First Flying Lesson, takeoff, turns, climbs, descents. Part 2

okay so I'm going to go ahead and pull out here and taxi up because I don't see anybody else around here and remember everything that you do make sure you look around before you make any move three Delta runway one-six Ray intersection alpha five flipper take off my marker proof okay clear take off one six right alpha five three three Delta okay we're clear for takeoff and so what we're going to do is we're going to look both ways make sure nobody's coming because you just never know then we're going to turn the transponder on know what the transponder does is it sends a signal to the guys on the ground with their whole radar or radar scopes and so it pings a little code will they tell you where other traffic is no they won't so then I'm coming out here taxi lights on landing lights on and strobe lights on and again remember I'm pulling out out of the runway I'm going to verify my heading because I have my heading bug set for runway one-six so there is runway one-six the heading looks good so I'll go ahead my feet slide down off the brakes and I just have my top my toes on the bottom of the pedal to good add the power and as you do you have to step on the right rudder because that propeller is spinning to the right it wants to pull you to the left we're looking for 55 knots there's that pull back on the control wheel and that is the defining moment right there that liftoff if that doesn't get you I don't know what will so now we've accelerated the climb speed to 70 knots and again because this propeller out here is spinning around to the right it wants to pull with those to the left so I have to continually add right keep that right rudder pushed to keep it from the nose sliding off to the left so pattern outs due to this airport here is 1600 feet so I'm climbing straight ahead to 1,300 300 feet before the pattern altitude I'll go ahead and make what's known as a crosswind crosswind turn and now I'll go ahead and accelerate up to 80 knots and we're going to go ahead and climb straight ahead up to 3,000 feet whenever I make a turn I still have to step on that it's called stepping on the ball and what it actually is called as an incline ometer but I don't think your instructor is going to say please step on me pinguin ometer given center being chronometer it just just the sound right so what they say is step on the ball okay so now we're climbing up to 3,000 feet right so I'm going to go ahead and set my heading back to a heading of 260 like that hitting it takes me in the direction I want to go and now when you're pure flying around remember I'm climbing based on an airspeed so I'm climbing now about 90 knots and it's kind of a cruise climb speed so when you're doing that you're not in here looking at the panel going what's my heading what's my airspeed look by hitting what's my oars being are my wings level this isn't an instrument of flight the whole idea behind VFR flying is that you're looking outside and the reason behind that is because like I said when you take off and you know that transponder turned on ya the radar guys can see it but that's for instrument flying aircraft we're not an instrument flying aircraft we're a VFR visually fly aircraft so we have to maintain the separation from other airplanes that's your primary job separation from other airplanes so that's why the scan starts it's easier to scan from the left to the right for whatever reason the eyeball perceives information better that way so I usually start in closer focus my eyes on something close and scan in sections across and then I move my eyes out farther and then scan the horizon okay so we're coming up on 3,000 feet what happens on your first flight doesn't it bad since the way it works you know but it's fun stuff there's so much information that comes to you when you're first learning to fly it feels like your head's going to explode but that's what the beauty of flying is every time you take a lesson you learn something new and it starts to come together and it's just a really good feeling so okay we've just leveled off at 3,000 feet looking around for traffic looking around for traffic it looks good beautiful down here so now we're level we have this thing called a trim world what the tree oil does is when you're climbing or descending in an airplane there are forces on the controls that will affect the pressure of the control wheel well I have this thing set for takeoff trim member I trimmed them to set the trim in the back on the tail for takeoff well when you get to cruise flight you have a top power your get to 3000 feet now all of a sudden you notice that you have to push forward on the control wheel you actually have to add three or four pounds of force to make sure that this thing maintains 3000 feet well what you want to fly around all day long pushing on the control wheel to maintain three or four pounds forward to make the thing maintain altitude and I'm guessing no so somebody came up with this great thing called a trim wheel so I'll show you what happens let's go ahead I'm pushing three or four pounds in the control wheel at a straight level I'm level three thousand feet and I'm going to go ahead one two and two stripes of up trim knows it I pulled it up and it's called nose down trim work so let's see what happens if I add too much nose down trim if I have too much nose down trim that knows what this drop off see it so I have to actually pull back on the control wheel to maintain 3000 feet well if I don't want to fly around all day long pulling back on a control wheel three or four pounds of pressure what can I do I can trim the nose up so I trim it goes up one two and that and you can tell that you're in trim when you let go of the airplane you can let go or the control wheel and you're not going to follow this guy let me show you that by the way couple ways to fly your first couple lessons I've seen this several times where you have let's go ahead make a left turn here so you can go ahead and do what's called the death grip it's looking out the traffic as we're making this turn big thing always looking out for traffic 99% of my skin is outside 0.1 is inside looking at the altimeter and making sure we're good a lot of traffic in this area so now I'm going to show you what it is it's called the death grip so what the death grip is is when you're flying you got both hands on the control wheel and your trainers squeeze it and it just hold the harder the better you know because you're so afraid that if you let go of that control wheel that the airplanes going to fall out of this guy well it's not so let's go ahead and continue around on that 360 degree turn in Australia what happened to learn a turn right now all right what do you think is going to happen if I let go of that control wheel he's going to roll over and that's the end to captain Scott here well let's let's see what happens okay ready okay I'm going to release the death grip got the death grip then I'm releasing them trip or the airplane continues to just turn because I have the airplane trimmed for level flight it's turning by itself beautiful huh and very very nice so let's go ahead out here and let's go ahead and shut that up so you've seen trim how trim works if you're pushing forward on it you want to trim the nose down if you're pulling back on it you want to trim the nose up okay so you understand that now let's go ahead set up for it descent so I'll go ahead we're cruising along let's say we wanted to send it so you can tell level wings level by looking out the window looking out the window not as much ground out there as I got out here and you're looking for an attitude looking at the horizon the horizons of stuff that's in burning it's Europe right so what you want to do let's go down 500 feet a minute do ice do it I can push forward on the control wheel and that makes the airplane go down and I can control my rate of descent by pushing forward more I push forward the faster it's going to go down right now I'm going down to 500 feet a minute let's go ahead and level off real quick that's one way to go down when you do that that way the airplane air speed increases make sense right because all of a sudden you got all this power probably going downhill and and you're you know going to pick up two it depends on what type of airplane you're playing and I don't like it too much you do it but I'm just going to assume that one day everybody wants to fly a 747 so I'm going to teach you how to fly this airplane like a 747 so I'm 747 do you pitch the nose down like that you just push forward on the controllers to go down no you don't what you do is you reduce the power and look what happens when you reduce the power holy moly those goes down in that grill and the airspeed remains relatively the same that's how you fly a jet so even if you're flying to 172 you want to fly like a pro like a jet guy that's how jet guys do it ok let's level off again level off I've got wings level same amount of dirt out there is the same amount of ground out there looking good ok let's go ahead and climb to 3,000 feet well I'm down here 2,800 feet so what I'd have to do is if I just pull back on the control wheel what's going to happen and I don't add power let's take a look at ok am i climbing yeah climbing but what's happening to my ears B give you one yes it's going slower and slower is though right so how do you do that how do you climb maintain airspeed well remember we're in cruise flight so we at cruise power so let's try this let's add power we pitch back with the wheel to establish the pickup attitude and then at that power climb there at about 600 feet a minute at 90 knots in the air speeds not dropping up I'm maintaining that 19's prior it was just going 90 87 so that's how you descend in climb in an airport okay so it's really a function of adding power or removing power from the engine or just pushing forward or pulling back in the control wheel but you kind of see pretty quick that really the reality of it is if you want to climb you have power if you wanted to send you take the power out right so that's how it is if you need to make a you know fine adjustment 10 feet 20 feet 50 feet of altitude under your altimeter no you built you don't adjust the throttle for that you just actually push forward on the control wheel and trim it out it's usually you're off altitude just because the airplanes out of trim and so that's the whole thing is keep an airplane and trim so okay we try that so let's now let's go ahead and take it how do we turn this thing so when you make a turn before you make you do any maneuvers out here you want to kind of lift the wing up and look behind you and look all the way behind you to make sure that's called a clearing turn just to make sure that there's nobody out here so I'm kind of looking all over the horizon to make sure I have no one behind it it looks good so I'm going to go ahead what I want to do is I want to make a turn of the right but I want to maintain 3000 feet what happens when you make a turn a couple things happen to maintain altitude in the turn when you start will make a 30-degree bank turn it's 30 degrees of angle 30 degrees of banking there's 30 degrees of bank where you actually have to pull back on the control wheel why because the wing is losing lift and when it loses lift guess what it wants to do it wants to descend right okay so we're in this turn we're in this 30 degree Bank turn and I'm having to apply this back pressure well you could accept that back pressure you could trim it out or what you could normally do in whatever you jet pilot in the world does is add power what happens when you have power nose comes up right whoa just figured out that brilliant okay so I just added power my airspeed came back up to my cruise speed a couple knots less no biggie but now I'm flying here with no control pressure so I'll show you what happens oh let go other wheel 30 degrees on get the 30 degrees of bank 30 degrees of bank and off man no death grip pretty cool huh so that's how it all comes together let me just take let me remove a little bit of that power what do you think is going to happen when I pull back on that throttle I think your nose is going to go down there it goes 500 feet a minute to set okay let's go ahead and wings level here we'll take a look around us again just to make sure that there's nobody out here okay so now we've made a right turn we didn't climb or descend we didn't want to lose or gain any altitude but now let's say were in this thing we want to start a descending turn so how do you do that before you just start the turn you can do one of two things you can just push forward on the control wheel or actually reduce the power so let's try it let's go ahead and Bank here play cleared the area don't see anybody around us there's a 30-degree Bank and I'll go ahead and reduce the power by a couple hundred rpm and I get that nice five hundred foot per minute rate of descent man that's just beautiful okay let's say I want to maintain 500 I've got this power sitting I can go ahead and just adjust the control wheel so I'm touching is just this I want to go down a thousand feet a minute I can go I push it down I want to just use standard the 300 feet minutes then I'll pull back on the control wheel so really what's the whole point of learning turns and you know descents and airspeed and when you're setting up for landing you know that's a whole idea there so okay so we just did this nice descending turn so we'll go ahead and work 2700 feet up at a level off just to check the area for traffic again I don't see anybody there's a really fun Airport right over there where everybody goes for the hundred dollar cheeseburger and that itself like $100 cheeseburgers is worth a million dollars so it's just cool stuff all the way around okay so now we're going to grip climbing right turn so what we're going to do is you look there and we're going to look where we're going nobody up there so I'm going to go ahead and pitch the nose up and then Bank it 30 degrees and then add the power and so now what am i doing I am in at 500 feet a minute when you're doing that you also remember you have to step on that in Kannamma tour down there step on the incline ometer please doesn't really sound so good why don't we just say step on the ball and what I'm referring to is when that ball moves to the right you step on the right panel when it moves to the left you step on the left pedal that's what it means okay we're coming up to our 3000 feet let's go ahead and level off so we lower the nose we're looking at the attitude on the horizon and we will go ahead and we've increase your speed and we're going roll out on this heading two six zero degrees and that is how you climb into senator airplanes when you go into a turn I'm applying control pressure thirty degrees of Bank and then I stop by neutralizing controls you don't keep turning the control because of a severe play I'll go into a steeper steeper steeper angle 100 over let's go back to the right okay cranking it around back to 30 degrees and every time I'm making a turn and this is a good maneuver to apply it practice when you after you solo you know you go out there and do that thing you start making these turns and you realize that every time you make it a power adjustment you have to adjust the trim so that's pretty much it and again when you're making turns let's go ahead and look outside and talk about that turn so when you're out here and you're making this turn you're looking at your reference to the horizon and again I showed you back there but let's just pitch the nose up am i climbing or descending obviously I'm you can't see the horizons from climbing what's this look like this right here am i climbing or descending well the stand it's nice right turn it's going to need to see it in that perspective am i climbing here descending I'm actually a level flight right how you tell because I don't have a lot of ground I'm not looking at all sorts of real estate down below me I'm looking at his areas its horizon line of horizon that I can see all around me now let's look at this do you think I'm climbing or descending what's that look like yeah all sorts of real estate huh yeah big-time descent ok let's go to turn to look back head back towards being field Brewer landing back there in this girl I mean this is just fun stuff all the way around it's just mind-blowing lay the view we have a nearby a baker some other mountain something and then Mount Rainier down there right it's just super gorgeous out here one thing you'll find out when you do take flying lessons is that you're going to be extremely tired when you're driving home from the airport don't be surprised by that your brain is taxed so hard when you're up here flying there are so many things that you have to concentrate on like I said the first flight you get on the ground you might retain 10% of what you're a member that it was really cool but that's about all you remember you might learn them remember some of the turn stuff but it takes time but it does come together quickly so there are the frustrating moments and then there's the moments the aha moments where you just go man I nailed it I nailed it and and that's what's so exciting about flying I mean that's what I still love about it and to this day I still strive for that perfection you know I mean you just you're always continually learning in aviation and there's so much that you've you learned that you a lot of times have to relearn it and that's just the way it is you know but you keep on top of that stuff that's what makes your profile you know you can you can approach it two ways you can approach it I'm going to learn it never read a book again and I'm such a good pilot that I never get any problems and you're probably gonna run into some trouble at some point I'm just saying you keep on top of things you know new information new technologies changes to airspace that happens all the time you know you need to kind of be aware and alert of all these things and you learn all that stuff and where to get that information as time goes on but they're really for the first couple hours this information that I've just given you right here is enough to get you through the first flight what do you need to know for the first flight nothing and I've told you guys that but enough people have asked so you know here we are shooting flying together today and that's a pretty cool thing though I wish that this existed before because it is a little bit intimidating you know when you go up on the first flight not understanding what the verbage is what the names of the controls are and that sort of thing and it gets a little bit overwhelming so I hope I helped alleviate some of the concerns and questions you had about what's going to happen on your first flight but like I said it doesn't matter if you're going to be a seventh floor pilot if you shoot for the airlines or you just strictly shooting for the pleasure of flying VFR I do both and it's interesting flying around the world in a 747 that's technical but flying VFR visual flight rules where you're looking outside looking further our planes it's an art in itself it's not you would think oh that's easy and then flying except for around the world's data I almost look at it the other way completely you're so handheld when you're twenty ER in a seven pour in that environment when you're out here it's you that's making these decisions it's you that's looking further traffic it's you thus avoiding the different types of airspace and again this is the stuff you'll learn about but it really is you're handling everything when you're flying is said before around the world there's a lot of people hold your hand maybe that's not as easy as that but I'm just trying to show you that there explain that yes there are some differences so but this VFR itself is an art form and it's fun it just is it's addicting and so anyhow I hope this video helped you out I gotta make a phone call here oh we got to go ahead and check the a just as we're coming up the main field again so I need to listen to this and see what's runways doing you

44 thoughts on “First Flying Lesson, takeoff, turns, climbs, descents. Part 2”

  1. Excellent job of explaining things in a calm manner and taking time to explain the important stuff. I've seen instructors that intimidate and frighten their students even yelling at them at times. That is not a way to promote aviation and to instruct with real learning and retention in mind. You have it down pat and I wish more instructors would follow this example of teaching. Well done Captain Scott.

  2. So I didn't get how you make turns. I noticed when he turns, he did not turn the steering wheel right or left. So when you're turning, do you only use the rudder?

  3. @9:46 Every time I travel on a commercial jet, I have a panic attack whenever I feel the power reduce and the plane descend. Only now do I understand why that happens.

  4. Could you please make a video where you go drop bags of shit onto the homes of thralls. Maybe they are sitting at home watching documentaries on slavery and how it all ended 🀣🀣🀣 they could do with a bag of shit on their heads 🀣🀣🀣🀣🀣🀣

  5. I used to fly VFR solo in a Cessna 150 years ago and this brought back so many memories. Great video πŸ‘Œ

  6. Fun to watch, I got my private pilots back in high school, but haven't flown in over 35 years. Brings back memories.

  7. Hello sir. I just watched you videos on first flight. You sir are an excellent instructor. I wish I could afford to come to Washington state to have you teach me to fly. Keep up the good work.

  8. Great Pilot and great teacher. As student Pilot I learn a lot from you the basic. Thank you so much Captain Scott πŸ’ŽπŸ’ŽπŸ’ŽπŸ˜Š

  9. Right away you skipped the important part. You don't fly the airplane with the trim. You should show proper way to do it. Leavel off, adjust the power, then trim.

  10. excellent video on how to learn to fly a fixed wing aircraft ! i am going to watch these 2 videos a few times so I can learn new things and improve my knowledge ! and I am a 70 year old senior citizen !

  11. Imagine just as the wheels lift off you just all of a sudden have to take the biggest shit of your life πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚πŸ˜‚

  12. Want to go up? Pitch up. Want to go down? Pitch down! Want to go faster? Add Power. Want to go slower? Reduce power. Learn it right the first time and when you get to be an IFR rated pilot and you are on glide slop and you need to slow down you do NOT pitch up to reduce speed as that will cause you to lose your GS. Instructors always argue this point. This is because changing one thing will change the other. But to properly TEACH the "Pitch + Power = Performance" equation, here is a good way to teach it… "Anytime power is both available and variable, pitch for altitude and power for speed." If power is not available or variable then you have to pitch for an air speed and accept what you get. Why is this one thing so important enough that I made a public post? I like Captain scott's videos but I disagree with the way he said it around 11 mins into this video. Because you will hopefully get to fly like I have gliders, jets, blimps, experimental aircraft, etc and learning it right the first time will keep you from having to re-learn something you thought you already knew. So why do some instructors teach it incorrectly? Because that is what they were taught and it has worked fairly well so far and they just keep passing this bad info along to new pilots. The more experience one has especially with a jet a glider and a blimp with regards to pitch and power, the quicker one learns the truth.

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