Jason: Hey, MZeroA Nation,
Jason Schappert here of MZeroA.com, alongside the love of my life, Magda. Magda: Hi, everyone. Jason: We are diving back into
radio communications here today. So, day 17 was the last time you did
radio communications, the Safer Pilot Challenge. And, you did fantastic,
and if you read every single comment, everybody loved you and related to you. Magda: You are so kind. Jason: They were so kind as well,
but they understand it, and they certainly get it, no doubt,
because everybody has been there. Today, we're going to
infuse the science of learning in some of your radio communications. And, really, there's two principles here
we're going to apply. First off, learning that is difficult
is truly learning that is durable. And, we learn through making mistakes. Our radio communications
get better through making mistakes. Baby, I love you. You're going to make mistakes today. It's going to happen, and that's actually a great mindset to
go into a flight lesson of, "I'm not going to hurt anybody. I'm not going to break the regulations. I'm not going to bend metal,
but I'm going to make mistakes." And, mistakes are okay. But, we get rid of that worry,
that anxiety, the lessons, you can just flow
and be that much better with that. The second part is we're going to add
something called mixed practice to the equation. Mixed practice
is varying up how we practice. You're thinking,
"How do I mix up radio communications?" Well, we're going to do
a Class Delta departure. We're, then, going to pick up
VFR flight following. And then, we're going to do
uncontrolled/pilot-controlled operations at one of our favorite places, Cedar Key. So, mixing up the type of radio calls
from a little tower to approach or departure control to
a little tiny airport. And, that'll allow us to
make mistakes, learn. And, just when we're starting to
get good at something, we're starting a good flight following, we switch to
pilot-controlled radio communications. And, that's how
the science of learning really works. So, enough rambling, me geeking out
on the science of learning. Sweetheart, I will fly the airplane,
so you can focus on one thing, which is making great radio calls. And, I will teach
as much as you want me to teach, and I will zip it as
much as I need to zip it, and we'll work through
that here together. Magda: Sounds great. Jason: So, we now starting Class Delta, we need to start by going ahead
and listening to our ATIS. Radio: Five and Alpha-6 closed. Light to moderate
bird activity all quadrants. VFR aircraft,
advise ground control direction of flight. Advise on initial contact. You have ATIS Information Kilo. Jason: Kilo. Radio: Delta Information Kilo,
[unin] 2151-Zulu. Wind 110 at 6. Visibility 10, few, 5,500. Temperature, 21. Dewpoint, 09. Altimeter, 3018. Use approach Runway 18. Notice to Airmen: Taxiway Alpha closed
between Alpha-3 and Alpha-7. Taxiway Alpha-5 and Alpha-6 closed. Light to moderate
bird activity all quadrants. VFR aircraft,
advise ground control direction of flight. Advise on initial contact. You have ATIS Information Kilo. Jason: Kilo is what we have. So, I put it that, we got Kilo, great. Let's listen to ground. We're going to go ahead. I'll mute him down just for a second. Remind me to turn him back. Anybody ever done that, left the volume down too low
and wonder why you couldn't hear him? Magda: Before I forget,
can you please check my window, please? Jason: Yes, your window is fine. I already secured it. But, good question. Let's go ahead. We've listened to Kilo now. We need to practice real quick. So, remember, tower is not expecting us. We're going to cold-call first. So, what's a cold-call sound like? This is ground, in this case. So, "Ocala ground, Skyhawk 2-3-Mike-Zulu." Magda: Ocala ground, Skyhawk 2-3-Mike. Jason: You got to get the microphone
a little bit closer, almost be kissing it. Alright, so let's try it again. Magda: Ocala ground,
Skyhawk 2-3-Mike. Jason: Still little bit,
it got to be right in front. Magda: Ocala Ground,
Skyhawk 2-3-Mike-Zulu. Jason: Great. They're going to come back, "Skyhawk 2-3-Mike-Zulu,
this is Ocala ground. Go ahead." Then, we're going
to let them know, "2-3-Mike-Zulu,
I'm at the north T-hangars, information Kilo, VFR west." And, we zip it. Those three things. Where am I? What information do I have? Where do I want to go? That's what we're going to work through.
So, we're going to call out. They're going to say, "2-3-Mike-Zulu, taxi to 18
via Alpha-1 or Alpha," something very simple like that. 18 via Alpha-1, and I'll help you
with that portion of it, okay? Let's go ahead and let's try
our first radio call here together. You want to practice it one more time? Magda: I would love that.
Yeah, that's fine. Jason: Okay, I'll be ground,
you practice. Magda: Okay. Ocala ground,
Skyhawk 2-3-Mike-Zulu. Jason: 2-3-Mike-Zulu,
this is Ocala ground. Go ahead. Magda: 2-3-Mike-Zulu,
north T-hangars, info Kilo. VFR west. Jason: Perfect. 2-3-Mike-Zulu,
taxi to 18 via Alpha-1. Magda: 18, Alpha-1, 2-3-Mike-Zulu. Jason: I would even write "18"
on your paper now, because they set it in the ATIS,
and when he says that, we'll just circle it to confirm it. Magda: Okay.
Jason: So, 18. I wouldn't do it this way. I put next to each other, like an "18." Magda: Alright. Jason: You don't confuse yourself, 18. Magda: 18.
Jason: Yup. And, then, it'll probably be 18 via Alpha. Maybe Alpha-1. So, I'd write, "Alpha," and be ready to add a "1"
at the end of it. Again, looking ahead as to what
our taxi is going to look like on a taxiway diagram, okay? Magda: Alright. Jason: Let's go ahead,
and let's make that radio call. Magda: Okay. Jason: And, your little button there. Magda: Ocala ground,
Skyhawk 2-3-Mike-Zulu. Radio: 2-3-Mike-Zulu, Ocala ground. Magda: 2-3-Mike-Zulu, north T-hangars,
information Kilo, VFR west. Radio: 2-3-Mike-Zulu,
Runway 18 via Alpha-2 or Alpha-1. And, left turn to 3019. Jason: 18 via Alpha-2. Magda: 18 via Alpha-2, 2-3-Mike-Zulu. Jason: You did way better than him. He was messing up on the radios. I love it. I love it. Okay, let's look. We planned Alpha-1, which is that way. It's actually Alpha-2
right here in front of us. I've got Alpha-2 out that direction. Awesome, awesome job. It shows the power, too,
of writing things down as well, okay. Really, really great job. Alright, I got some traffic
in front of us here. Again, you just focus on your radios. Let's listen. Magda: Alpha-2.
Jason: Yeah. So, I see Alpha-2. Can you confirm Alpha-2 outside? Magda: Confirmed. Jason: Alright. 18, I see a sign right in front of us. 18 is to our right. We're going to make our right turn. So, I'm on Alpha-2,
making a right turn on Alpha towards 18. Great, great job. Magda: Thank you. Jason: Alright.
So, we're going to taxi on down. I'll knock out our run-up. And then, we're going to call tower
for departure. And, our departure call--
tower already knows we're coming. They'll just be,
"Ocala tower, Skyhawk 2-3-Mike-Zulu, Runway 18, ready for departure." It'll actually be, "Alpha-1, Runway 18,
ready for departure," just to let them know where you're at. And, you could just call,
"2-3-Mike-Zulu is ready for departure." I like to say,
"Alpha-1, 18, ready for departure," so they know where I'm at on the field because some people do take
intersection departures. I imagine, he knows where we are. But, at a big airport,
it's a good habit to have. So, you'd read it just like the signs. This sign to the left here, Alpha-1, 18. "Alpha-1, 18, ready for departure," or, "ready for takeoff." Either of those phrases are great. Magda: We have a lot of traffic today. Jason: We do have
lot of traffic today. Do my best to turn us into the wind
and get out of anybody else's way, although no one else is coming. And, I will knock-out our run-up here. Alright, breaks whole flight controls
right side up, left side down, left side up, right side down,
full back, full forward, wagging our tail back there. Everything looks good. Instruments all set. 3018 is in there. Mixture is going rich. Throttles going up to 1,700. I'm so proud of your radio calls.
Awesome. Magda: Thank you. Jason: Alright, on my reach. Left side on the mags back to both. Right side, great, drops back to both. Carburetor heat, all looks good. Engine instruments
green, green, green, green, smooth. Great. And then, before takeoff,
we'll switch to altitude automatically. Everything else is set. So, run-up
and before takeoff checklist complete. Cool. So, we flip-flopped over the tower. We are on tower. There's no need to cold-call. "Ocala tower, Skyhawk
2-3-Mike-Zulu--" look at the sign, "Alpha-1, 18, ready for departure." There's only really two options
they're going to give you. "2-3-Mike-Zulu, Runway 18,
you're clear for takeoff," or, "2-3-Mike-Zulu,
Runway 18, hold short," or, "Hold short, Runway 18," for the actual verbiage. So, your readback
is either going to be, "18, clear for take-off,"
or, "18, hold short." They're really the only two-- There's a few little instances
of some things you could get. But, for the most part, those are
the two things we're going to get in here. So, you are on tower. I don't quite see anybody on final. But, it's so busy, I could be surprised. Let's go ahead
and let's make that radio call. And, it's Ocala tower this time. Magda: Okay. Ocala tower, Skyhawk 2-3-Mike-Zulu,
Alpha-1, Runway 18, ready for departure. Radio: 2-3-Mike-Zulu, Ocala tower, roger,
Runway 18, clear for takeoff. For time being, fly runway heading Alpha
is your turn to the west. Jason: "18, clear for takeoff,
runway heading." Go for it.
18, clear-- Magda: 18, clear for takeoff. Jason: "Runway heading." Magda: Runway heading,
2-3-Mike-Zulu. Jason: That's good. He says, "Okay." That's fine. So, what he said was 18,
we're cleared for takeoff. He wants us to maintain
runway heading. He will advise our turn to the west,
he said. Airspeed's alive. Engine gauges confirm,
green, green, green, green. Here we go. Nice. And, we're going to fly runway heading,
because he's got somebody else out there. We're going to fly
runway heading up and out of here. Not too shabby, so far. Mistakes are part of the process. Again, I really only gave you
two scenarios, I told you. He's going to clear your takeoff
or tell you to hold short. He could also clear for takeoff. Radio: Cessna 2-3-Mike-Zulu,
at your discretion, you can make your
right turn out to the west. Jason: "Our discretion to the west,
2-3-Mike-Zulu." Magda: Our discretion to the west,
2-3-Mike-Zulu. Jason: What does that mean? Magda: We are ready to make the turn? Jason: Yeah, at our discretion, meaning,
when we believe it's best, we can make that turn out to the west. Alright. So, we are plenty high. Life is looking good. Let's make that turn out to the west. It's one thing to just listen to
your instructor say, "At your discretion, turn to the west." It's another thing to-- for, especially,
instructors watching this, ask your students,
what does that mean? Help them with the radio call,
but then ask them, what exactly does that mean, Jason? That's work, too. Alright. Awesome. Alright, we're going to [unin]. Alright, autopilot's got it, [unin]. We're listening. The next thing he's
going to tell us is, "2-3-Mike-Zulu, frequency
change approved," and, you're just going to say,
"See you next time." Radio: Cessna 2-3-Mike-Zulu,
frequency change approved. Jason: Okay, "See you in a little bit,
2-3-Mike-Zulu." Magda: See you later, 2-3-Mike-Zulu. Jason: You don't have to go
fancy with it now, wow. Somebody's just showing off now. That is not
in the pilot controller glossary. I want everyone to note that
it's not in the pilot controller glossary. Okay, here's our next step. This is going to be a big one. Hopefully, Controller Bob's working. You get really, really lucky
if Controller Bob is working. Magda: Can I say Aloha? Jason: That doesn't sound like
Controller Bob, for sure. Let me turn them down. We're now going to pick up
VFR flight following. They're not expecting us. VFR flight following
is on a workload permitting basis. Basically, we're calling up JAX approach. We're asking for traffic advisories
on our way on out to Cedar Key today. And, we're going to continue climbing up. You're going to cold-call them first,
"JAX approach, Skyhawk 2-3-Mike-Zulu." This is where [unin] always says,
it's like ordering pizza. Who am I? Where am I? And, what do I want? Who am I? So, we call them up,
"JAX approach, Skyhawk 2-3-Mike-Zulu." "2-3-Mike-Zulu, go ahead." "JAX approach, Skyhawk 2-3-Mike-Zulu. I'm 5 miles west of Ocala." That's where am I. They already know I'm a Skyhawk,
so they know what kind of airplane I am. What do I want? "Request VFR flight following to
Cedar Key, Charlie-Delta-Kilo." That's the identifier for Cedar Key. You can drop the "Kilo" in there. There's no need to add
the "Kilo" for K, CDK. It's just Charlie-Delta-Kilo. Magda: Do I need to say
Charlie-Delta-Kilo? Jason: Yup. To Cedar Key, I'm sure he'll probably know it,
but, maybe, he's new, maybe, he just transferred from New York,
you don't know. Charlie-Delta-Kilo to help them out. Magda: Okay. Jason: They may ask you
what altitude we're going to? We're going to 4,500 feet,
if he happens to ask. Sometimes, they do.
Sometimes, they don't. It depends how busy they really are. Let's practice. Magda: Okay. JAX approach,
Skyhawk 2-3-Mike-Zulu. Jason: 2-3-Mike-Zulu,
this is JAX approach. Go ahead. Magda: JAX approach-- Do I say 2-3-Mike-Zulu first? Jason: Again, yes. No, JAX approach, 2-3-Mike-Zulu. You could even skip the "JAX"
and just say, "2-3-Mike-Zulu is ______." Magda: JAX approach, 2-3-Mike-Zulu,
5 miles to the west of Ocala, requesting VFR flight following to
Cedar Key, Charlie-Delta-Kilo. Jason: 2-3-Mike-Zulu, squawk 7745. Magda: 7745. Jason: Get ready to write it down,
and then you say it back to them. Magda: I just say the numbers, right? Jason: Yep, but be ready to
write them down, because they're going to
give them to you, okay? Alright, at this point, though,
we're 7 miles west of Ocala. So, update your little notes,
and let's give them a radio call. I'm going to turn him up. Magda: Okay. Jason: Just wait. You're doing awesome. Magda: Thank you. Jason: Go for it. Magda: JAX approach,
Skyhawk 2-3-Mike-Zulu. Radio: Skyhawk, calling JAX approach,
begin with call sign. Jason: Give him your call sign.
Give him everything now. Yeah, go for it.
Go for it. Magda: JAX approach, 2-3-Mike-Zulu,
7 miles to the west of Ocala, requesting VFR flight following to
Cedar Key, Charlie-Delta-Kilo. Radio: And, for Cedar Key,
say the call sign one more time. Jason: "2-3-Mike-Zulu." Magda: 2-3-Mike-Zulu. Jason: You got to get
the microphone a little bit closer he's having hard time hearing you. Radio: November-2-3-Mike-Zulu,
squawk 0451. Jason: "0451." Magda: 0451, 2-3-Mike-Zulu. Jason: Alright, champion 04. Next thing he's going to say is, "November-2-3-Mike-Zulu,
you're radar contact, 10 miles west of Ocala. Ocala altimeter, 3018. And, you'll say, "3018, 2-3-Mike-Zulu." We're probably next, so keep listening. I'm excited. If he doesn't come back in a bit, I'd like you to reach out to him. "JAX 2-3-Mike-Zulu, just want to confirm
we're radar contact." Magda: Just confirm what? Jason: Just confirm
we are radar contact. Magda: Okay. Jason: Confirm we are radar contact. Magda: When will be a good time? Jason: Let's give him
another 60 seconds or so. Radio: November-2-3-Mike-Zulu
is radar contact, 15 miles west of the Ocala airport. Jason: Say, "Thank you, 2-3-Mike-Zulu." Magda: Thank you, 2-3-Mike-Zulu. Jason: He answered our question for us. Sometimes, we'll come back,
Ocala altimeter this. No landing information Cedar Key. He was just, "I'm super busy right now. I got you on radar.
I'm watching you." That's what I'm looking
for with a radar contact. That was awesome. You're doing so, so good. Magda: It's really helping me
writing it down-- Jason: Absolutely. Magda: ...the key points. Jason: Practice it, right?
Magda: Yes. Jason: The verbalizing,
and then the written form as well. And, we are just working through
multiple means to continue ingraining that process. And then, what
I'd like you to do is, after this is done,
we're back at the house, let's review what you wrote down,
and practice that again. And, let's ask,
why did you have me say that? Because it's tough to ask questions. Sometimes, questions in this environment,
we're going 102 miles an hour. It's very, very tough. MZeroA Nation, we've got it says
18 minutes until Cedar Key. Why don't we crank up
some super cool music, enjoy the sunset for a bit,
and we will pick this right up once JAX approach comes back to us with,
probably, dropping our flight following, or we'll cancel it,
and then we'll dive into the pilot-controlled/uncontrolled
radio communications at Cedar Key, and then we'll test
my short-field landing capabilities with landing 2,200 feet at Cedar Key. So, let's crank up the music,
and let's enjoy the sunset. Magda: It is beautiful.
Jason: Isn't it? Radio: November-2-3-Mike-Zulu,
no traffic observed between your position
and Cedar Key Airport. Radar service terminated
[unin] VFR frequency change approved. Jason: "Have a good day,
2-3-Mike-Zulu." Magda: Have a good day,
2-3-Mike-Zulu. Jason: That's a good example
of getting canceled, except where 15 miles away is the problem. But, it's no big deal. Of course, he cancels us
right before we cross over the water. Not exactly when I want the cancels,
but he has limited radar. The guy's in Jacksonville, Florida. Picture how far away that is. So, we are going to-- Radio: [unin] right downwind
for option approach, radar. Jason: We're going to switch over, and we are listening
to Cedar Key now. I'm going to mute,
turn him down, for a second. We are in a UNICOM frequency,
a CTAF frequency, and there are a lot of others. There's the Leeward,
the grass strip back in Ocala, there's so many other places that
utilize this same frequency. This is why it's
so important that we follow the appropriate
structure for uncontrolled, or as I call them,
pilot-controlled airport operations. And, it's typically as follows. We start and end with where we are,
Cedar Key. So, "Cedar Key traffic. Cedar Key traffic, Skyhawk 2-3-Mike-Zulu. I'm 13 miles--" or whatever this says here,
"13 miles to the east." Always look to the bottom
of your compass to see where you're at. "From 13 miles to the east,
inbound for landing, Cedar Key." That simple. "Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu." Watch me again here. "13 miles to the east,
inbound for landing, Cedar Key." This far out, I can keep
my radio calls that vague, and I'll call about every 2 miles. So, I'll start at 10. I'll call at eight. I'll call it six. Then, as I get closer, I can get
more specific with what I'm going to do. I'm going to overfly the field
for a left downwind 23. We get more specific
the closer we get with this. But, let's give a call now. I mean, might as well do it
super early to practice. Let's do 12 miles out. Now, you have to be careful
you don't step on anybody. So, we have to listen for our spot,
and it's just a quick radio call. "Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 12 miles to the east,
inbound for landing, Cedar Key." Magda: Yup. I got it, alright. Jason: The radio is yours
whenever you're ready. Magda: Okay. Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 12 miles is inbound for landing,
Cedar Key. Jason: Beautiful. Let's call it again at 10 miles. And then, at 8 miles.
Then, at 6 miles. And then, as we get a little closer, we'll start to really
fine-tune what we're doing. I'm going to start a nice slow descent
on down, by the way. Also, back when JAX strapped us,
he said squawk VFR. We know VFR is 1,200, so we went back to 1,200
on the transponder as well. We got rid of our beacon code
that he gave us. So, we're looking good. We'll just wait until 10 miles,
which is basically here, if you want to give that same call. "Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 10 miles to the east,
inbound for landing, Cedar Key," as soon as you find
some dead space on the radio. Do you hear that weird sound? That warping sound was
the sound it makes when two people step. That noise, too. That's when a lot of people
just step on each other. No one hears anything. You hear whistles
and warps and all sorts of stuff. You've got a dead space here,
let's make your radio call. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 10 miles to the east,
inbound for landing, Cedar Key. Jason: Awesome radio call. Once again. There's two types of pilots. There's button smashers, and there's those
who don't hit the button enough. You're one who doesn't hit
the button enough. Or, sometimes, you're so nervous,
you're shaking on the button. And, that causes you to let go,
and people don't hear that. When you hear that pop like that,
you're not holding the radio down. Magda: Yeah, you hear it.
Jason: You can also look here. When you transmit.
Watch, it says, "TX." When someone else
is transmitting, it says, "RX." Magda: Oh, good trick. Jason: [unin]. Magda: It sounds like I am [unin]. Jason: That's for the ID for the VOR. I've got Cedar Key in sight. I'm bringing us a little bit out here,
so we have a true nice downwind to 23. Magda: Where is the runway? Jason: It's that little end
of that peninsula out there. Not the island, but the peninsula portion
sticking out here. It's very, very small. We are 6 miles out. We got to make the radio call. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 6 miles to the east,
inbound for landing, Cedar Key. Jason: You can also see
this repetition. It's getting good,
every 2 miles calling out. Now, let's mix it up a little bit. When we get 4 miles out,
we're going to add something. "Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 4 miles to the east. We'll enter a left downwind,
Runway 23, Cedar Key." And, what I'm doing
is I'm bringing us out and into a nice 45
to left downwind. Practice that one real quick for you. Magda: Okay, [unin]. "Cedar Key traffic, Skyhawk 2-3-Mike-Zulu,
4 miles to the east. Enter--" Jason: We'll enter. Magda: "We'll enter left downwind,
Runway 23, Cedar Key." Jason: Awesome. And, you got half a mile
until you need to make that radio call. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 4 mile east. We'll enter left downwind,
Runway 23, Cedar Key. Jason: You are awesome.
Magda: Thank you. Jason: A lot different
from our day 17 Class Delta arrival, huh? Magda: It really, really helps
writing down the key points. Jason: Well, on top of that, another principle of learning
we talked about in Inflight Coffee is spaced repetition. You've had some space
between flight lessons. Again, that all adds to it as well. It makes it really, really great. Magda: I see the runway now. Jason: Yeah, I'm going to go
autopilot off. I'm hand-flying this thing. And, our next call will be 2 miles out. "Entering a left downwind,
Runway 23, Cedar Key," just like you've been doing. And then, after that,
it'll get a little easier. "Cedar Key traffic, Skyhawk 2-3-Mike-Zulu,
left downwind, Runway 23, Cedar Key." Then, base. Then, final. Just replace "left downwind"
with "left base," and then just final. There's no such thing as a left to final. If you're left to final,
you've got other issues. Magda: And then, we will say
"2-3-Mike-Zulu" at the end, right? Or, we end with "Cedar Key?" Jason: Still end with "Cedar Key," yeah. You can make your 2-mile call,
just like your 4-mile call. Add the left downwind in there. Magda: Okay. I should wait, babe. Jason: Yeah, they're getting busy.
Magda: Yeah. Jason: [unin]. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, 2 miles east. We'll enter left down-- Jason: Downwind. Magda: ...downwind,
Runway 23, Cedar Key. Jason: Not bad.
You just threw yourself on. I'm telling, you got to hit that button. You got to really hit that button down. And, your microphone's falling here. You got to keep it up close
because it's going to be hard to hear you. Magda: I could hear that-- Jason: You hear a clicking,
but they don't hear any. Don't hear that clicking. They [unin]. So, our next radio
call is going to be entering. "Cedar Key,
Skyhawk 2-3-Mike-Zulu, left downwind, Runway 23, Cedar Key." And, let's go ahead. I'm turning downwind.
You make that call. Magda: Alright. Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, left downwind, Runway 23, Cedar Key. Jason: Awesome radio call. Your next radio call is going to be us
turning left base. "Cedar Key traffic, Skyhawk 2-3-Mike-Zulu,
turning left base, Runway 23, Cedar Key." Same thing, you're just exchanging
"left downwind" for "left base." Magda: And, do you like making
the radio call when we turn? Jason: Always in a turn. It make it so much easier to spot
a turning aircraft. Alright, I got my altitude back
in check here. I'm going to turn base in three, two, one. Let's make that call. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, left base, Runway 23, Cedar Key. Jason: Awesome job. That's the place
we always get dinner down there. Magda: That's right. Jason: Always have to watch
the water tower. And then, you have
to watch sailboats in the cove right in front
of the airport there. Our next call
is going to be turning final. System: 500. Jason: Got that sun right in my eyes,
and you can call final, please. Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, turning final, Runway 23, Cedar Key. Jason: Awesome job. Alright, speed's good. I'm right at 69. Happy with that. Displaced threshold in front. No sailboats,
nothing else to worry about. Alright, fuel. Seat belts,
your seat belt's good, sweetie? Everything is set over there? Magda: Yes, it's good. Jason: Speed's at 60.
I like it. 61, love it. Nice short-field technique coming in
with a little displaced threshold, mostly because,
there's a boat sitting here sometimes. And, we're on airport property. Slowing, slowing, slowing. Stall warning horn, a little firm, but, gee, it
was a short-field landing. So, it's perfect aerodynamic braking. Magda: Good job, baby. Jason: Thanks. R66 helicopter. A little easier in here
with the helicopter. Awesome. So, MZeroA Nation, how did Magda do? I'm telling you,
some mixed practice, working that in there
is always such a benefit. Hey, why don't we turn around? Why don't we show them
a short-field takeoff as well? You announce,
"Cedar Key traffic, Skyhawk 2-3-Mike-Zulu, back taxi, Runway 23, Cedar Key." Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, back taxi, Runway 23, Cedar Key. Jason: Good job, alright. So, let's show them
short-field takeoff as well. Why not have some fun with it? It's a beautiful sunset, everything else. Everyone's out here.
Let's wave to everybody. Hi, everybody.
Everyone's out there. Sweetheart, why don't you tell them,
while I taxi, a little bit? I know so many of them have pre-ordered
"Aviation Mastery," the book, AviationMastery.com. Talk to them a little bit about
the love that went into this book and how it benefits the foundation. Magda: Yes, wow. Jason and I have been working on this
"Aviation Mastery" book for over two years now,
and it's just an ongoing process. Mastery never ends,
and we feel like the more we learn, the more we want to add into the book. Jason: I don't even want to publish it
because I'm like, "I learned this today. I don't want to send it
to the publisher just saying, "I keep learning new stuff every day." Magda: Yes, we love
reading a book a week. And, the more we learn,
the more we want to add. And, I just keep asking him, "Can I have the master file to
keep making changes? Jason: Always. Magda: And, it's just an
amazing, amazing tool. But, not only for aviation,
but also personal development. And, I love how Jason
implemented aviation topics to personal development,
because, at the end, your aviation career will be a direct
reflection of your personal growth, right? Jason: That's so true.
That is so true. Sweetheart, why don't we practice
another radio call? "Cedar Key traffic, Skyhawk 2-3-Mike-Zulu,
departing Runway 23, Cedar Key." No need for a run-up. We're already good.
We've never shut down. So, "Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, departing Runway 23, Cedar Key." Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, departing Runway 23, Cedar Key. Jason: Not leaving
any runway behind me. Great radio call, by the way. The team always makes fun of me
because I get so close to the edge. Look at that.
Look at that. I'm with walls on the grass. I'm not leaving
an inch of runway behind me. It is pretty close to square here. Not perfect, but close enough. Alright, we're going to
hold the brakes. In this aircraft, oddly enough,
the POH, it doesn't say to use flaps
in our particular model. So, no flaps. Everything's good. We're going to go full power. Seat belt's good.
Everything's set. We're going to go full power. Hold the brakes. Engine gauges confirm,
green, green, green, green. Off the brakes evenly. A little bit back on centerline there. Airspeed's alive. There it goes.
Engine gauges green, green, green, green. And, look at that.
We're taking off at about 600, 700 feet. Here we go. Not as good as that R66 helicopter
over there, but pretty good. Climb out Vx,
climb out above any obstacles. And then, lower it to a nice Vy climb out. Why don't you make a radio call,
"Cedar Key traffic, Skyhawk 2-3-Mike-Zulu, departing the area to
the west, Cedar Key." Magda: Cedar Key traffic,
Skyhawk 2-3-Mike-Zulu, departing the area to the west, Cedar Key. Jason: Awesome. We'll make
a crosswind downwind departure. MZeroA Nation,
we didn't plan for a short-field takeoff, but it's just too pretty up here today. I hope you are just having
an outstanding day. I hope you're continuing to
pursue mastery, not just in flying, but in all aspects of your life
and everything that you do. Myself and Magda and this amazing
MZeroA.com team can be of service to you, please, please, please,
don't hesitate to reach out to us. I know this is a longer video,
but I hope you got a lot away from it. And, I hope it helps you
with your radio communications. Magda and I read every single comment
on YouTube, on Facebook, on MZeroA.com. Thank you to everyone who's made the new Learning Management System
such a success, the new online ground school, and everyone who's made
"Aviation Mastery," the book, such a success. Have a blessed, amazing,
outstanding rest of your day. And, most importantly, remember-- Magda: A good pilot is always learning. Jason: Have a great day, everyone.
We'll see you.
