Cessna 152 Flight Training (startup, takeoff, landing, traffic pattern)

By | January 15, 2020


– Brady Bigalke here, I’m at Northeast Florida
Regional Airport and today, I’m going to check out a
152 and show you guys most of what I have to do to fly
a 152 and be a safe pilot. I’ve got my Cessna 152
checklist ready to go. Absolutely beautiful day,
so I’m going to put this GoPro on my head and give
you a first-person view of this flight, starting with
the pre-flight checklist. There will always be some paperwork, and in this plane it’s down here. What you’ll wanna do is make
sure that all the papers are current, and I’m not
gonna get into all this, but this is also the POH for this plane, you need to keep that in the
plane, so that’s the handbook. Flight plan, I don’t need
to file a flight plan. Fuel is on. If the fuel is not on,
this lever would be up, but it is down, so the fuel is on. Control lock. I’m gonna take the control
lock out, throw it in the back, turn the master on. This is the battery, so
I’m gonna flip that on, and I’m gonna extend the flaps. Check the flaps, make sure
that they’re working properly. I do not need to test the pitot heat because it is not equipped. Now I’m gonna turn on all the lights, alright, and I’m gonna come out here and check my lights. See the landing light is working,
the red light is working, got another one over here, it’s on. I’m gonna come around the back, you can see my beacon up there
is on, taillight is working, everything looks good,
the flaps look good, and we can turn the master off. Fuel gauges are another
thing that you can check, but you don’t wanna trust those, you wanna go by the
amount of fuel you have. You do not trust your fuel quantity gauge. You should not have to rely on that. Exterior summary, so, we’re gonna start with the fuel quantity. We’ve got a stick right
here, and I’m gonna climb up, check and see how much fuel we have. Stick this in, cover it up, pull it out, and we’ve got almost eight
gallons on this side. Make sure that that’s nice and tight. Then I’m gonna do the same
thing on the other side, eight on this side, so
about 15 gallons total, to be safe, which is
more than plenty to go up and do a few laps in the pattern, and that’s all I’m doing today. Quality of the fuel, I’m
gonna use a fuel sump. This particular plane has three spots, and we are going to check, and
what I’m looking for here now is any water that could
be in the fuel tank, and if there is any water, it will be separated from the fuel, and you’ll see a clear liquid
in there that’s separated, and that’s not good. All you would do if that does happen, is keep draining it until
all the water is out. I’m gonna come over here
and check this side, and then the other one is up front here, right there. Make sure that there’s no water
in there, and there’s not, then I’m gonna go back
up and pour it back in. We’re gonna do the engine oil now. Very important that we have enough oil. Okay, and there’s between
four and five quarts. This thing always feels
like it’s gonna break. Anyways, putting that back
down, inspecting the prop. We’re gonna make sure there’s
no dings or any cracks here. Always be careful around the propellor, treat it like a hot prop, because there may be a hot magneto. Calling inspection,
there’s a belt in here, I’m gonna pull on it, make
sure it’s nice and tight, and also make sure there’s nothing in here that shouldn’t be, like birds’ nests. For the exhaust, I’m just
making sure there’s no cracks, and that it’s not loose. This is the stall horn up here, and I’m just gonna make sure
that nothing is obstructing it. Surfaces and controls, so
I’m also gonna untie here, and then I’m gonna go onto
looking at the aileron, and I’m making sure that
there’s nothing broken in here, and everything’s working properly, there’s nothing cracked, right? Nothing loose, bolts are nice, making sure that the
elevator’s working properly, also the rudder. Pitot tube and static ports
on this plane are right here, gonna make sure that this is clear, there’s nothing in there. Static port on the 152 is
right there, this little hole, and that looks good. Make sure the tires are filled up. Untie this side as well. Make sure that all the
antennas are up there. Got one, two, three back here. Everything looks good, and I’m gonna do a final walk-around now. Walk around the plane one last time, everything’s untied,
there’s no tie in the back. That makes the initial checklist and exterior summary checklist complete. Now we’re going to move
on to the interior, and if I had a passenger, there’d be a prep-passenger brief. I wrote down my Hobbs and my
Tach time for the flight school so they know how long I flew, how long the engine was running, and I’m gonna look at the
circuit breakers here, alright, make sure they’re all in. But at this point, this is
where I would get in the plane, so I’m going to put on the
headset and we’ll go from there. Startup checklist, seat
and track back lock, the seat is where I want to be. The avionics would
normally be off right now, but I’m going to leave them on for the purposes of this video. (mumbles) Off. Mixture: full rich. Throttle: flight. Prime: This plane has
already flown once today, I probably don’t need to
prime it, but we’ll see. I’m gonna check the brakes,
now I’m gonna say “clear” to make sure that everyone
knows I’m about to start up. Clear! I’m gonna open the window, shut the door. I already have my seatbelt
on and my shoulder strap on. Beacon’s on. (propellors whirring) And she started right up. And once she’s started
up, I’m gonna come down to about a thousand RPM. I don’t need the mixture to be
full rich when we’re idling. – [Man On Radio] St. Augustine ground, Saratoga five one papa go,
alpha row to fuel, over. – [Ground Control]
Saratoga five one papa go, St. Augustine ground, taxi to via Delta, and they just pulled away with the truck, I haven’t heard that it’s ready
yet but I’m assuming it is. – [Brady] I haven’t contacted ground yet, so I can leave the radio off
so that you guys can hear me, but I did wanna mention, most
of the time while I’m flying, I will probably just let the ATC roll and not be talking over it too much, because I want you guys
to hear what it’s like communicating with the tower, and I wanna make sure
that I’m not distracted, and when they call my name, I hear them, instead of missing it, so. Won’t do a whole lot of talking once I start taxiing and flying. But, a little bit at the right times. I’m gonna check my oil pressure. Oil pressure looks good right now. Seatbelts, harness, flaps up,
I already put the flaps up, heat vent defrost, don’t need
any of that, live in Florida, it’s about 65 degrees right now. Now I’m gonna check the ATIS. I have my airport
diagram here, by the way, for St. Augustine
Northeast Florida Regional. The ATIS is 119.625. – [Ground Control] St.
Augustine tower information, Charlie one seven four seven zero, winds are a matter of zero
at six, visibility 1-0, sky conditions: 7,500 scattered. Temperature of one
eight, new point one one, altimeter three zero one four. Instrument aircraft,
expect a visual approach, runway one three in use. (mumbles) Runway two twos are all closed,
they are out of service. IOS glide path and local eyes
are operating unmonitored. – [Brady] Okay, so I’ve got the ATIS, I’ve got the information I need. I say “charlie,” and when
I say “charlie” to them, that means that I have
the current information that was just given to me. Wind, zero nine zero at six. Not much wind today, and that’s one of the
reasons I’m going flying, it’s just absolutely beautiful. My altimeter is three zero point one four, so I’m going to change that, make sure that my heading
is set to the compass. Test the radio, so I’m
gonna turn it back up and just make sure that my radio works when I hit the button. (radio static) Alright, so I tapped it, and it’s working, change to ground, which is one
two one point one seven five. Now we’re gonna test the brakes, I’m gonna start moving a little bit, I got over the wire there,
and the brakes are working. Latitude indicator, looking good. Time to contact ground. I’m also gonna request a closed pattern, which means that I wanna
stay in the traffic pattern, so that ground knows that my intentions are to not leave the airspace. My instruments are looking good, my oil pressure’s still looking good. Now remember, for
communicating, it’s who you are, where you are, what you wanna do. St. Augustine ground, Cessna
five one six five bravo. – [Ground Control] Cessna
five one six five bravo. – Six five bravo’s at
the overflow right now and would like to pay
closed-pattern information, Charlie. – [Ground Control] Cessna
five one six five bravo, runway one three intersection
departure bravo one, taxi via bravo two and
bravo, clarified as Charlie. – Taxi to one three,
via bravo two and bravo, I do have Charlie, six five bravo. The wind is at zero nine zero right now, so a lot of people need to remember that even when you’re taxiing, you still need to fly the airplane. You need to make sure that your ailerons are in the correct position, you can use the windsock a
little bit for reference, so right now, the wind’s
kinda at a 45 degree angle coming from right behind me to the right, and it’s just something
you need to keep in mind as you’re taxiing, to
still fly the airplane, especially on a windy day. Make sure that your
ailerons and your elevator are in the correct position. And that would be, when
the wind’s behind you, you wanna pitch down, and away. And when the wind’s in front of you, you wanna have the elevator neutral and the ailerons into the wind. Nice slow taxi out to one
three, absolutely beautiful day. I don’t think it’s too busy right now, but Northeast Florida
Regional Airport is actually one of the busiest airports in Florida. They have two flight schools here, and this is where I got
my private pilot’s license a couple years ago. Right before we take
off, I will do a run-up, which is also part of the checklist. There’s a nice, big area
over here for a run-up, where I can also turn around
and be facing into the wind, very convenient. I’m gonna turn around, and now we’re going to
do the run-up checklist. This is to test a few things, make sure that everything’s
working properly. So, brakes are set, fuel is on, we’re gonna have trim to
take off, trim is right here. We’re gonna test the
flight controls real quick. Alright. Flight controls look good. And I’m gonna put mixture
into the best power, primer is in and locked, now we’re going to come to 1700… RPM and check the mags. I’m gonna turn off the left one, there should be a hundred
drop, which there is, now we’re gonna check the right one, hundred drop, so I checked the left and
right mag, they both look good. (mumbles) There should also be a
little loss of power with the (mumbles) which there is, and we’re gonna check the
amps and the volts, look good. Oil pressure is looking good. And we’re gonna come back
to idle on the throttle. Also, vacuum. The vacuum was looking good,
forgot to mention that. And now I can taxi up to the runway, to one three and hold short, and that’s where I’m
going to switch to tower and contact tower to take off. Now, pre-takeoff checklist, flaps, zero to three, mixture, best power. (ground control mumbling) Car-pete off, and heading
is to compass still. Gonna check my instruments one more time, everything’s looking good. Also wanted to mention,
at 1200, squawk 1200, for flying BFR. Now, pre-takeoff
checklist, doors, windows, everything’s good. Landing light, don’t need it. Probes are on, and I’m ready to go. St. Augustine Tower, Cessna
five one six five bravo, holding short of one
three, ready for departure. – [Control Tower] Cessna six five bravo, maintain moment heading, (mumbling) – Cleared for takeoff, six five bravo. Left pattern. (Control Tower mumbling over radio) Oh, here we go. (mumbles) (Control Tower mumbling over radio) (propellors whirring) And we’re gonna rotate. We’re headed right up. (Control Tower mumbling over radio) (mumbling over radio) (mumbling) Roger, six five bravo. I was maintaining my upwind
and so they cleared me to turn left, and now I’m
going to turn a left crosswind. (Control Tower mumbling over radio) (radio static) Alright so, I am now able
to turn toward my downwind, I reduced the throttle to cruising speed, so that I stay at… (Control Tower mumbling) Six five bravo, roger,
looking for traffic. I got em, six five bravo. – [Control Tower] Number six five bravo, follow the extra number
two on the one three, quick touch go. – [Brady] Number two, quick
touch and go on one three, six five bravo. Just passing midfield now, on my downwind, the altitude of this pattern, pattern altitude is a
thousand feet at this airport. My instruments have been looking good and I’m gonna start my descent. Fuel’s on, (mumbles) we’re gonna bring that on, and I’m gonna reduce power to 1700 RPM, and I’m gonna put 10
degrees of flaps down. Start to slow down here a little bit. (Control Tower mumbling over radio) Now my number one traffic,
that I’m landing after, has touched down. So now I am turning base. (mumbles) And I’m gonna go down to
about 15 degrees of flaps. Starting to descend here, on my base. Altimeter is set,
instruments are looking good, heading is still looking good, we have a little more
throttle under this turn, getting a little slow, very important to not stall
out when you’re turning. So now I am on a final four one three. (engine whirring) I’ve been cleared for touch and go. I’m gonna touch down,
and take right back off. Coming right over U.S. one here. Big road, U.S. one. See if I can get in a
little ground effect. (Control Tower mumbling) Nice soft touch down. Flaps up, car-pete in. We’re gonna take right
back off, full throttle. (Control Tower mumbling) Six five bravo’s midfield
for touch and go. (Control Tower mumbling) Quick touch and go, one three. Overshot that one. That’s okay, plenty of time to line up. (Control Tower mumbling) (propellors whirring) (Control Tower mumbling) I’ll start to reduce power. Work my way down to ground
effect, and wheels down. Flaps up, car-pete in. Gonna do one more lap. (Control Tower mumbling) At midfield, we’ll make a right 360, reestablish downwind, six five bravo. I’ve been requested to make
a right 360 right about now, then I’m gonna go right
back into the downwind. Alright, so now reentering the
downwind at about 45 degrees. Not quite 45 degrees, but they want– (Control Tower mumbling) Roger, looking for
traffic, six five bravo. (Control Tower mumbling) (propellors whirring) (Control Tower mumbling over radio) I have a traffic, six five bravo. – [Control Tower] Nothing
in sight, six five bravo. (mumbling) – [Brady] Okay, number
two, clear touch and go, six five bravo. Actually, we’d like a full stop. – [Control Tower] Six
five bravo, that’s fine, (mumbles). – [Brady] One three
quit-il-am, six five bravo. (Control Tower mumbling) (beeping) (mumbling) Making sure that they have me, I see them. I’ll keep my eye on those guys. Alright, so I’m doing a full stop now. (Control Tower mumbling over radio) Like I said, busy airport, haven’t been able to talk
very much during this flight, which is fine. (engine whirring) Oh, nice and bumpy. Alright, we’ll do one more
landing here, call it a day. This’ll be a full stop. Looks like there’s a couple
planes at that first exit so I might go down to
the next one, we’ll see. Just pulled the power,
carrying a nice ground effect, landing nice and slow. (radio mumbling) – [Control Tower] Number six five bravo, turn right bravo two, then contact ground. – [Brady] Right on bravo
two, I’ll contact ground, six five bravo, thanks. (Control Tower mumbling over radio) Alright, I have put the flaps up, and this is the point where
I’m gonna open the window if I want, or open the door. I’m going to switch to
ground, which is one two one, one one seven. (Ground Control mumbling over radio) Bring my mixture out a little bit. (radio mumbling) St. Augustine Ground, Cessna
five one six five bravos, at bravo two and bravo
to taxi to overflow. (Ground Control mumbling over radio) Straight ahead to
overflow, six five bravo. Alright, I’ve been cleared to taxi… Back to overflow. There’s a lot of construction going on at this airport right now so uh, they’ve got a runway closed, and usually the flight
school has their planes up at the front. Right now, this is called
the overflow parking, which is where they’ve been
staging a lot of the planes while they do all this construction. It’s a mess up there, but when it’s done, it’ll be really nice, in
the next couple months. A brand new asphalt, they
had to redo a bunch of pipes. Nice, smooth flight. One thing I was trying to mention, but it was really busy on the radio, is when you have a crosswind, I’m actually coming in crabbing. It’s tough to explain, I will
show it in a video sometime, but you’re actually angled a different way than you’re moving, cause you gotta angle
yourself into the wind, and then toward the end, as you’re getting closer to the runway, you’re gonna use your rudder
and line up to the runway. It’s kinda wild the first time you see it, when you go fly and you’re on final and you’re coming in crooked, you’re like, “Whoa, this is crazy.” A lot of people don’t expect it. Alright, where should I park this thing? I’ll park it right in between these guys. Get this baby turned around. Alright, now… (mumbles) Now normally, I would turn
the avionics off here, but for the video, again,
I’m just gonna leave them on. I’m gonna bring the mixture out. Now I’m gonna turn the mags off, and then the master battery off. (engine powering down) That was great, thanks
for sticking around. Hope you guys enjoyed seeing a little bit of what goes into flying a 152. It’s fun, it’s a really good
machine to know how to fly. It can teach you a lot,
most of my time is in one, and I also really like the views. I just went up in a Piper
Warrior, with a low wing, and you just don’t
really get the same view, and when you’re flying for hobby purposes and sightseeing purposes,
it’s nice to have a high wing and be able to look down and
see everything really well, especially flying passengers. Great flight. Flight is good. I’m gonna push the plane back now, and get it out of everyone’s
way, stop talking. After this, it’s just
writing down the engine time that was used, control
lock, put this guy back in, that keeps the controls locked, so the plane’s not going all
over the place when it’s windy, put chalks down on the tires,
which I don’t need to do, and then of course, tie it down, so I’m gonna tie it down. The pitot cover would
normally go on the pitot tube, but I don’t think there’s one in here. Sometimes with flight schools, you don’t have all that stuff. And then just make sure the
doors are shut and that’s it. Thanks for tuning in, look forward to doing some more flights, and happy to talk about anything aviation. I absolutely love it,
I just fly for hobby, so if you guys ever wanna
chat about anything, let me know.

100 thoughts on “Cessna 152 Flight Training (startup, takeoff, landing, traffic pattern)

  1. Martin Jansen Post author

    Subscribed. For that Cessna 152 is still sexy, and this helpful real VFR vid.

    Reply
  2. Kraals Post author

    Once upon a long time ago, I made the statement that if a C-150/152 was all I could fly, I had just as soon not fly. Jump ahead 25 years and I'm giving flight instruction in C-152s. With a bit more knowledge under my belt and quite a few more hours in my log book, I came to have the utmost respect for the little airplane. It's a great teaching platform. A little slow in cross country flights, but what the heck. You're trying to build hours not miles.

    Reply
  3. August Eriksson Post author

    Starting or stopping the engine with avionics on isn’t a great idea. Although unlikely, starting or stopping the engine can create a power spike that can damage the avionics so it’s common practice to only turn avionics on after engine start and off before stopping the engine. It’s danger depends on the age of the plane and probably a million other factors but on an old, flight school 152 it’s probably a good idea to stay on the safer side

    Reply
  4. Jack Sprat Post author

    He doesn't explain what water in the fuel looks like if water is there. He doesn't do the pre-flight in an organized manner. He is a menace to everyone around him.

    Reply
  5. d74morris Post author

    thanks Brady  I really enjoyed that  i'v only flown rc airplanes but luv all aviation

    Reply
  6. Greg Milner Post author

    This brought back memories. I got my ticket using 150`s and went to taildraggers after that. What do nose dragger pilots do for fun anyway? bwahaha I owned 3 airplanes in 10 years racking up 1600 hrs. and it was the best 10 yrs. of my life. I flew an RV-4 600 hrs. Met a lot of great people and was very lucky to have that RV_4. Fantastic aerobatic airplane. 160 mph. 7gph.

    Reply
  7. AvRail 5seveN Post author

    Nice video, brought back a lot of memories! Soloed a C-150 in 1975. Also was checked out in the C-152 and Piper Tomahawk. I have that same Pan Am bag. Avionics Mechanic for Pan Am, JFK '86 to '88. Only thing I 'fly' these days are locomotives hahaha.

    Reply
  8. John Jordan Post author

    Great video. If there was any criticism, it would be to maybe come in a little higher on final. Your landings looked great but you were very low over the displaced threshold. God forbid you lost power on final, that extra 50 or so feet could be a life saver.

    Reply
  9. Judy Taylor Post author

    I remember flying the 152 real early in my career…fun plane to fly .great beginner plane..

    Reply
  10. Hulado Post author

    good job. i learned in a 152 also. its a great little airplane. thanks for the memories.

    Reply
  11. ClarkAB1963 Post author

    Nice seeing the place I grew up. US1, Vilano Beach, marsh, waterway, and what was Fairchild, now Northrup Grumman.

    Reply
  12. CaptainRon1913 Post author

    Nice job on the video. Brings back fond memories of learning in a 152

    Reply
  13. SenoreQueso Post author

    This is a great video but we need to have a serious talk about how you hold a pen.

    Reply
  14. Angel Lopez Post author

    WOW, the plane has a lighter socket so you can light up a smoke in the cockpit.

    Reply
  15. John Sobala Post author

    That was a good reminisce. Haven't flown in six years. Like to do it again but haven't won the lottery yet.

    Reply
  16. Alexis Post author

    I really like it! It help me to do review before my flights after longer break! Thx :))

    Reply
  17. Corey Jordan Post author

    Thank you very much for sharing and posting. Plan on obtaining my PPL soon. Don't know YET! why I'm doing this. But, like to travel and fly.

    Reply
  18. Joseph DuPont Post author

    I rented a c 172 in Maui and to start it.. you cranked it.. at full lean and then made it more and more rich. They said if you did not do that it would never start and flood.

    Reply
  19. Matthew Brown Post author

    WOW – Old 152 – What I learned to fly on 16 years ago. So many great memories with this old girl.

    Reply
  20. Big D -1- Channel Post author

    You needed to tie thise tie down ropes up a bit better. My first fight was in a Cessna 150 commutter. Did you know you can make turns in flight by simply opening and hold the door open?

    Reply
  21. Conexão Gamer Post author

    How can you capture your voice from your headset to your in your gopro ?

    Reply
  22. Ben Francis Post author

    dude you should learn to fly in Australia so your taught how to fly safely your always to low on final if you have an engine failure you will not make the airport and turn off the carb heat at 300 ft before touch down in case you need to do a go around

    Reply
  23. Silvia Angel Post author

    No worries FS2020 is coming, and you will be flying again

    Reply
  24. Silvia Angel Post author

    Nothing is broken nothing is cracked the whole plane looks scary and in bad shape as heck!

    Reply
  25. PHILLIP MC KIE Post author

    Was the flight school Florida Career Training? FACT. I did my CPL AMEL out at that airport. It is beautiful in St Augustine.

    Reply
  26. PHILLIP MC KIE Post author

    Please remember though that you are clear of the runway once you pass the holding point markers. You should not stop before that. Other than that, very good circuits nice centerline discipline.

    Reply
  27. jim quist Post author

    Great video Brady!!! Thank you so much – as a pilot getting back into it after several years hiatus I appreciate you going over the good ol 152 i trained in and got my PPL in as well!! Jim

    Reply
  28. THE MECHANIC Post author

    How much does it cost to get private license? Im interesting.

    Reply
  29. Travis Tibbs Post author

    Brady: “You never want to trust the fuel gauge.”

    Me: “Hm, same with my ‘98 F-150.”

    Reply
  30. Nikolaos Chatzikyriakos Post author

    Nice job Gareth. Be careful, because all steel fasteners are, a bit, oxidized.

    Reply
  31. legoman5010 Post author

    The thumbnail really makes me think the earth might actually be round

    Reply
  32. Michael Ryan Post author

    This brought back a lot of memories. Took my lessons out of pbia in the early 90s…..152 is sure a tough little plane.

    Reply
  33. old bricks Post author

    My first plane was a Cessna 150m… a horrible plane, you’re basically sitting on the floor, vibrates , slow and noisy..got to get on a ladder just to put in fuel. And it’s cramped inside…

    Reply
  34. magic wand Post author

    Paramotor iw less checklists …. tired of all this atc thang

    Reply
  35. wayne parris Post author

    That was nice. Thanks 😀 It has been 20 years since I last flew, nothing big but life tends to get in the way of pleasure because of needs 😛 I learned to fly in a 152, flew a 170, 172, 182, cub, Piper 140, 160, was half owner in a Piper Commanchie 250 which is a complex, retrac, with built in O2. Nice aircraft. Spent 36 plus years making tooling and inspecting tooling while working for Mc Donnell Douglas then Boeing when we were purchased. The video brought back a lot of memories. I seemed to remember procedure OK, not bad for being out of the cockpit for so long.
    I would like to pass on a little advice if I may. Remember to fly the aircraft you are IN! I know that sounds strange but let me explain. A little habbit I was in was to read the spin recovery procedure plackard every time I got in the aircraft. As I said, I flew a lot of 152s, I once flew a 150 at our flight club. It is pretty much the same aircraft with a little less power. I went up to just do some stalls and stay current. Every 152 I had ever flown broke to the left in a takeoff/departure stall so I was in the habbit of stabbing the right rudder, so much so that it was automatic for me. The 150 did not have the same torque affect as the 152s and may have been rigged a little different. Anyway, when the aircraft stalled, I automatically stabbed the right rudder and pushed forward. That would have been fine but the aircraft broke to the RIGHT! By hitting the right rudder I did a text book entry to a spin to the right! My habit of reading the spin recovery data came in handy as it was memorized by now. I was at 4000 feet AGL and the best I could count was 2 1/2 inverted turns in the spin before it was recovered. I lost about 1500 feet by memory. All because I had been conditioned for one reaction when the actual situation required a different reaction.

    Reply
  36. Eduardo Aguiar Post author

    I think you forgot to check the brakes before getting on the plane. Attention to fingers when checking aillerons

    Reply
  37. allen D Post author

    why do u talk so fast to the tower and why do they talk so fast to u????????????????????

    Reply
  38. Jamel Ling Post author

    I'm surprised he didn't open the right door and bring the seatbelt webbing inside and secure the belt.
    On preflight I would watch the extension and retraction of the flaps from inside the cockpit looking back.

    Reply
  39. Ed Mc. Cormack Post author

    No mention of carb freezing as i done some flying in a Rallye which froze in cold conditions

    Reply
  40. Steve Ababan Post author

    All.good except no oil pressure check on initial run up to 1700rpm.

    Reply
  41. Bridger Hawkinson Post author

    when checking the pitot tube and static port just look in it because when you touch the hole your oils from your fingers can clog it

    Reply
  42. Al Anton Post author

    Very enjoyable video! I got my commercial in a 150 in 1966 at American Flyers in Ardmore, OK. , and my instrument rating a month later. Total school time was January through June. You made the understatement of the century: "Very important to not stall out when you're turning." That made me laugh. A few thoughts: I soloed at 7 hours. That was embarrassing. Most guys did it in 5 and a half to six. We rarely deployed flaps for takeoff or landing. Full dirty stall speed (as I recall) was only 52 KIAS. Went directly from student to commercial. Never had a private license. The school's standard was way higher than the FAA's. After passing their exams the FAA tests were a snap. A landing monitor sat in a chair at the approach of the active runway. When doing touch and go's (after forty hours of flight time) any student caught adding power on final approach was grounded for a week. We were expected to dead-stick the numbers every single time no matter what the wind conditions were. On our mandatory 3 cross country flights we had to choose non- controlled airports and, in fact, we were on the honor system to not use the radio for anything but unicom. In other words — NO radio naviagtion was allowed; VOR or ADF usage were taboo. Pilotage was everything — lots of chart reading. When I started instrument flight school, I had never done any radio navigation at all — I knew how to tune in a VOR and fly to the station and THAT WAS IT! (new paragraph) Dude! No pitot heat? You're kidding. That could be a killer. Also, I never heard anything about airplane trim in your pre-flight. Just for kicks: In 1966 av-gas cost 24 cents per gallon. My total expense for commercial and instrument was $6,000. including room and board. I had a brochure from United Air Lines boasting that if I got hired, I'd be making $10, 000. per year! Hope you didn't mind my reminiscing. (P.S. I hated doing lazy eights.)

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  43. Sanya Ashmy Post author

    I'm so sad… I got no support from anyone, my parents won't even buy me a joystick for sim. And I really, really want to fly in real so bad…

    Reply
  44. Cody Hendricks Post author

    What is going on every time you touch down and it gets all shaky and you cut and edit to being in the air again. He doesn't want us to see something

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  45. Kent Williams Post author

    Thanks much for the very enjoyable video! Wow, seemed like a very calm day except during flair out which is about normal. I flew a 150 for my first 8 – 10 hours and then switched to a 172 which required quite a bit less control movement. Earned my ticket in a 172. Had a heart attack a while back and you know what that does in regards to a flight physical.

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  46. Brian Davis Post author

    And i thought the 150/152 were supposed to be simple. This didnt inspire confidence in my ability to learn.

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  47. Mr Sausage Post author

    Great video and very instructive to people like me who will never be able to qualify for a licence (medical). I really liked how you emphasise "flying" the plane on the ground. I can imagine it is something you have to get your brain around at first since you are not really "feeling" the effects of the wind to the same extent on the ground at taxiing speed compared to being up in the air at flying speed.

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  48. Heine Vendelbo Post author

    I'm wating for our local flight school here in noth Denmark to receive the new ALPHA ELECTRO pipistrel-aircraft, and then I'll start for the licens. Cessna aircrafts are legends, but electric aircrafts are the future.

    Reply
  49. robert greene Post author

    Excellent video, use to fly Cessna 152's and 172's. Your preflight check was wonderful and more thorough than what I had been taught. Your video captures some of the feeling when doing touch and go's. Thanks. Bob

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  50. CptChandler Post author

    Why did you keep the avionics on while starting… That can cause lots of damage to the avionics..

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  51. Sam Ford Post author

    I got my PPL in 1999 and to rent a C150 was $45 wet per hour and today its $90 needless to say,I gave up flying about 5 years ago.

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  52. Einstein0808 Post author

    Nice video! But how can you understand what they are saying lol xd It goes so fast. Maybe it's also because I don't know the meaning of things what they are saying.

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  53. Christopher Clarkin Post author

    This takes me back to my flight lessons 30 years ago. I am still passionate about getting a license some day.

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  54. Matthias Foell Post author

    Been flying 65B and RW also nearby 1 year ago…good memos…and still same Controller…

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  55. Nix Wix Post author

    What is being said after the touch and go "flaps up"? R P in? R feed? Thanks.

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  56. Oskar Jakobsson Post author

    That was so interesting! Liked the video and subscribed!

    Reply
  57. Dustin Cordell Post author

    this is amazing
    i always wanted to do this but they said i am night blind so i cant:(

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  58. svenhaanautomation Post author

    Tip: Leave avionics off until after starting the engine as otherwise there MIGHT be voltage spikes that could potentially kill your avionics.

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  59. Zero Foord Post author

    Got a ultra cruise ultralight home build planning on doing upgrades for some aerobatics any suggestions

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  60. Antonio Talavera Post author

    2:45 just think “cows”
    Color
    Odor
    Water
    Sediment

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  61. xevious2501 Post author

    Oh god it reminds me of Civil Air Patrol all over again. And to make matters worst.. Those are the same exact old planes as back 30 some'wad years ago. NO WAY should these kids be flying those old beatup planes.

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  62. Roy Rosales Post author

    Just started online ground school through Sporty's. Planning on getting my ppl this spring. Excellent video. Thanks for sharing.

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  63. Dean Milner Post author

    Would be good if you took the Mag keys out before doing your pre flight…!

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  64. Bill S. Post author

    3:22 It looks like that whole plane is going to break! It's pretty old, warn, rusty, and brittle.

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  65. David Huys Post author

    never liked planes that are missing bolts…but hey its just me i guess ;/

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  66. RCslay3rz 12 Post author

    I'm a student pilot and fly out of Venice, FL. I'm 14

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  67. qq kk Post author

    You get a completely different performance flying that exact aircraft during Jan in WI – you'd love it.

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  68. Dannie Pushkin Post author

    BOY this is one way to DESCRIBE THE LIFE OUT OF something as simple as flying c150! I'm walking away with an impression that is easier to manage 747 (which manage and fly I did) than that bug.
    "EVEN WHEN YOU'RE TAXIING boys and girls….YOU'RE STILL FLYING …" man you take this waaaay too seriously!!!
    I am absolutely thrilled and honored to give BIG FAT THUMBS DOWN to this one 😉
    you're welcome!

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  69. CMAenergy Post author

    I don't like the Cessna wing and these planes are under powered, from my perspective, I'd never fly one in the mountains, They drop to much and bounce around like a stupid cork in water,
    I'd rather fly a J3

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  70. Ryan Linker Post author

    What your doing is very elementary but your videography and commentating make it a video I watch all the way through to the end. You’re a good pilot and a positive mentor to have available in the streaming and aviation community. Thanks for putting this together for us all.

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  71. Scott Jenness Post author

    VERY spotty preflight. Missed a tremendous amount of items, very dangerous. Refer to Cessna POH rather than an aftermarket checklist. Didn’t watch the rest of the video. Please please take a look thru the POH walk around list of items. Even that doesn’t cover everything but it is better than the laminated cards. (I am a CFI, CFII, MEI, ATP, turbine instructor. 2 airlines, turbine warbird, ex 141 chief pilot. 3,100 dual instruction given. 1,000 in Cessna 150/152)

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  72. Star Trekker Post author

    New subscriber. Haven't flown since 1984. Used to fly 152's during flight school. I did solo but ran out of overtime and ran out of money to pay for everything. Wanted to buy my own and with insurance and all the other costs … ended my aviation venture for good. Now, mid 60's and retired … so I think this is as close as I get. Once flying gets in your blood … it never leaves. Just sayin'. Thanks for the vids.

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  73. Psychotic TV Post author

    I love watching your videos! I've wanted to be a pilot for as long as I can remember and would love the chance to fly. Your videos are great to watch to show the realism of everything. If you have any tips over acquiring a pilots license or cost saving techniques and info would be amazing!

    Reply
  74. Gary McLean Post author

    Shiny side up – greasy side down
    Nothing as useless as runway behind you and altitude above you
    Good radio work

    Reply
  75. P. Mac Dermott Post author

    It's a long time since I saw a Pan Am flight bag.!.

    Reply

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