Losing Confidence As a New Pilot? Let's Fix That! #pilot

I have been getting too comfortable with casual flying to the point where I am becoming uncomfortable with cross country flying. We need to fix this!

Join me as I force myself to plan a flight where I've never flown to before in an effort to build confidence for future trips at longer distances.

Today we will be flying from Edenvale Aerodrome (CNV8) to Wiarton Keppel International Airport (CYVV). Although this is mostly an uneventful flight, You'll want to catch this one as the views are incredible.

#aviation #generalaviation #crosscountry #flying #flight #pilot #pilotlife #privatepilot #ppl #cessna #cessna150 #tobermory #wiarton #owensound #collingwood #wasagabeach #lakehuron #georgianbay #ontario #canada #confidence #flighttraining #cnv8 #cyvv #guvh #kazflight

[flyingkub]

Good video. I do some flying videos and build videos, just to help others with lower hours see it can be done but also it helps me to plan some missions with a view to produce a video. The weather here in the UK has been more rubish than normal so far this year but I hope summer will arrive and I can get back to making some more flying videos. I don't think you would have to run too fast to catch that little fellow at the end, to keep him safe 🙂

[jimmydulin]

Try trimming for cruise at your altitude and then put your hands in your lap a bit. Use correct yaw rather than incorrect yaw (adverse yaw), when we don't remember to lead rudder for coordination. And we don't want to turn so why bank anyway. Put a distant point between your legs rather than under the prop and use rudder yaw to exactly bracket/maintain that direct line to that target. By bracketing/maintaining the target between your legs (also between us instructor's legs as it is optical) you will prevent bank/turn. If you prevent bank/turn, gusts and turbulence can not wag your wings as much and you are automatically fixing it. In a crab for crosswind, we are directing our butt toward the target with rudder only and keeping the wing level.

Good job landing. I didn't see any wing wagging, aileron use that sends the nose wrong way initially. Stepping on the ball is reactive, not coordinated, and on final we don't even have to go there. We walk the rudder pedals to bracket/fix the centerline between our legs and keep the wing level.

A little more wing wagging on return landing with the gusts. Try staying off the steering wheel (ailerons) completely. You did a good job maintaining the centerline with little Dutch rolls, but it is much more comfortable with rudder only. A trick for not floating is to decelerate with full flaps to get enough sink a quarter mile out to bring the throttle into dynamic control of glide angle and rate of descent. Now watch for the apparent brisk walk rate of closure you are seeing with the numbers appears to speed up. Use further elevator pitch up to maintain what appears to be the brisk walk. This will eliminate the need for round out and hold off (cause of the float). Done well we will cheat with power to do what Wolfgang teaches on page 302 of Stick and Rudder. "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Good video. Thanks.