how about: "I'm X'd if I hit that tree! Y clock time?"

Great video, thank you. Best regards.

Been flying for 10 years and this is the first time I've heard of this. Very helpful! It's true! The day you stop learning is the day you stopped flying.

I really appreciate what your doing , im completely new to everything and its awesome that you take the time to do this

I have a friend who passed away in a cessna crash a few years ago. It is super sad, and a reminder to me in my endeavors that I should always utilize the lessons you taught particularly in this video. Thanks Josh.

I’m a pilot that owes a lot of my success to Josh! If you’re reading this and are a student pilot, watch all these videos! I used to run on the treadmill and just have Josh’s lessons going while I exercised. Did it 7 days a week. His weather breakdown is one of the best out there!

Fantastic Video a lot of information I didn't have

thank you for these helpful videos! I am listening to this on repeat until my checkride! hope everyone is doing well today!

Night time procedure. When you start to lose altitude turn on landing light and if you don't like what you see turn landing light off.

Great video by the way! I just have a quick question, at 9:39 since it’s a from indication, u don’t chase the needle, but instead u pull the needle, so is it correct if I say the plane is deflected to the left and need to fly 212deg to the right in order to be center to the dialed radial of 210? Maybe I’m just a bit confused cause u moved the plane to the right and fly to the left to correct it on course. Another question is on 10:20, Since it is at the cone or confusion, do I still treat it as a “to” indication and follow the “to” indication rule of chasing the needle? Which in this case, the plane is at the right of 030, and u need to fly left 026 degs in order to fly on course to 030. Not sure if my understanding is correct? Please give me some feedback if possible, Thank you very much!

To easily remember the wind bars. Make a gun with your hand, obviously the bullet goes out of the gun, the wind goes out of the gun

Wait, the Metar said AUTO at the beginning and RMK A02 at the end and you said A02 means a person checked it but AUTO means it’s completely automated and no one checked it.

Your the best! Helping make better pilots is a wonderful mission, thank you CFI's !👍👍

Please try to add subtitles also

The Cherokee 140 is not an underpowered aircraft. It was designed as a training aircraft and a basic tourer. It was powered fit for purpose.

The biggest mistake I see with students is trying to look straight ahead during the roundout and flare. There is no useful information staring at the panel and hoping you catch some clues in your peripheral vision. I show them how to look at the edge of the runway anywhere from 45 to 90 degrees on their side of the aircraft. Keep a scan of the usable viewing area, but don't move your head excessively to avoid disorientation. Relying on runway markings, other than the edge will lead to poor performance on unmarked, off airport landings. Refer to the Lindbergh technique.

Moms over weight was helpful 😆

Can someone explain why cold air rotates clockwise and warm air anti-clockwise? Seems like they should both move clockwise.

I am 20 hours in at KCOS, has helped me with my landings. Thanks

Hi! Thanks for all the great videos!!! Just FYI - the first amazon link (Pilots Handbook of AK) isn't functioning - I got 'page not found'

Really bagging on us Army Aviation vets lol Great video man!

Awesome chanel thanks

I have a lot of time in both, I prefer Cherokee because you can see things in the direction of a turn, manual flaps, easier landings because more time in ground effect. I have found also that it is harder to get in and out of a 172 than a Cherokee.

Drinking Fuel like a boss lol. Never would guess the fuel is on the wings.

Your videos are so good that they should not be free. Thank you so much for making them free!

So helpful, thank you!! I had no idea what VOR was before this

Man. If I can say 1 thing about your instruction technique, the fact that you played ATC in his ear as he was simulated IFR and made sure his read backs and executions were correct was something I had never even thought of. When I was learning I never had a specific instruction of diversion while in the pattern. (Extended down wind, hold instruction, stay clear of etc.) Until I was solo!! I was so confused when I heard "Skyhawk 44 sierra extend down wind and I'll call your base" im pretty sure I just said "ok" in my reply 😂😂 Man you are on it!

Bros just mean mugging the camera

had my first solo but my landings were rough... great vid, just in time for me while I work on em :)

Flaring too high is my #1 bad habit when it comes to landings. You’re exactly right about “high flare, hard flare,” and I didn’t even realize that was the reason why I had to apply so much back pressure to keep the nose at horizon level…but of course now I’m 5-10 feet off the ground, and I come down hard, every time. My problem is that peripheral version and gauging my closure rate and exactly how high I am above the runway. I always feel like I’m way lower than I am. As someone else pointed out, this is probably because I am staring right in front of the nose of my airplane, and that ground feels like it’s coming up QUICK. It’s been too long since I’ve gone and hammered out some touch n goes. Going to do that soon, and my focus will be on looking TOWARD the end of the runway, flaring in that 2-3 foot sweet spot, and pulling back to match my sink rate. Great video as always, Josh. Just got my instrument rating a couple days ago, and your videos have helped me tremendously with just flying the airplane.

I had come to this assumption by playing the WWII game Enlisted. The prop driven fighter craft in it have a torqe effect that pulls left on older planes and some of the better planes like the P51 have mitigation. I finally realized why the game craft kept pulling to the left when it dawned on me the torqe of the propeller would cause the body to rotate opposite of the prop. Love the games realism aspects

which sunglasses are you using?

Really well explained.

Awesome! Mastering these manu. have been “holding me back” from my check ride… uggg! Thanks!

Just checked the video from my low pass at EDDS and counted 12 strips, then checked the chart - correct, 45 m wide :)

Whoever came up with the square traffic pattern is dumb. Very poorly thought out.

So, C182H with a XP470 (IO520, p.ponk upgrade). I land perfectly every time, until the last 2-3 feet AGL, then I drop it in. It feels great, I float out the energy, but drop it in. Ideas? Also, on my home grass strip, I grease it in...its only on larger hard surface runways where I drop it.

Looking forward to putting these ideas into practice. But one "student to CFI tip": stress leads to tunnel vision. I know I've had to put a lot of work into remaining calm with everything that's going on as we round out and touch down. I distinctly realized that on my early landings, I had my eyes locked on the end of the runway and my circle of vision was about 5 degrees wide - pure tunnel. But with more experience, that cone has widened a lot, but I'm still working on it. These tips are going to help a lot, but in early landings, my sense is that most students are going to be tunneling pretty hard so it will take some time and experience to have the ability to implement this stuff, outside of students who may be unnaturally chill.

Now I tell my friends my ground school instructor is a C130 pilot, very cool

Josh, Thank you for yet another great content! I really like the fact that you incorporated your military training in this video! Thank you, thank you, thank you!

I have watched a lot of your videos. Thank you for taking the time to make these incredibly helpful.

Would it be a good idea to teach the co-pilot (in case it's not a real pilot) how to start the engine so in case of engine failure he can try to restart it?

The object of the perfect landing is stability. You should be looking way down the runway, and the peripheral vision should be judging the height above the pavement down through the sides of the windscreen. By maintaining proper approach speed, 1.3 times VSO with maybe five extra knots, you will visualize coming down a hill in a car and your reaction to level at the bottom will be automatic. Once you have leveled out, you then slowly rotate the nose up to just below takeoff attitude, and the plane will settle each time very softly. Oddly, I have softer landings at night than I do during the day. I was lucky enough a couple of weeks ago to practice my landings in a tail wheel airplane. This made my landings, very consistent. Wheel landings, well those needed a little bit of work but then again I haven’t flown a trail dragger for over 10 years. A good rule of thumb is do not descend more than 400 ft./min. and average your descent of 350 feet in each leg of the pattern. Fly one speed throughout the pattern until you are on short final, then you can slow the 1.3 times VSO.

Good to see a new post. Haven’t seen any of your videos for a while. Must’ve been a pretty good mission that you were on.

uhoh i didnt hear clear prop at the beginning

considering the following: sin(30°)= 0.50 sin(45°)= 0.70 sin(60°)= 0.87 I used to apply these: diff:30° -> Xwind= 50%, Headwind= 90% diff:45° -> Xwind= 70%, Headwind= 70% diff:60° -> Xwind= 90%, Headwind= 50%

Got tired of searching for a good aviation academy in europe.😢

Even if it doesn't help me, I can see how your videos may help others, and I like that, so I click the 'like' button, because that is what it is for.

If the only argument against it is a chance of split flaps, you should understand loss of control will be regardless, level or in a bank. If theres an immediate yaw or roll, all you can really do is try to retract flaps all the way or to the stuck flaps angle.

Big shooter here.