy) takeoff roll, and what your ROTATION speed will be, say it out-loud so that its on the tip of your thoughts. D) What are the speeds your expecting after take off, any thing to note - IE Winds, or Wind-sheer reports. E) Did you run do the 50 foot obsiticale clearance calculation, from the POH, or are you guessing you have enough runway length. This should be part of your briefing.. IE we have a 3000 meter runway, Winds are 270/12, we are 5000lbs heavy, Requiring 2000 meters for a 50 foot obsiticale clearance of runway total length of 3000 available. I promise it will save your life one day with these points, Know your speeds, and run the POH calculation if your unsure, NEVER guess or assume. This is part of the AQP points which the airlines do to KNOW for certain that at a certain speed they take it to the air, or stop on the ground. Generally speaking on the runway length, 2900+ meters for your airport, a short-field takeoff you only need about (most) ~1500+ meters for a Cessna 152 172 Again reference your POH as each aircraft is different. For a short-field takeoff in a C152, (please reference your POH for the most accurate numbers, to account for weight, altitude density, winds, engine power, runway length, climb above a 50ft obstacle, or in your case, did you say 200ft obstacle - Trees ?) In general, short-feild for C152 speeds are (+/- a few KIAS based on your POH): Stall Speed 45 KIAS Rotate Speed Vr 50 KIAS Best Angle of Climb Vx 55 KIAS Best Rate of Climb Vy 67 KIAS Maneuvering Speed 1670 lbs. Va 104 KIAS You did NOT reach Vy, (based on the video) until (Timestamp 6:08) after your takeoff = ~90 secs after Vr. 2) Do not be afraid of the stall horn, BUT DO PAY attention to it. The stall horn is there to alert you to the fact that the wing is loosing LIFT NOT that it has lost lift (as your starting too or already exceeding the critical AOA), and if left unchecked, IT will stall (FULL lift loss of your wing, if your thrust/ speed continues to degrade to keep the airflow over the wing. Remember you can stall at any speed, CFIs like to say that -- An airplane can stall at ANY airspeed, in ANY pitch attitude. 3) Lastly --- Practices your short-field takeoff again with an instructor, or at minimal practice it again, LESS WINDY :) . to the ACS standards, this takeoff was NOT to that standard, and would have failed you in such of a check. Your technique was a bit off - let me explain. - You began the roll (Attitude ~150 feet AGL), from a full power, brakes on, Good. But I would have given it at minimal ~3-5secs longer, making sure the engine is FULL RPM, again this the key part, you want FULL engine speed from the START, NOT building up RPM (Timestamp 4:44) - For short-field, you want to get the nose gear OFF the ground ASAP, so you needed MORE pullback on the yoke, being mindful of the tail, to not scrap it. Based on the video its impossible to see, or say how much more you needed, but its at least ~1/3 more force pulling back, and then hold it there, to keep the nose wheel off the ground. - On your rotation, *it caught you off guard I think*, the WIND bumped you up alot, at ~50-60KIAS and the nose attitude was too STEEP initially-- and NOT / NEVER corrected to ACCELERATE in ground effect, or even breifly - this is where the stall horn kicked in briefly, but you where doing 500-600 FPM, AND had +~300 Feet AGL. (Timestamp 5:21) (Takeoff roll +37secs). - Once the stall horn came on the 2nd time, the airspeed is about ~50KIAS (Winds bouncing the needle around), 300 -500 FPM still bumping around, ~400 Feet AGL (Timestamp 5:31-45) (Takeoff roll +47secs). Nose attitude angle still UNCHANGED since Vr, with +500 FPM. - At (Timestamp 5:50) your now again +600FPM (likely wind bumps), and climbing at Vx+5 or ~60KIAS, where you should be at Vy or 67 KIAS, an almost FULL -7 -10 KIAS SLOWER than you should be, with ~450 Feet below you. Point I am making is, that from Vr at (Timestamp 4:44) to +450 Feet AGL and Total time in the air of ++66secs (Timestamp 5:50), your still at Vr, NOT Vy, with LOTS of altitude and climb power available to get you more speed, IF you just LOWERED the nose for a moment to get speed, then continue the climb phase. Granted in little Sammy you STILL had ~15 KIAS to play with to complete stall speed ~45 KIAS, so NOT on the edge, but enough that your technique needs correcting, or at minimal brought your attention. Short-Field is Hold Brakes, Full Power, check status, release breaks, pull back stick to get the nose off the ground ASAP even before 40 KIAS, HOLD nose off, to VR @55 KIAS, then PUSH yoke forward (keeping in ground effect for a moment) to Vx 55, NOW CLIMB at Vy OR get Vy ASAP once above a ground obstetrical 50 Foot. Your take off, was more of a "standard take-off", With LOTS of wind gusts, at a very low speed Vx of 55 KIAS and high nose angle up, at minimal 10 (maybe even 15) degrees up (hard to tell from the video). Overall and take aways. 1) You had the power after Vr, and altitude clearance WELL after ~40secs of flight time, to LOWER your nose and get some speed to Vy ~65 KIAS, and then have that extra margin. Instead you continued to have Vx+5 ~60 KIAS and battling winds. 2) Wind WAS definitely a factor ! no question, but not for the reasons people have mentioned, its your technique, that was the culprit here, NOT the wind. IF this was done correctly, and you had Vy, NOT Vx speed, the Winds would have had to been alot stronger to impact you, which means you would not have flown that day. 3) Do your performance calculations when you KNOW that there is an obsitical in your way, do the math, and then know for certain what you can and can not do, even in little Sammy. 4) Amend your initial takeoff briefing with details that are NEEDED for that flight, and speak it out-loud, say what your looking for. Again, KNOW your numbers, this flight WOULD have been different if you had MORE WEIGHT in the plane (+people), or FULL of FUEL. Like you mentioned, I do not want to read in the newspaper, because you did NOT have +7 KIAS MORE, that your now a hole in ground or injured. Let this be a learning lesson, and NOT repeat it, as next time the outcome could be different. It is critically important that you HIT each milestone on a take off, of Vr, Vx, Vy, or your being a test pilot. 5) Know your outs, as you mentioned the tree line NOT needed in this flight as you where likely +200 feet AGL and +500 FPM climbing, but just in case and hopefully never. you should EXPECT and PLAN for what if an engine quit, you would been in a world a pain, with NO reaction time, flying at Vr/ Vx speeds. Keep this in your initial briefing.... where are you going, doing, those 3 secs, will either keep you alive, or kill you.
Hey brother, Dominic, first, I want to thank you for taking the time to watch the video, dissect my problems, and come out with a very well reasoned, supportive response to help. The thing that I love about my UA-cam journey, is that I’m able to be transparent about the good the challenging, and everything in between. What’s even better is that folks like you, who really want to help the aviation community move forward, take the time to normally watch the videos, but analyze them for ways in which things can be done Differently if not better. It’s not lost on me that you took the time to really think about what to offer, and I am so greatly appreciative of that, words cannot describe the feeling. Thank you so much, and I really appreciate you, and your willingness to help Out. Be well!
I disagree that you should get the nose up as soon as possible for a short field takeoff with obstacles ahead from a PAVED runway. That will cause too much induced drag and prevent acceleration. The 152 manual only calls for "slightly tail low" elevator input on the takeoff roll. I basically agree with the rest of what you said.
Hey Russ I love your enthusiasm about flying. I find on UA-cam everybody is always willing to give an opinion so please take mine with a grain of salt. However, I lost a friend last year who was flying out of our airpark and if they nosed down they would have survived. Excellent that you gave yourself the full runway. In order of priority, initially, full brakes and engine to full takeoff power. Then, release the brakes and once in the air instead of trying to climb remain level in ground effect for a few seconds gaining speed, then Vx to clear the trees then milk the flaps up while nosing down level to gain more speed before initiating Vy. It's just physics. That said, I did exactly the same thing on my second touch and go for my first solo many years ago In a 150. My instructor was on the ground thinking I was going to hit the trees I finally realized my flaps were at 10 percent. These techniques take quite a long time to master. Let me know if you're ever coming down to South Carolina near Greenville. We would love to see you at our airpark. Overall you seem to be a safe and capable pilot and you are doing a great job. Blue skies.
Thank you so much for your supportive channel, and this amazing comment! I am always floored by how willing folks are able to lend their support, and provide their perspective on guidance. I love it, because it creates this marketplace of ideas, and makes us all better pilots in the end. I actually circled back to this takeoff in a deeper dive video, because I realized that I had a teachable moment happened to me. Thank you for your time, and support. It is greatly appreciated!
Definitely one of those good to debrief flights. My gut instinct matched a lot of others comments. Use ground effect, climb until above obstacles at Vx, speedup to Vy, remove flaps.
Yeah, it was kind of clear to me when I was editing this video, that it was more than just mirror entertainment. I do a deeper dive in a subsequent video to talk just about the takeoff itself. Definitely learned a lot from the experience, and the commentary. Take care!
Was wondering is you calculated what max tailwind would be for the a 150 vs runway length. I'm glad you put the flaps in. Good thing you were by yourself.
Excellent question. To be honest, I didn’t calculate that, only because I knew I didn’t necessarily have a tailwind. Definitely had a pretty severe crosswind to headwind, but definitely not a tailwind. But definitely a fair question!
This is actually a great educational video. The PIM calls for a 54kt climb out for a short field at MTOW for these 152s. Seems you held that attitude and airspeed pretty well considering you aren't at max weight. Only thing is, once you're over those trees, you need to pitch for Vy earlier and remove flaps. That would have gotten you a more comfortable climb rate. Honestly though, you handled that well.
Thank you so much for taking the time to watch, and providing this amazing comment. I do a subsequent video, because I did realize that I had a teachable moment on this takeoff. But what you are suggesting here, is exactly what I probably should’ve done. Thank you so much again for the support, and your time. I don’t take it for granted.
Good shit Russ! Even though you got worried, you kept your composure and continued aviating. My first initial thought was either to retract the flaps or pitch down but I’m not familiar with Cessnas since I fly an Archer. The most important thing is that you took something away from this and learned something plus you made up for with a greaser crosswind landing which is not easy! Just like you, I always thank the man above before every flight. 🙌
Thank you so much! I definitely want to thank the man above, for keeping the brother out of those trees! It was definitely crazy man. I agreed that I probably should have lowered the nose to get more airspeed, and not be so worried about the trees inside really clear them. But it was hard not to panic. But the training kicked in, and the good Lord did the rest. Take care!
Yes, all these comments are right, buddy. Once clear of obstacles, lower the nose and accelerate to retract the flaps and immediately return to a climb and continue. Don't be ground shy as long as you're clear of the obstacle, though, You may be close to the ground or even close to the trees or towers or whatever it may be you're clear, just remember that. Get your speed up, get rid of those flaps, and then continue to climb as soon as practical. This is more like bush flying. But hey, man, you made it just fine, and you had plenty of clearance. But I would not do that again. It might not work out so nicely the next time. Happy flying, my fellow aviator! Blue side up!
Thank you so much brother for this amazing comment. The thing I’ve loved about this video, is all of the great feedback I’ve gotten on how best to handle this situation going forward. I love aviation, specifically because of how much there is to learn. It is such a dynamic thing, and keeps the gray matter working! At any rate, thank you so much for taking the time to watch the video, and to send such a well thought out comment. I definitely appreciate it! Fly well!
Valuable lesson on video. Your situational awareness about this takeoff surely helped you a ton. It ight not have been visible so much on video but I couldn't see if you eased up on the pitch. I would have shaved 5° to gain some airspeed before continuing the climb, just to create a better margin.
Yeah, this definitely got my attention for sure. Your advice is wise, because I definitely needed to ease up on the angle of attack for sure. I think once I would’ve done that, I definitely would’ve had more speed, and then more left. But I was almost panicking a little bit. I keep flying, I keep learning! Thanks for the comment!
God is Good! And always enjoy the "lil Sammie" videos! You feel everything in Cessna 152s! Switching to 172 or a Piper is like switching to a Cadillac!😂
That is so true! Every time I get into 172 now, I feel like I’m in a fighter jet! LOL! I will say that little Sammy has definitely helped me with my stick and Rutter skills for sure. Like you said, my man gets pushed around nicely!
Russ, I don’t usually comment but your video reminds me of a recent experience I had in Ozark, Ar. The runway has a slope, and some trees and elevation. I wont backseat quarterback your piloting, except to say with God as your copliot you're ALWAYS good to go. In my situation I just aimed at Vy and flew the airplane, so kudos to you for in a stressful situation just "Aviate, Navigate, and communicate!!!" Aka Just fly the airplane. Kind regards, your brother in Christ, Isaac.
Thank you brother Isaac! I really appreciate you taking the time to send some good feedback. You’re absolutely right, I should’ve really thought about aiming for and keeping vy but it was hard when I saw those trees. But you’re right, aviator, navigate, communicate! Be well, brother, and God bless!
Hey Russ! It is these scary moments that make us better pilots! I fly out of 39N from time to time, so let me know if you ever want to go up.... I can give you some CFI tips, if you want. 🙂. Also, I am about to post a video about bird strikes, and the clip of you and your wife (over the Hudson river) is in the first section.... will send you a link when I post it! Fly safe!
Hey Nathan, I believe you are absolutely correct. Definitely gonna take you up on that sometime, because I’m definitely coming back out there to land and takeoff, and maybe even do some pattern work out there. I don’t want my last time flying out of there, to completely traumatize me! Awesome, I’m glad you’re able to use a clip for your video. Definitely let me know when you post it! Fly well!
@@RusscanFLY I'm jealous you're close enough to Nathan to go up with him. Also glad to see my friends reached out and your responses- I know Mark (1dullgeek) emailed you as well.
@@flysport_tedder yep, he did! I almost had a chance to meet him, but our schedules didn’t work out. Definitely going to get a little easier once I have access to my own airplane. Anyway, be well.
@RusscanFLY Hey Russ! Finally finished up the bird strike video, thanks for letting me a clip of your footage! Here it it 😀 ua-cam.com/video/lrN15HLL0AQ/v-deo.html
It definitely scared the mess out of me for sure. People probably thought that my thumbnail was Clickbait, and I wasn’t messing around. I was definitely freaked out! Be well!
Great video, and good learning moment. Like everybody said, you might've held Vx longer than needed. Once you cleared the obstale aka tree line, you are in the clear. Lower that nose and get some speed up. Slowly release the flaps 'cause it'll give a little sink, and then continue climb at Vy.
This is a lot more scarier but today i had a 25kts headwind gusting up to 37KTS!! and when i took off i heard the stall horn, i was doing short field take offs for the first time and it was slightly terrifying flying in this type of wind
Wow, that is a ridiculous headwind! I give you credit, I don’t know if I could’ve handled that. I think I may have stayed on the ground! But I will say, it’s good, you’re training in that type of wind, because it will definitely help you with your stick and rudder skills. Fly well, brother!
Climb rate was a huge factor in why I decided to sell my Cherokee 140. I got scared on one flight where I was trying to get to my assigned altitude of 8000 and I was in a max performance climb at Vy at 7700 feet but was actually descending 500 fpm in light to moderate turbulence. I was with my wife and looking for nearest airports. That's when I knew that as great of a trainer that Maggie was, she was not well suited for significant cross country flying where I'm going to cross lots of different weather. Really glad that you had people praying for you and that you were under His protection for this flight. Fly safe, my friend.
Thank you so much, brother! And I definitely made some rookie mistakes here for sure. One thing I will say, it definitely got my attention. I’ve received some great feedback on this video, and definitely something I’m gonna think about for next time for sure. Thank you so much for your wise words as usual, and your support and prayers!
Russ, a few things if I may: Pay close attention to wind direction changes during a day Ike that. It looks like there was a lot of thermal activity, that day, and you might have launched right when the local airmass triggered the rising air, and therefore a wind shift. Sounds like you got into an increasing tailwind as a result. I don’t remember the -150’s Vx speed off hand, but that would have been the speed to shoot for. Great job on keeping it together. Fly safe brother!
Yeah, there was definitely so much going on, but I definitely wanted to make sure I was paying attention to that stall. Everything in my body kept telling me, pull back on the hook, pull back on the hook! But I kept hearing my Cfi, saying, lower the nose, lower the nose! Anyway, it definitely got my attention. Take care, brother, and thank you for taking the time to come!
Loving the videos Russ!! I'm at all minimums and feeling good about scheduling my checkride for my PPL, keep up the good work and keep the videos coming!
That’s awesome! Glad to hear that you’re feeling good about scheduling your check ride for that ticket. That’s awesome! Definitely keep me posted, and thank you for the continued support. You got this!
"Couldn't get my speed together." Herein lies the energy management problem which differs in the low versus high altitude evionmarment. Airspeed and not altitude is life in the low altitude environment. In "Stick and Rudder, Wolfgang explains the law of the roller coaster. Airspeed is altitude and altitude is airspeed. You did a masterful job, based on ACS, with the short field takeoff. You rotated at Vx and changed to Vy over the trees and you honored Wolfgang by not trading too much airspeed for altitude and stalling. But the Private is supposed to be a license to learn. I have some helpful techniques, I think, concerning learning beyond certification standards. Get the nose wheel just off the runway as soon as possible. This will reduce friction. Get the mains off as soon as the wing will lift the weight in low ground effect, well below Vso. Vso is an out of ground effect number. Now we will be in a too nose high pitch attitude and will need to level the fuselage to lower pitch attitude. This desired low ground effect, say one to three feet, can be bracketed by working the elevator (very spongy here at slow airspeed) fore/aft dynamically and proactively. Now we accelerate in low ground effect so long as runway is still available or until cruise airspeed. Pitch up is not necessary until somewhat near the trees or obstruction and then just over rather than well over the obstruction. Cruise climb is safer and much more comfortable than Vy. And what is the outcome of a 152 at Vy pitch attitude for three seconds or so without an engine should it fail on takeoff. Don't even talk to me about Vx, which does not even exist at high DA, unless in an extremely short field situation. This basic level in low ground effect takeoff has been my default takeoff in over 17,000 hours in small airplanes (10,000 in 172 on pipeline patrol) regardless of conditions. In 11 of 13 engine failures either on takeoff or crop dusting, it was airspeed that allowed me to maneuver to available safe landing zones. The other two were from a bit higher altitude. Again, good job using the training you were given. Yes, more safe maneuvering flight techniques training will make you a better pilot and more comfortable with tight situations. Some other considerations are leaning for max rpm, wind management, down drainage egress (especially in the mountains), on course thermalling and orographic lift or use of ridge lift. You understood that airspeed was more important than altitude (didn't stall) and that made a world of difference. Good job.
Thank you so much for taking the time to offer this well, thawed out, and well reasoned comment. The thing that I love about your comment comment is, I’m sure other student pilots, or low time pilots like myself, will see it, and be edified by it. Thank you so much, I really appreciate the great feedback.
I definitely need to come check that out. I’m gonna put that on my Flight list, and I’ll definitely hit you up if I make that happen! Challenge accepted!
Found your page and will keep watching. Pilot in the local area (moving to DYL next month from TTN). Nice video and just a reminder it feels odd but lower the nose to gain airspeed and that will help with lift. Also as others said, raise the flaps when obstacles are cleared. Keep em coming!!
Thank you for the positive feedback, and the support! This was makes this journey so much sweeter, when I get great feedback, and comments from folks like yourself. Thank you so much!
No doubt about it! I learned a lot from it myself. I actually even went back to this video, to revisit some things. That’ll be coming shortly. I do a deeper dive, and what I think happened during that takeoff. Take care!
Another license to learn thing about altitude in marginal VFR. You had good conditions, but I noticed that you were rightly staying up with airspace floors to stay as high as legal. Our aviate concern, a higher concern than navigate or communicate, is to stay in visual contact with God's green earth. The lower we are in marginal weather, the better we can aviate visually. The lower we are the better we can see. Good job with dynamic proactive rudder only to bracket the centerline between your legs on the crosswind landing, any landing. Stay off the steering wheel. Dynamic proactive rudder will not only direct your nose longitudinally to the target, but will keep the wings level or in a stable bank into the crosswind at the same time. If we yaw just a bit to prevent turn (nail the target), we have no need for the aileron which sends the nose the wrong way until we step on the ball. Use rudder only to nail target and no need for aileron. God bless you and keep filming. I have finally learned how to use GoPro and have stuff in cloud but am too old to figure out how to send it to anyone.
Brother Jimmy, thank you so much for this great wise counsel. The thing that I love about my aviation journey on UA-cam, is all the fantastic advice I get from folks like yourself. I’ll definitely remember to stay off of the ailerons, and dance more on those Rutter petals for sure. I tell you, I love this aviation thing, because you’re in a constant state of learning. Definitely appreciate it. If you ever need some help with GoPro, just reach out. I may be able to assist you! Be well, brother!
Yeah, I transposed the numbers. Unfortunately, that’s something that happens in my brain sometimes. I’m not fully dyslexic, but it is something that will happen with numbers with me sometimes. I do try to catch myself when it happens. Suffice to say, it was the right runway given the wind so. I just said the wrong number.
There's nothing wrong with going up with a CFI from time to time, even after you get your ppl. I see my ppl is only a license to learn, but I still need experience and CFI feedback.
I completely agree with that. I’ll definitely be doing that soon. I definitely have another 40 hours of flight instruction. I need to do anyway for my instrument.
Yeah, I think that’s what I discovered when I did a deeper dive in a subsequent video. I really needed to analyze this situation, and I definitely learned a lot.
That's exactly what the 150 manual says, but I was surprised that the 152 manual states 10 degrees of flaps are recommended for a short field takeoff, then retract when clear of the obstacle and accelerate to Vy.
@@chriscard3424vRight, I was taught never to use flaps on takeoff (except for soft field) in either the 150 or 152 (I think our club had both and they didn't want to confuse people by having two different methods). I'm also surprised that both manuals call for slightly tail low elevator input during the short field takeoff run. That doesn't make sense for a paved runway. I'm doing multi training now and we don't put in any back elevator until we hit rotation speed because we do not want any induced drag. Maybe in the 150 and 152 Cessna determined that lower wheel rolling friction from a tail low attitude offset induced drag. In any event, it's a serious mistake to try to rotate too soon on a short field takeoff from a paved runway.
Very nice part 3 finale. Yes indeed that was a very scary short field takeoff. Nt indeed clickbait. We don't need anymore pilots on tha news due to crashes. Awesome crosswind landing. Do a flight to PHL & ILG soon perhaps. Hope u enjoyed yr weekend. Have a great week. #salute my gud brotha!!!!!
Thank you brother, Mike! Definitely did water end up in the trees for sure. I hope you enjoyed the weekend, or at least the one day of good weather. Take care!
New subscriber here in Philadelphia. I'll be starting flight lessons this summer hopefully we can meet up sometime. I'm 50 and going to make a run at Commercial Pilot.
Thank you for supporting the channel, and welcome to a fantastic journey! You will absolutely love it. It will challenge you, it will frustrate you, but the elevation it will give you in terms of a sense of accomplishment is matched by none other. Be well, and I hope that our paths crossed. Take care!
not familiar with 152 procedures, but in the case of my 150, for a short field take off, with an obstacle, (trees end of runway), the POH calls for no flaps right? Flaps shorten ur ground run, but the advantage is lost in a climb over an obstacle I believe. anyone else care to weigh in on this?
The flat settings for assessment, 152 for both short field and soft field is 10°. So that much I know I got right. The problem is, did I miss something by assuming performance. Also, should I have done a saw field takeoff, and brought the nose down let the ground speed increase in ground effect, and then climb out at VX Question those are some of the things that will definitely come, and I actually talk about this when I do a deeper dive later on regarding this takeoff specifically.
I thought I was the only one that talks to the plane when turbulence push and pull the airplane in different direction. LOL. Great piloting skills and of course sweet Jesus is with ya. Brother, I have been there and it’s an eye opening experience for sure. Maybe consider a soft field takeoff next time, which you can build up speed in ground effect and a gentle climb out.
Thank you so much for the awesome support of the channel. I really appreciate it. Yeah, that is a fantastic suggestion! I do a deep dive on this takeoff, because it haunted me for a minute. That was one of the things I was thinking, maybe I should’ve done as well. But fantastic suggestion brother!
@@RusscanFLY as twenty years as pilot I can tell you one thing flying was born by mistake and great pilot are the one who learn by makin mistake don’t believe all those fancy people who talk all day long bullcrap and fancy thing
Hey Russ! Nice video. The reason she wasn't climbing, is because you had 10degrees of flaps the entire time during the climb. Once cleared of the obstacles you should have removed the flaps at about 200ft.. The flaps were creating a lot of drag. Been there, done that :)
Removing the flaps at that low of an airspeed would probably cause him to sink even more momentarily. He should have pitched down more to gain airspeed, established Vy (because he is clear of obstacles), and then climbed. My SOPs call for 500agl for flaps to come up.
Definitely a good suggestion. As you can see, some of the others have said that I should’ve pitched for VY and game or groundspeed. I do a deeper dive on this takeoff later, because it really did shake me up a little bit. But thank you so much for taking the time to comment. Everything, and all advice really helps.
@_Bee_ Agreed. I usually keep it in ground effect to get airspeed then climb out. Take the flaps out at 700 ft or above.
I agree, no need to rush the flaps out. 150s like to get a bit of speed before they climb out. My 152 does a bit better job at VX.
But once you clear the trees, lower the nose if you have to, Russ kept pulling for 500fpm, which is a normal instinct. But releasing some back pressure would have let the speed increase and the wings would gain lift on their own.
Another reminder to practice short field/obstacle clearance take offs regularly so that you're proficient and not taken by surprise. Good job @russcanfly
@@RusscanFLY Def agree with the angle of attack/pitch attitude. Overcoming our inclination to pull away from danger and tempering it with our knowledge of aerodynamics is a real challenge in my limited experience. Gotta keep that nose down to hit those airspeeds we need to get up. But ya. Energy+Lift+Life!!! Lol. You trade lift for energy or trade energy for lift, If you don't have either you are trading your life!!! Flaps were good, just "keep that nose down!!!"(I hear in my amazing instructors voice 🤣🤣🤣)...I can't say enough about how much I appreciate your humble, student approach to life and aviation. Every "little heart attack is just our envelope being dented outward just a tiny bit more. We plan, we practice, we do, we @#%$ up, we learn from it, and we do it a little better the next time. "Sucking at something is just the first step to being sorta good at something." -Jake the Dog, Adventure Time
My brother, God forbid this happens to you again but you have to lower the nose slightly to let the plane pick up speed and then gently pull up to VY. Flying so close to the stall speed and waiting for it to pick up speed is more dangerous. Being so low and close to the trees makes it counter intuitive but itll only be for a couple of seconds. May God protect you and bring you ease. Safe travels.
True. Just go Straight and level right there, and pick up the speed. Clear from trees by 150-200ft. The energy was getting exhausted, but when that horn goes off, and you not really expecting it, you can get tunnel vision, and lock in on one thing.
Both of these comments make excellent points! I really did have this tunnel vision effect, when I saw my vertical speed deteriorating. And because of that, I definitely had this reflex to pull back on the yolk. But the star Horn definitely kept getting my attention.I do a deeper dive on this video later, but I do think maybe I should’ve thought about a soft field version to takeoff, and build up some airspeed in effect. Both great points!
That' was my thought too. Hearing that stall horn would have made me lower my nose. like we practice power on stalls . Good learning experience Rus.
Great video, good lessons. That's the thing about aviation. One minute you're living your best life, the next minute you're praying for life to continue!!!
Man this comment made me crack up! That is too true! I was sitting there on the runway, just as happy as a clam. Next thing, I know, I’m wondering if I’m about to head for the pearly gates!
Now that was sketchy...... But then again, Sammy is a riding lawnmower with a fan glued on the front.. You were stalling with flaps 10? Russ.. WTH. Why were they down?
I was doing a short field takeoff, and in a 152, it cost for 10° of flaps. Just following the POH, but I didn’t account for wind shear.
Great Video!!! Thanks for the explanation regarding the difference between the ground winds versus the winds over the trees at takeoff.
Thank you so much! Yeah, those wins were so different at ground level versus above those trees! It was nuts for sure. Thanks for watching, and take care!
Perspective is everything😇😊
No doubt about it!
Glad to see you in the air again.
Absolutely! It’s definitely my happy place. Take care!
Hi Russ, glad you kept cool and concentrated on flying the plane. I flew the 150 and 152 in my PPL training. I was surprised to recently discover that there is a difference between the 150 and 152 information manuals regarding flaps for short field (paved runway) takeoffs. For the 150, zero flaps are recommended because while using 10 degrees of flaps will help you lift off sooner (good for soft field but not needed for a paved runway), 10 degrees flaps actually requires a longer distance to clear an obstacle. 10 degrees flaps are only used for soft field takeoffs or other situations where a minimum ground run is required. For the 152, in contrast, 10 degrees are recommended for a short field (paved) takeoff. Maintain 54 KIAS until obstacles are cleared, then accelerate to 60 KIAS and raise the flaps. So looks like you were using the correct information manual, but as has been discussed you should have accelerated and raised the flaps as soon as it was clear no obstacle was a factor. Best rate of climb speed is noted as 67.
It's always good to review the manual periodically and also to brief each and every takeoff by talking to yourself. E.g. "I've got X feet of runway. If I'm not accelerating to 70% of my liftoff speed by 50% of my predicted ground run, I'm aborting the takeoff. I've got a Y foot high obstacle at Z feet from the end of the runway. I'm going to use 10 degrees flaps, climb at 54, once clear accelerate to 60 and raise flaps. Best rate of climb is 67. If I lose an engine on takeoff below 500 feet, I'll land straight ahead. Best glide speed is 60."
Again, nice job concentrating on flying the plane. These learning experiences happen to everyone. Safe travels!
[Edited for clarity and to add best rate of climb speed of 67.]
Thank you for taking the time to provide this amazing comment. As you stated, you’re advice is very well taken. It’s important to know what the POH recommends, and I definitely need to make sure that I do performance calculations for sure. Making assumptions can end in a really bad day. Again, thank you for taking the time, and for your support. It is greatly appreciated.
I am working on getting my pilot's license and you are an inspiration! Great video
Thank you so much for the positive feedback! More importantly, congratulations on your journey to getting your pilot license license. It is an amazing journey for sure. Keep after it! You got this!
Just a few thoughts -
1) In your before takeoff briefing to yourself, TELL yourself :
A) Abort points, what is your field marker, and what are you doing if you have to abort (you likely did this, just off camera).
B) Abort plan AFTER takeoff after VR (you likely did this, just off camera).
C) What are your SPEEDS (Vr, Vx, Vy) takeoff roll, and what your ROTATION speed will be, say it out-loud so that its on the tip of your thoughts.
D) What are the speeds your expecting after take off, any thing to note - IE Winds, or Wind-sheer reports.
E) Did you run do the 50 foot obsiticale clearance calculation, from the POH, or are you guessing you have enough runway length.
This should be part of your briefing.. IE we have a 3000 meter runway, Winds are 270/12, we are 5000lbs heavy, Requiring 2000 meters for a 50 foot obsiticale clearance of runway total length of 3000 available.
I promise it will save your life one day with these points, Know your speeds, and run the POH calculation if your unsure, NEVER guess or assume.
This is part of the AQP points which the airlines do to KNOW for certain that at a certain speed they take it to the air, or stop on the ground.
Generally speaking on the runway length, 2900+ meters for your airport, a short-field takeoff you only need about (most) ~1500+ meters for a Cessna 152 172
Again reference your POH as each aircraft is different.
For a short-field takeoff in a C152, (please reference your POH for the most accurate numbers, to account for weight, altitude density, winds, engine power, runway length, climb above a 50ft obstacle, or in your case, did you say 200ft obstacle - Trees ?)
In general, short-feild for C152 speeds are (+/- a few KIAS based on your POH):
Stall Speed 45 KIAS
Rotate Speed Vr 50 KIAS
Best Angle of Climb Vx 55 KIAS
Best Rate of Climb Vy 67 KIAS
Maneuvering Speed 1670 lbs. Va 104 KIAS
You did NOT reach Vy, (based on the video) until (Timestamp 6:08) after your takeoff = ~90 secs after Vr.
2) Do not be afraid of the stall horn, BUT DO PAY attention to it.
The stall horn is there to alert you to the fact that the wing is loosing LIFT NOT that it has lost lift (as your starting too or already exceeding the critical AOA), and if left unchecked, IT will stall (FULL lift loss of your wing, if your thrust/ speed continues to degrade to keep the airflow over the wing.
Remember you can stall at any speed, CFIs like to say that -- An airplane can stall at ANY airspeed, in ANY pitch attitude.
3) Lastly --- Practices your short-field takeoff again with an instructor, or at minimal practice it again, LESS WINDY :) .
to the ACS standards, this takeoff was NOT to that standard, and would have failed you in such of a check.
Your technique was a bit off - let me explain.
- You began the roll (Attitude ~150 feet AGL), from a full power, brakes on, Good. But I would have given it at minimal ~3-5secs longer, making sure the engine is FULL RPM, again this the key part, you want FULL engine speed from the START, NOT building up RPM (Timestamp 4:44)
- For short-field, you want to get the nose gear OFF the ground ASAP, so you needed MORE pullback on the yoke, being mindful of the tail, to not scrap it.
Based on the video its impossible to see, or say how much more you needed, but its at least ~1/3 more force pulling back, and then hold it there, to keep the nose wheel off the ground.
- On your rotation, *it caught you off guard I think*, the WIND bumped you up alot, at ~50-60KIAS and the nose attitude was too STEEP initially-- and NOT / NEVER corrected to ACCELERATE in ground effect, or even breifly - this is where the stall horn kicked in briefly, but you where doing 500-600 FPM, AND had +~300 Feet AGL. (Timestamp 5:21) (Takeoff roll +37secs).
- Once the stall horn came on the 2nd time, the airspeed is about ~50KIAS (Winds bouncing the needle around), 300 -500 FPM still bumping around, ~400 Feet AGL (Timestamp 5:31-45) (Takeoff roll +47secs). Nose attitude angle still UNCHANGED since Vr, with +500 FPM.
- At (Timestamp 5:50) your now again +600FPM (likely wind bumps), and climbing at Vx+5 or ~60KIAS, where you should be at Vy or 67 KIAS, an almost FULL -7 -10 KIAS SLOWER than you should be, with ~450 Feet below you.
Point I am making is, that from Vr at (Timestamp 4:44) to +450 Feet AGL and Total time in the air of ++66secs (Timestamp 5:50), your still at Vr, NOT Vy, with LOTS of altitude and climb power available to get you more speed, IF you just LOWERED the nose for a moment to get speed, then continue the climb phase.
Granted in little Sammy you STILL had ~15 KIAS to play with to complete stall speed ~45 KIAS, so NOT on the edge, but enough that your technique needs correcting, or at minimal brought your attention.
Short-Field is Hold Brakes, Full Power, check status, release breaks, pull back stick to get the nose off the ground ASAP even before 40 KIAS, HOLD nose off, to VR @55 KIAS, then PUSH yoke forward (keeping in ground effect for a moment) to Vx 55, NOW CLIMB at Vy OR get Vy ASAP once above a ground obstetrical 50 Foot.
Your take off, was more of a "standard take-off", With LOTS of wind gusts, at a very low speed Vx of 55 KIAS and high nose angle up, at minimal 10 (maybe even 15) degrees up (hard to tell from the video).
Overall and take aways.
1) You had the power after Vr, and altitude clearance WELL after ~40secs of flight time, to LOWER your nose and get some speed to Vy ~65 KIAS, and then have that extra margin. Instead you continued to have Vx+5 ~60 KIAS and battling winds.
2) Wind WAS definitely a factor ! no question, but not for the reasons people have mentioned, its your technique, that was the culprit here, NOT the wind.
IF this was done correctly, and you had Vy, NOT Vx speed, the Winds would have had to been alot stronger to impact you, which means you would not have flown that day.
3) Do your performance calculations when you KNOW that there is an obsitical in your way, do the math, and then know for certain what you can and can not do, even in little Sammy.
4) Amend your initial takeoff briefing with details that are NEEDED for that flight, and speak it out-loud, say what your looking for. Again, KNOW your numbers, this flight WOULD have been different if you had MORE WEIGHT in the plane (+people), or FULL of FUEL.
Like you mentioned, I do not want to read in the newspaper, because you did NOT have +7 KIAS MORE, that your now a hole in ground or injured.
Let this be a learning lesson, and NOT repeat it, as next time the outcome could be different.
It is critically important that you HIT each milestone on a take off, of Vr, Vx, Vy, or your being a test pilot.
5) Know your outs, as you mentioned the tree line NOT needed in this flight as you where likely +200 feet AGL and +500 FPM climbing, but just in case and hopefully never.
you should EXPECT and PLAN for what if an engine quit, you would been in a world a pain, with NO reaction time, flying at Vr/ Vx speeds. Keep this in your initial briefing.... where are you going, doing, those 3 secs, will either keep you alive, or kill you.
Thanks for sharing the video Russ- we all learn from each other.
Appreciative tips Dominic. Thank you on behalf of all of us still learning.
One correction, he's talking runway distance in feet not meters. In metres the runway length is roughly 880 metres.
Hey brother, Dominic, first, I want to thank you for taking the time to watch the video, dissect my problems, and come out with a very well reasoned, supportive response to help. The thing that I love about my UA-cam journey, is that I’m able to be transparent about the good the challenging, and everything in between. What’s even better is that folks like you, who really want to help the aviation community move forward, take the time to normally watch the videos, but analyze them for ways in which things can be done Differently if not better. It’s not lost on me that you took the time to really think about what to offer, and I am so greatly appreciative of that, words cannot describe the feeling. Thank you so much, and I really appreciate you, and your willingness to help Out. Be well!
I disagree that you should get the nose up as soon as possible for a short field takeoff with obstacles ahead from a PAVED runway. That will cause too much induced drag and prevent acceleration. The 152 manual only calls for "slightly tail low" elevator input on the takeoff roll.
I basically agree with the rest of what you said.
Hey Russ I love your enthusiasm about flying. I find on UA-cam everybody is always willing to give an opinion so please take mine with a grain of salt. However, I lost a friend last year who was flying out of our airpark and if they nosed down they would have survived. Excellent that you gave yourself the full runway. In order of priority, initially, full brakes and engine to full takeoff power. Then, release the brakes and once in the air instead of trying to climb remain level in ground effect for a few seconds gaining speed, then Vx to clear the trees then milk the flaps up while nosing down level to gain more speed before initiating Vy. It's just physics. That said, I did exactly the same thing on my second touch and go for my first solo many years ago In a 150. My instructor was on the ground thinking I was going to hit the trees I finally realized my flaps were at 10 percent. These techniques take quite a long time to master. Let me know if you're ever coming down to South Carolina near Greenville. We would love to see you at our airpark. Overall you seem to be a safe and capable pilot and you are doing a great job. Blue skies.
Thank you so much for your supportive channel, and this amazing comment! I am always floored by how willing folks are able to lend their support, and provide their perspective on guidance. I love it, because it creates this marketplace of ideas, and makes us all better pilots in the end. I actually circled back to this takeoff in a deeper dive video, because I realized that I had a teachable moment happened to me. Thank you for your time, and support. It is greatly appreciated!
Definitely one of those good to debrief flights. My gut instinct matched a lot of others comments. Use ground effect, climb until above obstacles at Vx, speedup to Vy, remove flaps.
Yeah, it was kind of clear to me when I was editing this video, that it was more than just mirror entertainment. I do a deeper dive in a subsequent video to talk just about the takeoff itself. Definitely learned a lot from the experience, and the commentary. Take care!
Awesome advice 🙏
Was wondering is you calculated what max tailwind would be for the a 150 vs runway length. I'm glad you put the flaps in. Good thing you were by yourself.
Excellent question. To be honest, I didn’t calculate that, only because I knew I didn’t necessarily have a tailwind. Definitely had a pretty severe crosswind to headwind, but definitely not a tailwind. But definitely a fair question!
This is actually a great educational video. The PIM calls for a 54kt climb out for a short field at MTOW for these 152s. Seems you held that attitude and airspeed pretty well considering you aren't at max weight. Only thing is, once you're over those trees, you need to pitch for Vy earlier and remove flaps. That would have gotten you a more comfortable climb rate.
Honestly though, you handled that well.
Thank you so much for taking the time to watch, and providing this amazing comment. I do a subsequent video, because I did realize that I had a teachable moment on this takeoff. But what you are suggesting here, is exactly what I probably should’ve done. Thank you so much again for the support, and your time. I don’t take it for granted.
Good shit Russ! Even though you got worried, you kept your composure and continued aviating. My first initial thought was either to retract the flaps or pitch down but I’m not familiar with Cessnas since I fly an Archer. The most important thing is that you took something away from this and learned something plus you made up for with a greaser crosswind landing which is not easy! Just like you, I always thank the man above before every flight. 🙌
Thank you so much! I definitely want to thank the man above, for keeping the brother out of those trees! It was definitely crazy man. I agreed that I probably should have lowered the nose to get more airspeed, and not be so worried about the trees inside really clear them. But it was hard not to panic. But the training kicked in, and the good Lord did the rest. Take care!
Yes, all these comments are right, buddy. Once clear of obstacles, lower the nose and accelerate to retract the flaps and immediately return to a climb and continue.
Don't be ground shy as long as you're clear of the obstacle, though, You may be close to the ground or even close to the trees or towers or whatever it may be you're clear, just remember that.
Get your speed up, get rid of those flaps, and then continue to climb as soon as practical.
This is more like bush flying. But hey, man, you made it just fine, and you had plenty of clearance.
But I would not do that again. It might not work out so nicely the next time.
Happy flying, my fellow aviator!
Blue side up!
Thank you so much brother for this amazing comment. The thing I’ve loved about this video, is all of the great feedback I’ve gotten on how best to handle this situation going forward. I love aviation, specifically because of how much there is to learn. It is such a dynamic thing, and keeps the gray matter working! At any rate, thank you so much for taking the time to watch the video, and to send such a well thought out comment. I definitely appreciate it! Fly well!
Valuable lesson on video. Your situational awareness about this takeoff surely helped you a ton. It ight not have been visible so much on video but I couldn't see if you eased up on the pitch. I would have shaved 5° to gain some airspeed before continuing the climb, just to create a better margin.
Yeah, this definitely got my attention for sure. Your advice is wise, because I definitely needed to ease up on the angle of attack for sure. I think once I would’ve done that, I definitely would’ve had more speed, and then more left. But I was almost panicking a little bit. I keep flying, I keep learning! Thanks for the comment!
God is Good! And always enjoy the "lil Sammie" videos!
You feel everything in Cessna 152s! Switching to 172 or a Piper is like switching to a Cadillac!😂
That is so true! Every time I get into 172 now, I feel like I’m in a fighter jet! LOL! I will say that little Sammy has definitely helped me with my stick and Rutter skills for sure. Like you said, my man gets pushed around nicely!
Russ, I don’t usually comment but your video reminds me of a recent experience I had in Ozark, Ar. The runway has a slope, and some trees and elevation. I wont backseat quarterback your piloting, except to say with God as your copliot you're ALWAYS good to go. In my situation I just aimed at Vy and flew the airplane, so kudos to you for in a stressful situation just "Aviate, Navigate, and communicate!!!" Aka Just fly the airplane. Kind regards, your brother in Christ, Isaac.
Thank you brother Isaac! I really appreciate you taking the time to send some good feedback. You’re absolutely right, I should’ve really thought about aiming for and keeping vy but it was hard when I saw those trees. But you’re right, aviator, navigate, communicate! Be well, brother, and God bless!
Met you in the gym today. Great song choice and sweet video dude. Nice meeting you!
Nice meeting you as well. Thanks for the support and positivity! Keep getting strong!
Hey Russ! It is these scary moments that make us better pilots! I fly out of 39N from time to time, so let me know if you ever want to go up.... I can give you some CFI tips, if you want. 🙂. Also, I am about to post a video about bird strikes, and the clip of you and your wife (over the Hudson river) is in the first section.... will send you a link when I post it! Fly safe!
Hey Nathan, I believe you are absolutely correct. Definitely gonna take you up on that sometime, because I’m definitely coming back out there to land and takeoff, and maybe even do some pattern work out there. I don’t want my last time flying out of there, to completely traumatize me! Awesome, I’m glad you’re able to use a clip for your video. Definitely let me know when you post it! Fly well!
@@RusscanFLY I'm jealous you're close enough to Nathan to go up with him. Also glad to see my friends reached out and your responses- I know Mark (1dullgeek) emailed you as well.
@@flysport_tedder yep, he did! I almost had a chance to meet him, but our schedules didn’t work out. Definitely going to get a little easier once I have access to my own airplane. Anyway, be well.
@RusscanFLY Hey Russ! Finally finished up the bird strike video, thanks for letting me a clip of your footage! Here it it 😀 ua-cam.com/video/lrN15HLL0AQ/v-deo.html
DogGONE!!! Russ, that takeoff was a bona-fide nail-biter! Shooot, man! 😮 I'd be scared, too! Incredible video, man. ❤😊
It definitely scared the mess out of me for sure. People probably thought that my thumbnail was Clickbait, and I wasn’t messing around. I was definitely freaked out! Be well!
Great video, and good learning moment. Like everybody said, you might've held Vx longer than needed. Once you cleared the obstale aka tree line, you are in the clear. Lower that nose and get some speed up. Slowly release the flaps 'cause it'll give a little sink, and then continue climb at Vy.
Thank you so much for the feedback. It definitely got my attention for sure. Glad I got a chance to learn that lesson and stay out of the trees!
This is a lot more scarier but today i had a 25kts headwind gusting up to 37KTS!! and when i took off i heard the stall horn, i was doing short field take offs for the first time and it was slightly terrifying flying in this type of wind
Wow, that is a ridiculous headwind! I give you credit, I don’t know if I could’ve handled that. I think I may have stayed on the ground! But I will say, it’s good, you’re training in that type of wind, because it will definitely help you with your stick and rudder skills. Fly well, brother!
Be careful about windshear with gusting winds.
These experiences make us better! Thanks for sharing Russ!
No doubt about that! That’s why there’s no shame in my game for wanting to share these experiences!
Great video sir, stay safe
Thank you so much! I appreciate the positive positive feedback. Be well!
From 1 brother to another 👊
Thank you for all you do for us sir!
Climb rate was a huge factor in why I decided to sell my Cherokee 140. I got scared on one flight where I was trying to get to my assigned altitude of 8000 and I was in a max performance climb at Vy at 7700 feet but was actually descending 500 fpm in light to moderate turbulence. I was with my wife and looking for nearest airports. That's when I knew that as great of a trainer that Maggie was, she was not well suited for significant cross country flying where I'm going to cross lots of different weather.
Really glad that you had people praying for you and that you were under His protection for this flight. Fly safe, my friend.
Thank you so much, brother! And I definitely made some rookie mistakes here for sure. One thing I will say, it definitely got my attention. I’ve received some great feedback on this video, and definitely something I’m gonna think about for next time for sure. Thank you so much for your wise words as usual, and your support and prayers!
Russ, a few things if I may:
Pay close attention to wind direction changes during a day Ike that. It looks like there was a lot of thermal activity, that day, and you might have launched right when the local airmass triggered the rising air, and therefore a wind shift.
Sounds like you got into an increasing tailwind as a result. I don’t remember the -150’s Vx speed off hand, but that would have been the speed to shoot for.
Great job on keeping it together.
Fly safe brother!
Yeah, there was definitely so much going on, but I definitely wanted to make sure I was paying attention to that stall. Everything in my body kept telling me, pull back on the hook, pull back on the hook! But I kept hearing my Cfi, saying, lower the nose, lower the nose! Anyway, it definitely got my attention. Take care, brother, and thank you for taking the time to come!
Loving the videos Russ!! I'm at all minimums and feeling good about scheduling my checkride for my PPL, keep up the good work and keep the videos coming!
That’s awesome! Glad to hear that you’re feeling good about scheduling your check ride for that ticket. That’s awesome! Definitely keep me posted, and thank you for the continued support. You got this!
Nice video man
Thank you so much! Thanks so much for watching.
"Couldn't get my speed together." Herein lies the energy management problem which differs in the low versus high altitude evionmarment. Airspeed and not altitude is life in the low altitude environment. In "Stick and Rudder, Wolfgang explains the law of the roller coaster. Airspeed is altitude and altitude is airspeed. You did a masterful job, based on ACS, with the short field takeoff. You rotated at Vx and changed to Vy over the trees and you honored Wolfgang by not trading too much airspeed for altitude and stalling. But the Private is supposed to be a license to learn. I have some helpful techniques, I think, concerning learning beyond certification standards.
Get the nose wheel just off the runway as soon as possible. This will reduce friction. Get the mains off as soon as the wing will lift the weight in low ground effect, well below Vso. Vso is an out of ground effect number. Now we will be in a too nose high pitch attitude and will need to level the fuselage to lower pitch attitude. This desired low ground effect, say one to three feet, can be bracketed by working the elevator (very spongy here at slow airspeed) fore/aft dynamically and proactively. Now we accelerate in low ground effect so long as runway is still available or until cruise airspeed. Pitch up is not necessary until somewhat near the trees or obstruction and then just over rather than well over the obstruction. Cruise climb is safer and much more comfortable than Vy. And what is the outcome of a 152 at Vy pitch attitude for three seconds or so without an engine should it fail on takeoff. Don't even talk to me about Vx, which does not even exist at high DA, unless in an extremely short field situation.
This basic level in low ground effect takeoff has been my default takeoff in over 17,000 hours in small airplanes (10,000 in 172 on pipeline patrol) regardless of conditions. In 11 of 13 engine failures either on takeoff or crop dusting, it was airspeed that allowed me to maneuver to available safe landing zones. The other two were from a bit higher altitude.
Again, good job using the training you were given. Yes, more safe maneuvering flight techniques training will make you a better pilot and more comfortable with tight situations. Some other considerations are leaning for max rpm, wind management, down drainage egress (especially in the mountains), on course thermalling and orographic lift or use of ridge lift.
You understood that airspeed was more important than altitude (didn't stall) and that made a world of difference. Good job.
Thank you so much for taking the time to offer this well, thawed out, and well reasoned comment. The thing that I love about your comment comment is, I’m sure other student pilots, or low time pilots like myself, will see it, and be edified by it. Thank you so much, I really appreciate the great feedback.
You need to come fly with me into 08R. if you can land and take off there, you can land and take off anywhere.
I definitely need to come check that out. I’m gonna put that on my Flight list, and I’ll definitely hit you up if I make that happen! Challenge accepted!
Found your page and will keep watching. Pilot in the local area (moving to DYL next month from TTN). Nice video and just a reminder it feels odd but lower the nose to gain airspeed and that will help with lift. Also as others said, raise the flaps when obstacles are cleared. Keep em coming!!
Thank you so much for the positive feedback, and joining my journey. Hopefully we cross pass at DYL. Awesome Flight School, awesome people!
@@RusscanFLY Where are you based out of?
My flight primarily out of Doylestown airport KDYL, or Northeast Philadelphia airport KPNE.
Great video (again), good planning, and good piloting. I enjoy your reflection on the joy of flying.
Thank you for the positive feedback, and the support! This was makes this journey so much sweeter, when I get great feedback, and comments from folks like yourself. Thank you so much!
Had to watch this twice another great video to learn from!
No doubt about it! I learned a lot from it myself. I actually even went back to this video, to revisit some things. That’ll be coming shortly. I do a deeper dive, and what I think happened during that takeoff. Take care!
Another license to learn thing about altitude in marginal VFR. You had good conditions, but I noticed that you were rightly staying up with airspace floors to stay as high as legal. Our aviate concern, a higher concern than navigate or communicate, is to stay in visual contact with God's green earth. The lower we are in marginal weather, the better we can aviate visually. The lower we are the better we can see. Good job with dynamic proactive rudder only to bracket the centerline between your legs on the crosswind landing, any landing. Stay off the steering wheel. Dynamic proactive rudder will not only direct your nose longitudinally to the target, but will keep the wings level or in a stable bank into the crosswind at the same time. If we yaw just a bit to prevent turn (nail the target), we have no need for the aileron which sends the nose the wrong way until we step on the ball. Use rudder only to nail target and no need for aileron. God bless you and keep filming. I have finally learned how to use GoPro and have stuff in cloud but am too old to figure out how to send it to anyone.
Brother Jimmy, thank you so much for this great wise counsel. The thing that I love about my aviation journey on UA-cam, is all the fantastic advice I get from folks like yourself. I’ll definitely remember to stay off of the ailerons, and dance more on those Rutter petals for sure. I tell you, I love this aviation thing, because you’re in a constant state of learning. Definitely appreciate it. If you ever need some help with GoPro, just reach out. I may be able to assist you! Be well, brother!
You say runway 13 and confirm with the compass and DG, but the numbers on the runway show 31?
You take off into a tail wind?
Yeah, I transposed the numbers. Unfortunately, that’s something that happens in my brain sometimes. I’m not fully dyslexic, but it is something that will happen with numbers with me sometimes. I do try to catch myself when it happens. Suffice to say, it was the right runway given the wind so. I just said the wrong number.
There's nothing wrong with going up with a CFI from time to time, even after you get your ppl. I see my ppl is only a license to learn, but I still need experience and CFI feedback.
I completely agree with that. I’ll definitely be doing that soon. I definitely have another 40 hours of flight instruction. I need to do anyway for my instrument.
10 degrees gets you off a runway faster but hurts you in the climb to an obstacle. Soft v short field T.O. 😮
Yeah, I think that’s what I discovered when I did a deeper dive in a subsequent video. I really needed to analyze this situation, and I definitely learned a lot.
That's exactly what the 150 manual says, but I was surprised that the 152 manual states 10 degrees of flaps are recommended for a short field takeoff, then retract when clear of the obstacle and accelerate to Vy.
@@igclapp You are correct, to my surprise I just checked the POH for 1978 152 … that’s in conflict with my training and experience with light Cessnas.
@@chriscard3424vRight, I was taught never to use flaps on takeoff (except for soft field) in either the 150 or 152 (I think our club had both and they didn't want to confuse people by having two different methods).
I'm also surprised that both manuals call for slightly tail low elevator input during the short field takeoff run. That doesn't make sense for a paved runway. I'm doing multi training now and we don't put in any back elevator until we hit rotation speed because we do not want any induced drag. Maybe in the 150 and 152 Cessna determined that lower wheel rolling friction from a tail low attitude offset induced drag. In any event, it's a serious mistake to try to rotate too soon on a short field takeoff from a paved runway.
Very nice part 3 finale. Yes indeed that was a very scary short field takeoff. Nt indeed clickbait. We don't need anymore pilots on tha news due to crashes. Awesome crosswind landing. Do a flight to PHL & ILG soon perhaps.
Hope u enjoyed yr weekend. Have a great week. #salute my gud brotha!!!!!
Thank you brother, Mike! Definitely did water end up in the trees for sure. I hope you enjoyed the weekend, or at least the one day of good weather. Take care!
New subscriber here in Philadelphia. I'll be starting flight lessons this summer hopefully we can meet up sometime. I'm 50 and going to make a run at Commercial Pilot.
Thank you for supporting the channel, and welcome to a fantastic journey! You will absolutely love it. It will challenge you, it will frustrate you, but the elevation it will give you in terms of a sense of accomplishment is matched by none other. Be well, and I hope that our paths crossed. Take care!
Amen! 🙌🏾⭐️
Yes indeed!!!
I'm still waiting for your foreflight video on how you tracked your Barcelona flight information
Great suggestion! Actually, it really isn’t that easy, given the FlightAware allows you to pull the information into ForeFlight!
Keep it in ground effect , get that airspeed, then climb out. Glad it worked out but I was yelling "put that nose down...put that nose down". 😂
I hear you! I heard that same yelling in my head, like my Cfi was sitting next to me. It was crazy!
Nose down - airspeed!
No doubt about it! That’s the antidote!
@@RusscanFLY I had that happen to me once as well, right when I got above the trees, she no climb! 😁 It's funny now, it wasn't then. Fly safe!!
not familiar with 152 procedures, but in the case of my 150, for a short field take off, with an obstacle, (trees end of runway), the POH calls for no flaps right? Flaps shorten ur ground run, but the advantage is lost in a climb over an obstacle I believe. anyone else care to weigh in on this?
The flat settings for assessment, 152 for both short field and soft field is 10°. So that much I know I got right. The problem is, did I miss something by assuming performance. Also, should I have done a saw field takeoff, and brought the nose down let the ground speed increase in ground effect, and then climb out at VX Question those are some of the things that will definitely come, and I actually talk about this when I do a deeper dive later on regarding this takeoff specifically.
😊😊
Definitely scary!
I thought I was the only one that talks to the plane when turbulence push and pull the airplane in different direction. LOL. Great piloting skills and of course sweet Jesus is with ya. Brother, I have been there and it’s an eye opening experience for sure. Maybe consider a soft field takeoff next time, which you can build up speed in ground effect and a gentle climb out.
Thank you so much for the awesome support of the channel. I really appreciate it. Yeah, that is a fantastic suggestion! I do a deep dive on this takeoff, because it haunted me for a minute. That was one of the things I was thinking, maybe I should’ve done as well. But fantastic suggestion brother!
Truck drivers do that too.
Wowww 50 on climb?
Yep, the climb was pretty anemic!
Every $$$ you spent on flight training paid off with that one single take off :)
You are not lying brother! All I could hear, was my Cfi, saying, lower the nose, lower the nose, lower the nose! Definitely got my attention brother
Sir raise the flaps and ease the nose down just a bit and she will climb on out
Duly noted! Great suggestions for sure. Thank you for the comment. Wilco!
Ahhhh yes flaps earlier.
Yes indeed!
Just learn from it move on and next time it will be a breeze
I completely agree! That was definitely. My plan was to just learn from it, and move on. Thank you so much!
Don’t listen to them bald guy from Friday the next the next time set a 2 notch of flap with forty degrees nose up
Yep, and that would probably put me right into the trees! Sounds like a good recipe for a stall spin.
@@RusscanFLY as twenty years as pilot I can tell you one thing flying was born by mistake and great pilot are the one who learn by makin mistake don’t believe all those fancy people who talk all day long bullcrap and fancy thing