For a coordinated left turn: left aileron, left rudder . If you add opposite rudder you will start to slip . This can be used for increasing drag a LOT if you need to burn of some altitude quickly. But all in all , keep the ball in the middle

I love doing pattern work in the sim, especially now with the CLS-60. Best of luck with your training dude!

With all the (well deserved) attention that airliners have been getting in the sim lately, I was thrilled to see your focus on your GA PPL training. My limited (~100 hours) flying a Warrior and a C-172 was years ago; but the thrill, the fear factor, and the training/safety/discipline demands of real aircraft piloting have stayed with me. Retirement have has now provided the time for MSFS with all the fantastic add-ons (many highlighted by you) that have followed; making sim flying the challenge and fun it is today. IMHO your contributions to the flight sim community have been many and significant. Thank you!! I look forward to your bringing your training experiences into your future videos.

Nice work ! As an old pilot, I’ve flown many Pipers and Cessnas. They call it visual flight rule for a reason - keep your head up and looking outside ! Don’t concentrate too much on the instruments - that will come later. Pull your power a bit on downwind

Happy to hear that you will be going forward to acquiring your PPL, all the best but I am sure you will be successful with that. Thanks for the review of the yoke, certainly a piece of hardware worth getting.

Hey Overkill, amazing that you are planning on going for your PPL. I just completed mine last month, and it is so amazing just be in in the skies with the birds. :). Next is my CPL followed by an instructor rating. I have some tips for your training, of course talk to your CFI. To remain coordinated, "step on the ball", in that when you make left turns, use left rudder, and right turns, right rudder, but keep the ball centred in the inclinometer. When you're in the climb, I noticed the ball was not centered, use that right rudder to counter the left yaw tendency due to P-Factor, and torque. I'm not sure about FAA rules, but in Canada when we are staying in the circuit (pattern), we turn crosswind at 500AGL. When on your approach, I noticed that you had your throttle way too low at 1100-1300 rpm, set it to 1500-1600 rpm and slow down to Vref speed before letting your nose drop, and then adjust based on you altitude and decent rate. You should be 500AGL when turned onto final, for a nice stable approach. Oh and don't get behind the power curve (LOW speed with HIGH rpm). Low and slow is bad place to be. LOVE your vids, and have been a follower since you've been doing FS. OH and AMAZING job on the weight loss, HOW,? what's your secret?

I bought a CLS-120 and it arrives tomorrow. Really excited! You SHOULD be (slightly) pulling back on the yoke as you are making the turns as the plane will tend to descend as you are turning. Seeing you fighting it a little bit is EXACTLY what I am looking for when the yoke is hooked up.

I ordered one of these bad boys and can't wait for it! Looks like a total game changer

1. A2A would be my pick to build a ground up Cessna single for MSFS 2. Don't sweat stall practice. It's possible that your instructor will have you work full stalls for a time but the new ACS standards very much emphasize abating the stall at the first chirp of the horn so you will mostly be practicing pre-stall recovery. 3. Coordinated turns require same direction aileron and rudder input. Watch your ball and keep it centered. This is the way. Opposite inputs are cross controlled and lead to slips at best and nasty stalls at worst. This is why your turns are causing you to lose speed and altitude because you are actually slipping the aircraft through them! 4. If you haven't already, go on a discovery flight with logbook in hand at the shop that you think you might do your training with to see what the aircraft setup is. I currently fly aircraft that have yoke trim but if the aircraft you will be training on have trim wheels only I would advise you to learn that as early as possible and not train that muscle memory in the sim as you will be using your right hand alternating with the TPM which is a whole different dynamic. 5. You are flying some 747 patterns there my guy. Yes, the "halfway up the strut" adage is a good general guideline but for me I always want to be within gliding distance of the airport in the case of an engine failure. Keep it tight and start your power back, flaps, and descent "abeam your touchdown point". This will also help you keep it tighter. Good for you for going for your ticket. You're going to make a great private pilot.

CLS60 price has gone up to USD$899.00, but still worth it. Mine was supposed to arrive today, watching you use it instead. Good consolation.

Practice learning the pitch attitude needed for the climbs, level flight and descent air speeds. The FAA recommends beginning the turn onto the crosswind leg when you are 300 ft from traffic pattern altitude (TPA). You may even have to turn sooner if you have traffic taking off behind you. Once rolling out on the crosswind leg look for traffic on the down wind leg. You may need to crab into the wind to keep from drifting into or away from the runway. The runway on downwind leg should be halfway up the wing strut. When executing turns the plane will want to yaw opposite to the direction of the turn. The down aileron is creating additional drag due to the increased lift being produced to bank the plane. This is known as adverse aileron yaw. You will need to apply some left rudder in a left climbing turn. You will also need to relax some of the back pressure on the yoke control to maintain the correct climb air speed.

Flaps will do two things, first it will reduce your stall speed and second it will increase your angle of descent.

Great to see this yoke in action with the 172, and exciting about your upcoming flight training! Thanks for sharing. Would love to try it out myself. While I don’t have experience with the WB-sim 172, in the real thing, simplifying things with clear RPMs / airspeeds for the pattern really helped clean things up for me. When reaching pattern altitude, RPM back to 2100. Downwind abeam your desired touchdown point: RPM decrease to 1700, flaps 10 degrees as you start to descend, and trim it out for 85kts. That power setting of 1700 should be good through the remainder of the approach, save small adjustments as needed. Airspeed 75 kts and flaps 20 on base, down to 65 kts and flaps 30 on final. Fight for that 65 on final, don’t let it get below it and you should be set up for a nice and stable approach! Would love to see how this works in the sim with the latest release for the WB-sim 172. Thanks again for sharing! Love your content.

Good thoughts for your mission to get a private Pilots licence.. always awesome content Thank you . perhaps you will be another Steveo or Ryan taking us on an adventure.

I’m still waiting for mine, no shipping info yet.

What is this item on the top of the panel left of the compass? I have this WB Sim 172 but not noticed this? lol

Wondering if this CLS-60 can be mounted under the desk....takes up so much room on top would hit my two lower screens in the way...lol

I used to do some flight instructing years ago so maybe I can provide some pointers for you. Before any of your flights be sure you have the correct view over the instrument panel. You should be able to see the top of the engine cowling. I'm 6 ft and when I turn my head to the left in the Cessna 172 my eyes are above the top of the window. The reason this is important is to be able to establish the proper attitude ( pitch and bank) during flight. Cessna recommends lifting the nose at 55K. You will want to begin pulling back on the yoke control at around 50K in order for the nose wheel to come off the ground at 55K. When you start flying your instructor will introduce you to integrated flight training. This is where you learn how to set the correct attitude by cross referencing the attitude indicator with what you are seeing out side. 90 percent of your time should be spent looking outside of the plane while just 10 percent is spent viewing your flight instruments. Not sure how long these comments can be so ill start another one.

A2A 172 would be top notch

great video, real world stalls are a lot easier when your doing it, nothing to worry about just keep coordinated with rudder with neutral ailerons and nothing nasty will happen, re the FFB yoke you really have to work that yoke like in a real plane, I really hate non FBB yokes such a dead feeling on the yoke just a big disconnect to reality. Best to set a visual landmark outside for your heading and back up with the instruments and also fly to a pitch attitude not chasing the artificial horizon.

Congratulations on your weight loss. That's hard to do.

I am not a pilot and you have way more experience than me in flight (only been on 2 planes my whole life) so take my words lightly. I have wondered about the ball so much I started searching and found videos that explained that you feel the ball slip in your bum. The instructor told student to close eyes and then start coordinated and uncoordinated turns and asked the student where the ball was and each time he knew exactly where it was and was surprised at that. You feel your bum pressing into the sides of seat as your thrown a bit in turns but if you are doing coordinated turns you don't feel anything. 15:45 I think what is happening there is you are used to a joysticks tension build up when you enter a turn. Your brain is now hard wired so that when you bank the plane you expect a certain tension in your pull back of yoke to maintain altitude and the FFB yoke is giving you less or more tension throwing off your flight. I laughed when you said you are a worse pilot now with FFB as you probably will need to retrain your brain. Good luck on your pilots license dude! I so wanted to do this my whole life and never have so great on you to set a date and just do it. Aint nothing to it....but to do it!

60 knots is too slow for the downwind base turn I'm usually at 90 knots then one stage of flaps then turn base and pitch for the appropriate speed for your plane and don't let it deviate, never let the plane get slow on downwind base or final turn and don't be in such a hurry to go flaps 2, don't drop them because you have to just do it when it feels right. remember you are controlling the plane so be disciplined and take action to correct immediately before it turns to shit, flying is all about attitude, discipline and recency, i had the same issues when learning my PPL then one day it just clicked and I realised I was in charge not the plane and it would do what I wanted

Please do a review of the CLS 120 vs the CLS 60.... PLEASE.