How to FLY the A2A Comanche | TUTORIAL | Real Airline Pilot

hello everyone and welcome to the channel I'm Emmanuel I'm an airline pilot and in this video I want to give you a quick tutorial on how to fly the HOA command Qi with a little bit of pilot input so in this tutorial I aim to cover how to operate the airplane properly and how to make proper use of the features available especially of the tablet and the checklist within it how real private Pilots would use them and finally what I do not want to cover in this video is the in-depth stuff that a2a has already or is currently creating tutorials about so for example for engine management and cruise HOA has done an excellent video I could not have done it any better for that reason I will refer to it when it becomes appropriate all right so we are sitting at Heidi bosom Airfield in Northern Germany we are going to do a quick way out we will do a couple of exercises in the air that will familiarize you with the airplane just like a real instructor would tell you to do and then we are going to talk a little bit about some touch and go training and finally we are going to land and shut it down all right let's head straight into the cockpit and start with a couple of the procedures so first things first in private Aviation or in recreational Aviation I should say procedures are normally executed by the read and do principle and checklists are written for that so if we have a look at the iPad you will notice that we've got the flight info screen down here where we have first of all some speed and power settings that you should really memorize but you have them available quickly on the iPad if you need to and then you have the checklist and these checklists are done or are constructed for the read and do principle and that is how we actually fly those aircraft so let's go straight over it before we start with our checklist however we can go ahead and do our walk around so let's start with that in order to start the walk around we just need to do a few things first of all verifier parking brick is set verify that the magnetos are off very important and we are going to release the control log finally we need the flaps out as we are going to check them and with that done I would say it's about time to head out our our airplane let's take the tablet with us and it's going to guide us right through it okay we start on the right hand wing and we are going to check the flaps so click on them and move them a little bit just to be sure everything is um attached and everything is saved over here then we go on to the aileron again you will notice it has a little bit of play which is totally normal but it also moves into the full extent on both sides on then to the tip tank have a quick look into it there shouldn't be any fuel in there and indeed there isn't but we always want to confirm visually so that's this then we are going to go down and as you can see we cannot drain any fuel of it either okay perfect so the light on the forward right wing are okay we are going to untie the airplane and have a look into the main tank so never trust the needles never trust the fuel gauges on small aircraft they are notoriously incorrect you always want to have a look directly into the wing that is the only source you're going to trust at this point by the way also remember how much fuel there is in each Wing because that will help you later on to decide which fuel tank to use first okay then we're going to remove the trucks have a quick look at the main gear no visible damages no nothing the likes and drain some fuel on the wing also we should provided that I actually opened the tank valves so like so that should work okay then engine compartment fuel and you can see it's only fuel that we're getting out of this there is no water in this that's the important thing okay can I put that away and close the hatch again perfect we move to the front check that the propeller blades are all looking good no visible damages over there nothing misting in the engine Inlet then moving on to the oil again HOA has or is creating an in-depth tutorial about oil and colors and quantities so for that reason I'm just going to say we check that we have sufficient all quantity over here without um and it's not totally black if it's really becoming black that's when you want to do your oil change at the very latest again a to a is going to have a more in-depth tutorial about the oil okay so we're done with that let's move on to the left hand wing and have a look into the tank you can notice over here that there is not as much fuel in here as there is on the other side so for that reason we can already prepare our mind that we're going to use the right hand tank at first during our flight so keep that in mind and be sure that the fuel quantity is sufficient for the flight then going to move down once again we check the landing gear for any visible damages and yes in my time flowing HOA aircraft in back in p3d I did actually find a couple of damages to some of my aircraft so it is worth it doing those checks all right then let's move on untie the plane and remove the Pito cover lights are looking good external tank let's have a very quick look inside and there is nothing in here that's just about as expected for that reason we can't drain anything off it either okay the aileron once again a little bit of play but moves nicely perfect same thing on the flaps static Port is looking good and then we get to the stabulator and just about check it as well but don't touch the trim tap that can really damage the plane and finally same for the rudder and we untie it okay then the other static part is looking good and finally we can load up our luggage as we need today I don't expect too much so it's just going to be quick training flight so we are going to take our own stop and we'll just about take the toolbox just in case anything happens okay perfect and with that our walk around is complete so you've got an instructor on the right seat the baggage we just about loaded and the fuel in the wing tanks as desired so now gravity is within limits and that's all we need to check on here so let's go ahead with the checklists [Music] before engine start checklist PreFlight complete passengers briefed seat belts on not secured control lock removed parking brake set to set the parking brake you will need to press the brake pedals first so look at that if I'm releasing it now I cannot just set it again but indeed I first have to push the brakes and then I'm able to set my parking brake okay gear switch down flaps up radios off autopilot master of avionic master of all electrical switches let's have a very quick look off circuit breakers you find them below the panel down here this is what it would look like if a circuit breaker was popped so let's make sure they are all in okay circuit breakers in rotating beacon on and that is down here and that's the before engine start check that's complete so again engine start checklist All Region do and this is one however that we should quickly read over before we start the actual start sequence so fuel selector desired tank remember what we said earlier we had less fuel in the left tank so we are going to start on the right hand tank do not use them both at the same time there is a huge problem that in that they're interconnected so if you're flying in turn and you are not properly coordinated then fuel might flow from one tank to the other quickly bringing you out of balance for that reason we're only going to use a single tank even though you are technically able to select both tanks so we're going to start on the right hand tank today okay so fuel selectors desired tank mixture Rich prop throttle practice prop full forward copy it it's off that's the one down here okay before we fire anything up let's quickly read through it master switch on fuel pump on fuel pressure check fuel pump off primer one two five Strokes Mega needles both prop area clear starter engage all pressure track mixture Linux required so that is quite a standard startup procedure for those aircraft okay then let's go ahead and do it master switch on fuel pump on have a look at the fuel pressure gauge down here and you can see fuel pressure is rising in other words the pump works okay fuel pump back off again so primer one to five Strokes now how many strokes you need is something that you really need to determine based on the situation a2a has some excellent covering on that so I'm not going to go into much more details okay then so primer first of all turn it as that basically unlocks it now let's just about give it five Strokes and very important lock your primer again very important okay then let's go ahead with our startup procedure so magnetos both prop area clear okay starter engage so when we engage the starter the engine might not start immediately and that's totally fine however if you have concern that it doesn't start at all people love to start pumping on the throttle and indeed you will get it started with it but do yourself a favor and do a little bit of research as to what that does exactly and what the logic is behind it so just a little bit of background research there that I can certainly recommend if you want to get into it in depth okay then throttle is tracked let's give it a start and here we go engine is running so between uh between 800 and 1200 RPMs I just like to give it a thousand because it's an easy number and it is right within the middle of where we are allowed to be okay so immediately when the engine starts check your oil pressure without all pressure shut it down straight away again otherwise you're going to break your engine and that's gonna get expensive okay and finally we got to lean a little bit personally I just like to pull it off a tiny bit it just makes the engine run a little bit smoother on the ground and it prevents block Thule okay with that the engine has started and we can run our taxi checklist so primer locked that's what I said very first thing there okay then avionic Master on check the ammeter and we want to see that we have a positive amperage here as it indicates that our I'm calling a generator for the purpose of the video I'm sure somebody will say something about it so let's make sure that we see a positive amperage there to check that our generator is working okay the computer asks us if we refilled any fuel and if we did we are going to click the refuel button down here we have a couple easy options so 60 which is 60 gallons of fuel so wind tanks full we got fill 90 which is 90 gallons of fuel wing and Chip tanks full then we can go into a manual mode over here where we can use the change button or rather why we can use the adjust button in order to change it manually so let me show you we go to adjust and then for example 52.5 gallons is in there let's see what we actually have in here and it is 52 gallons so we might adjust that a little bit we've got um 52.5 in here let's make it 52 so we're going to remove 0.5 gallons offers so click the change button if you click it it's going down if you hold it it's going up okay so let's remove 0.5 gallons of fuel save you can see the fuel up here fuel remaining has now been updated and that is just about how you do it the engine needs a little bit of warm up before we can tour it up so if you are sitting anywhere very close to the wrong way then have a look at your oil temperature and your cylinder at temperature make sure those are rising before you actually start putting the engines to higher power settings okay then let's go over the checklist real quick over here so the ammeter is tracked radios on okay transform that alt now that is something you do in the US in Europe you just put it to standby and then turn it on when you line up on the runway in order to keep things simple I'm going to follow the checklist over here but that's just something for you to keep in mind in Europe keep it on standby in the US put it on Alps and that's about it okay then heading indicator set again a very important point so look at this you're conventional compost shows you heading of about 190. your ADI must not necessarily do so so these things drift and if you turn this button in here down you can change this around and I can absolutely recommend you to check this prior to the flight because once your Airborne it becomes pretty hard because of all the errors you're going to have on the mechanical backup compass but a little bit more on that in Flight maybe if we find the time okay so one lamp green and that is green then we've got the nav light as required it's daylight we don't need them in the night you would turn it turn them on to be seen better then we have Pokemon release and breakout initial roll test and that is the taxi checklist complete okay then let's get rid of that and let's get going now it is good practice to put some lights on as you're about to taxi however you don't have tax license in this happen so you can use the landing lights however if you ask two pilots you're going to get three opinions on whether you should use them for taxi personally in daylight I didn't at night I absolutely did but that really comes down to well as mentioned you're gonna get three ounces from two pilots on that topic okay breaks off plane starts rolling brake check okay let's get off those breaks again 1000 rpms is usually quite nice so we can get rolling passing the airplane is fairly easy you should keep your thrust or your power below 1200 RPMs and that should be all you need taxing the airplane slowly and tactic it at a speed that is comfortable for you so don't try to push anything here no speed steering is sufficient in order to get your airplane moving and that is really all there is to it so unfortunately some of you may have seen the windsock earlier this is incorrect in the scenery as we saw on the tablet the windows 26084 so for that reason let's go ahead and roll back as we are doing our turns in the taxi it is good practice to check that your instruments are working so the chunkai NATO is the ball is deflected and your HSI is moving as well so let me do a little bit of maneuvering to show you what we are going to check for let's start slightly on the right um okay let's do a left hand turn here moving moving deflected and you also want to check that they are moving into the expected Direction normally you will obviously simply use the standard terms that you're going to make on your taxi in order to track those however it is a good practice just to have that in mind and just to if you missed it just do it like I just did you can always make it with a light turn but then you are only going to get um light indications but for example when lining up on the runway you can still do those checks okay we're getting up to the holding point and here's the next thing you don't just want to position your airplane straight on the tax away when you're about to commence your run-up because there might always be somebody behind you and you really don't want to blow all the dust and all the little rocks that you may have on the taxway into that direction so it is a good idea just to turn the airplane off track a little bit I like to turn it into the direction of the approach because it means I will have better visibility into the approach before entering the wrong way okay so if you look at this then you can see the area over here is currently covered but if I turn the plane much further then due to the offset holding point over here I would really have to turn it all the way over but like this just make sure that there is nobody directly behind you so that's something to keep in mind over here okay breaks that let's go ahead and read our run-up checklist so position they say into wind over here now you cannot always do that like right now we've got four not the Tailwind well we gotta live with that break hold fuel quantity check but as I mentioned earlier these gauges are notoriously incorrect so don't expect them to show you a precise value I'm more or less happy you know if I know that fuel in the tank and I see it somewhere in about a quarter around what I would expect it to be and I'm totally happy with that so as you can see right now it's showing more or less the same quantity of fuel we know there was a difference on a couple gallons so that's just something to have in your mind but then we go ahead fuel selectors desired tanks so again we knew from a walk around the right and tank had more fuel for that reason we are going to stay exactly on the right hand tank and then we can go ahead um make sure as required so for the runner we are always going to use full mixture when we are close to the ground when we are located at a higher elevation you will lean a little bit in order to get your best power but since we're at sea level we're going to put the mixture fully forward so throttle up to 2000 RPMs you can use the um analog gauge or you can use the digital one obviously the digital is going to be a little bit more um precise but personally I'm a fan of analog gauges however let's just check that we get a roughly same data over here so this is at 2000 this is at 2 000. perfectly fine again we have oil pressure all temperatures good and the cylinder temperature is good so next up we are going to check our engine instruments that is pretty much what we just did and we also check the gyro suction over here to be sure that our vacuum pump is working correctly let me go ahead with the magnetos and the maximum drop is 125 RPMs with a maximum difference between the two of 50 RPMs so let's go ahead we are at 1990 right now we always start checking the right Magneto and we lost about 100 RPMs go back to both now we check the left main video lost 100 RPMs and there is no difference between the two perfect the reason we do it is because now if we forget to move the switch back from left and above and we accidentally turn it further to the left we're only going to move it into the right position Notting it off so that's just a little safety feature down there that we do when checking the magnetos okay prop cycle three times then reduce to 1500 RPMs and check steady okay one two three okay then put it to 1500 and check that it is steady protein much like so okay poppy track so we're going to pull the carpet on observe a little yeah you can see the roughness there and that really shows us okay there is something working if you put the prep control fully forward and then do a copy check you will notice about 125 drop in the RPMs like so okay and that is our run-up checklist complete so let's return the engine back to 1000 rpms we now know that our engine is working all right if you plan to stay in here for a bit longer you can lean the mixture a little bit however at this point if you lean the mixture again there are chances you might forget it for takeoff so I would recommend just to keep it on maximum okay then B4 takeoff tracklist control free and correct elevator trim let's appear on the overhead is neutral then we have the rudder trim nice nicely hidden beyond the flap lever and it is in the neutral position okay door latched you check it build on the bottom and the top because this actually shows you the door is not hey oh it is okay perfect then flaps set as desired normal takeoffs are done with the flaps up so we are going to leave the flaps up on a short Runway you can use uh the second Notch which is uh two-thirds and that's going to reduce the taker from by approximately 20 percent okay if you'll select the desired tank that's still the right hand tank then fuel pump on mixture full Ridge prop full forward carpet off engine gauges check pedo Heat they say as required over here but it is really good habit to turn the pedo heat on at all times it's not gonna cost you anything but it is going to enhance your safety greatly okay strobes on Landing lights as required well we are obviously going to turn them on for takeoff and that's it okay then time to line up and start our takeoff so clear on the approach and that's why I like to turn the airplane a little bit into the approach during the run-up it just gives you a better visibility before you actually conduct your liner obviously clear on the other side as well try not to waste too much runway during your lineup but also try not to stop because it might take a bit of power to get you going again okay here we are so let's quickly talk about the takeoff before we are actually going to execute it paddle full open and we are slowly going to open it fully our speed indicator alive engine gauges check rotate at 85 miles an hour verify the positive climb Gear Up flaps up AirSpeed 95 and emergency landing area verify so if you go over to the left hand side you will see that our crime power setting is going to be 2424 and we're going to set that when we're a thousand feet above field elevation best climb angle 84 best climb rate 95 normal climb 120. so we are going to use 95 because we just want to climb up as quickly as we can okay with that we are ready to go we can store our tablet then remember light win from the front and the left so a little bit of left-hand aileron can certainly help you um after liftoff but okay with that we're ready to go and we can take off so put your throttle in slowly and steadily like so engine instruments check everything's looking good in limits speed alive from about 65 at light weights you might want to use a little bit of half an elevator if your nose wheel starts doing strange things let me call it like that at 85 rotate 95 we want to climb okay tap the brakes and with insufficient Runway remaining for landing we can go Gear Up okay there it's done in the right hand turn a little bit of Runner together with the aileron you always want to keep your all centered down here and you want to fly standard rate turns in your traffic pattern okay getting clear of all the wind smells moment clear of all the wind turbines we are going to leave the traffic pattern and climb out in order to do a little bit of our work so passing 1000 feet that means we're going to reduce our power when you reduce power it's always throttled first 24 inches propeller second okay 24 inches and do note your manifold pressure will change as you adjust your propeller so you might just about have to adjust the throttle again after you did your initial propeller setting a little bit of right hand Rudder is needed you can just trim it out you got your router trim down there personally I do kind of like to keep the rudder in as well but it just comes down to personal preferences you can always trim it out all right so we're climbing 95 Lots let's go up to 3000 feet and then we're going to do a little bit of our work fuel pump can go off and a lot of small flying clubs are going to turn off the landing lights at this moment as well why do they do that because those lights are rather expensive and the more you have them on the more they or the quicker they wear out for that reason small clubs do like to turn those things off what you'll notice as you're climbing is that per 1000 feet you climb the manifold pressure is going to drop by approximately one inch that's simply due to the drop due to the drop in atmospheric pressure as we climb up so just keep in mind to put your power in appropriately and feed a little bit of throttle air so we'll take it to 3500 feet right now and then we'll level off in order to level the plane off you basically want to start pitching down when you're about 10 of your rate of climb before your altitude so climbing at a thousand feet per minute 100 feet before the target altitude we want to start pinching down pretty much like so that normally provides for a smooth level as you can see on those small aircraft the vertical speed indicators are notoriously unreliable for that reason use your altimeter as your primary reference for flying level from the airplane out as you accelerate and once you have accelerated we are going to set our initial cruising power so cruising power we're going to get right from the charts that are delivered in the product manual let's have a very quick look at those and this is what the chart looks like from the manual so as we are obviously just about doing a training flight we can live with just 55 power for Optimum economy in Flight you will use something like 65 percent you want to go just fast use 75 but what we want to use is 55 so third round about between three and four thousand feet we want to keep the RPMs as low as possible as that is going to extend engine light and that means we take something about 2100 RPMs and 20.5 inches let's make it 20.6 if you can set it that accurately then congratulations I certainly can't okay so once again invite reduce the throttle first looking at a manifold pressure of something about 20.6 and then we reduce our RPM to 2100 be aware of the medical pressure Rising when you reduce the RPM so you might want to adjust your throttle and Gap so it's summertime temperature 20 degrees sure enough icing isn't going to be a problem right well not so much icing will be a problem and for that reason if you feel that you are losing any manifold pressure it is a good idea to open the coffee for a while and have a look so let's do that carpeed on we only use the top key in short successive bursts so to say pretty much like you'd use a Halon fire extinguisher and then we keep an eye on the manifold pressure we can see there is no increase so we don't seem to have any carb Rising okay put it back in and that's it all right with that we are established in our cruise we're going the first exercise for you is to trim the airplane out because it should always be in a trimmed State look at that I totally let go of my controls and the airplane is pretty much holding its pitch don't look at the instruments look outside your flying Pier bar and if you look outside you can see any movement much quicker than you could on the instruments okay we are nicely trimmed out so let's start with a couple of exercises the first one is going to be to lean your power well you always do that do you now HOA made a really good video on engine management in truth so I'm not going to go into too much detail but here's some very quick ways if you use your power table in order to set your cruise power then there will also be some power or some fuel flow information on that but you can simply use the fuel gauge as well so I'm now starting to pull back my mixture until the fuel gauge is in the 55 area because remember that is what we set our power for here we go and that is Cruise power 55 and the fuel is set so that was the very quickest way to lean it out now a very quick look into the manual is going to tell you that in order to um Fly this we need roughly some 10.3 to 12 gallons of fuel so we are using the lower RPM settings so 2100 over here and that means that we have the lower fuel value as well which is roughly 10.3 gallons per hour of fuel so over here let's check that we're at 11 right now so we might even use a bit less let's go to the Lower Side here like so and with that our engine is basically leaned out better we are going out over the water so that we can do a little bit of air work without disturbing all the cows on the ground over here or the holidays makers over there and some Peter rotting I do know that they are not orientally unhappy about noise so let's do a little bit of exercises here the first one is maintaining the altitude I absolutely failed at that since I lost 200 feet but let's climb right back to it keep in mind as we are climbing up I am I'm not changing power over here so we're going to lose some air speeds and that means that we'll be a little bit out of trim by the time we reach three and a half thousand again so might have to do a little bit of trimming over there so some comments on how you normally fly your propeller driven aircraft and normally we only do standard rate turns in those unless required otherwise but in airliners we normally do 25 to 30 degrees a bag however that is because you cannot fly a standard return at those high speeds the formula for that is true airspeeds divided by 10 plus 7. so close to the ground our true athlete is roughly our indicated and that is obviously not so we take the inner scale and that is hundred and 20 divided by 10 plus 7 means 19 degrees of bank is going to provide our standard rate of turn now the term coordinator also helps you got the marking down here which is for a standard return so let's go ahead and fly a couple of exercises by just about flying exactly that I'm going to set my needle over here to the initial cost of 300 degrees like so now we start doing some left and right hand turns making sure that we are flying all coordinated than that so we we calculated 19 degrees of bang and look at that the trunk coordinator is showing exactly that as you're initiating your turn make sure that you're using sufficient Rudder in order to fly the airframe properly at first your really is a pain in those small aircraft just like in the big ones but in the big ones you luckily got your your damper computer which is going to apply rather sufficiently when you do aileron input so now we turn into the other direction and the challenge to this one is that you keep your Rudder in line so that you fly a smooth turn what you can also do is banking left and right and controlling your Rudder within that time so look at that if I'm doing proper coordinated terms you will see that my nose basically is moving too much obviously what I'm doing right now isn't perfect but you can get the idea of the exercise so start practicing that and let me just give you a quick demonstration of what it looks like when we do not use Rudder so I'm not going to use Rudder just look outside and look at what the nose is doing I'm turning part lap you can see the nose is moving into the other direction see that is exactly what we want to counter with the rudder why does it happen well quite easily be up with the airline that's moving up is moving not as much oh sorry it's moving um more than the aileron going down and that obviously creates more drag on one hand side and therefore it is going to cause what we call adverse your okay then I want to have in mind is what happens in case of an edge failure so always have a look at the terrain around you especially with 808 aircraft those engines can fail in flight most certainly when you mishandle them but even when you handle them correctly engine failures implied can absolutely happen so right now of course we got a lot of train on the left hand side there but keep in mind what you may want to land on and what you may prefer not to land so normally the brown Fields or the fields with the darker color are better places to land on especially looking over here we've got a lot of green and chances are these might be a little bit swampy although or they might be very high grass on them which could cause your airplane to flip over on the landing if you look at the fields we have over there then you will quickly notice that those have been worked on by a farmer and they are usually in a much better quality for landing especially if the farmer has already taken all the props off then you have a rather good learning field so that's something to keep in mind as you fly long if you're flying close to water like I'm right now don't try to land on the areas very close to the shore so if you land on here I can almost guarantee you are going to flip over on landing and that's going to be it also don't try to land on the dikes especially when there is a little bit of wind blowing this can get very turbulent so be careful with that features by the way aren't a good idea either still better than going onto the dikes or any of those greenfields over here but if you go into one of those beaches then chances are you are going to bury your nose gear in the ground and that's going to cause me up when you flip over poking real life by the way those little beach on San Pedro ordering here has actually been the site of a landing somebody who ran out of fuel while on approach to San Pedro awning Airfield which is somewhere over here actually had to land on the beach it was quite interesting in Europe obviously you aren't allowed to land anywhere compared to some other place in the world so the aviation Authority had to come they had to actually prepare the sand for taking the plane off again and that was a very interesting story so trying to avoid beaches as good as you can obviously it's better to land on the beach than in the water the water should be the last option but you get where this is going all right then let's talk a little bit about actually the autopilot so the airplane is equipped with an Aztec 30 autopilot which is the same one that I had on the very first sagna that I flew so let me show you how that one works first of all we are gonna turn the autopilot switch on over here you can see all the lights come up and the thing is running its self test when the self test is over like now the autopilot is ready for use as indicated by the green light so engaging the autopilot is quite easy you press the push mode and now you've got it in St mode St basically maintains your back angle and you can set the bank angle using that little knob over here so if we turn it to the left the autopilot's not the left turn if we turn it to the right the autopilot is going to do a right hand turn and stuff like that easy logic okay the next mode we have available is the heading node that is the um HD so let's go ahead and Center our heading block and we're going to press the mode up here once more and now the heading light illuminate and the thing is going to follow the heading once again left and right turns not much of a problem the autopilot can do that however those autopilots are not as reliable as you may think so general aviation stuff generally it doesn't work as well as the stuff and airliners and in some cases you would even be surprised at how some of the stuff in airliner really works so in our case the thing can more or less hold the heading but keep monitoring it I've seen cases of an Aztec 30 just drifting off the target heading another thing you need to monitor by the way the Aztec 30 can only follow what you have on the HSI over there but have a look at your standby Compass because the HSI is drifting over time and you need to correct that even in Flight look at this our heading right now indicated there's something about 195. if we look at the deviation scale we'll see that 195 okay give me something in the middle over here so you need a degree less than two one zero two at two over here so we can say this is maybe one nine four around now look at our HSI and you can see we're showing two to zero over here so either we didn't align the correctly before takeoff or it just drifted away so push it in corrected and now we're turning back onto the actual haddock now let's quickly talk a little bit about a couple of the problems you will have with your analog Compass only do these checks when you're in unaccelerated level flight because when you're pitching up or down you're going to get different indications the same happens when you're accelerating or decelerating now why is that well two reasons first of all keep in mind how the compass works there's a little magnet in there that is going to align the compass but that magnet also is a weight so as you're accelerating or decelerating a force will be exercised on that weight now depending on the way how these things are built if it's a weight only on one side of the scale that is obviously going to turn the scale the other thing you have to keep in mind is the inclination of the Earth's magnetic fields so when you pitch or Bank your app line the changing inclination can cause a change in compass reading so only do that when you are actually flying straight level I'm going to show you a little bit of what I'm in here let's disconnect the autopilot and let's pitch it up I have no idea if this is actually modeled but knowing ho8 probably is so life let's pitch up a bit look at how the reading on the scale is changing while we're actually still flying straight let's do the same by pitching down look at that again the scale is slightly changing as we are pitching our airplane let's do the same thing in a turn oh 3500 feet looks good to me all right let's bang it and look at that look at that we're passing two one zero now and this is showing at two four zero now let's go the other way around and look at that so that is something you have to keep in mind that is really something you have to keep in mind as you are using the conventional Compass so when you have those longest trade sectors just be sure to check your HSI drift every now and then and realign it as needed okay let's put the autopilot back in I'm going to put it in jahadi and now let's also use the altitude you can do it down here by pressing the altitude engage disengage button and you can see it has authority over our elevators but in what it cannot do is trim the airplane and in order to trim the Alpine you've got the two lights over here and it is going to show you if it wants you to trim up or to trim down let's go to heading mode and now I'm going to change power and you will see how the autopilot will try to react to it but it will eventually run out of elevator Authority and ask us to trim the outline so let's take a bit of power off manifold pressure down to 15. and we start decelerating and here we go the uplight illuminate you can also hear a little alarm and that tells us hey I'm at Fuller I'm at full elevator Authority I need up trip so now we are going to trim a little bit and eventually we'll stop the warning and then it is in trim again then it can fly again but that is something that you have to keep in mind when you're using this autopilot okay let's go back to 20.6 inches like so oh hey all right that is basic stuff flying the command machine so let's use the autopilot and turn back to the Shoreline and do a couple of touch and goes in the meantime we can already start reading ahead on the checklist so the client checklist may have done the cruise tracklist that'll set prop set mixture lines required fuel pump verifoya fuel pressure check and engine gauges check so all of that is done now keep in mind you're flying an airplane where you are primarily taking fuel from a single tank at a time so when you're doing anything close to the ground you want to have it on the tank with the most fuel in it when you're cruising along then you want to basically switch between the tanks like every 30 minutes now in our case we we did a couple exercises and we're flying for a little while already so how about we go ahead and change between the fuel turns now here's what we're gonna do first thing fuel pump on you always want that on second thing hang on third thing tank off keep the fuel pump on for a little while there is some residual fuel in the fuel pipes so even if you turn the tanks off the engine is not going to fail immediately so just wait a little bit before turning the tool pump off again now let's see if a2a actually modeled that we are probably a little far away from land but we're in a simulator we can't give this a go and by the way okay they're a little bright outside isn't it okay so let's see if this works correctly in the eight way when I'm showing the fuel tank off I don't expect my engine to point immediately but I expect it to keep running for a bit let's do it see that now it's using the fuel form of from the pipes this can take 30 or 40 seconds before the engine action quits here we go now now we're starving it so put the tank back on and here we go again you can see there's really a little bit of time there if you change your fuel tanks keep an eye on it you can easily mess it up without immediately noticing it okay so we are running on the left hand tank now we can see we've got a little bit more fuel over here so do come up with a strategy how you're going to use your fuel okay there let's turn back into an overly Direction and then we talk about touch and goes and descendants so we are planning our descendants 2 Watts some patriotic Airfield right now pattern altitude is at a thousand feet and from experience flying I know that the animal is roughly here so that the direction we're turning into now four to descend typically keep the power where it is just pitch it down accelerate do a nice rated descent keep in mind we are flying unpressurized so in order to um keep the rate of pressurization change not gentle to our ears if you're looking for a rate of descent between 500 to a maximum of 1000 feet a minute more than a thousand I guarantee you your passengers are going to complain let's go ahead and do that pitch it down a bit let's use something 700 feet a minute or so just really don't want to use much more and we simply let our ASP build up so for those of you who like a little bit of mathematics you can basically do the following in The Descent to route you do something like a hundred and forty 150 knots depending on your power setting and if you take those numbers let's say we take a 140 knots like we rub we have now then divide that number by a two so 140 gives us something 70. and then multiply by 10 and you have your rate of descent required in order to do a nice standard rate in other words three nautical miles per 1000 protocol altitudes and that's that's probably going to work out over here so if you look at that into the sense we get 150 knots right now divide by 2 750 feet a minute now 750 is something that our ears can tolerate and that's going to give you a nice little 3D greedy scent just like we do it on the airliners with a single exception that on the eyeliners we're usually pulling power idle while over here we keep the power on so let's do a little bit of planning for our approach ing Airfield is somewhere over here the pattern altitude is a thousand feet and we want to reach those thousand feet before we are flying into the traffic pattern because we've got a we've got a low-wing aircraft now visibility in the Comanche is actually quite all right but still there is a huge area in front of you that we are currently descending into where you could not see any aircraft that may potentially be below you when you're descending straight into the traffic pattern for that reason I'm keeping a little bit offshore right now I'm going to enter the pattern over here in a few moments but I'm keeping a little bit offshore right now just in order to reach those thousand feet of pattern altitude before I actually start turning into the traffic pattern that's just a little thing you can do there to increase your safety of life also as we're going down let's go ahead and read the approach tracklist autopilot master of fuel pump on fuel selectors desired time so we we use the fullest tank which is the last one and we have actually selected that okay a few level check fuel pressure check mixture rich like cell prop full forward here's a little recommendation all the flight menu want you to put the prop full forwards but you can actually avoid a little bit of Noise by keeping it where it is and just putting it forward forward to when you join the Final Approach that's a technique that I would personally recommend to use however you don't have to okay copy as required I'm certainly going to turn it on a bit for now just to clear off any eyes that may potentially have built okay then asking 120 miles gear down flat as desired and that's about it so for the landing let's have a look into some of our general aircraft information over here reaching pattern also 2 000 feet we're going to pull the power off right now in order to reduce my air speed and then we'll enter the traffic pattern in a few moments okay quick thing for you to check here maximum flyback turn extension 125 miles an hour maximum gear extension 150 miles an hour a maximum gear operation under 25. the broad flaps extended 100 miles final flaps 85 to 90. well that that's not a limit that is um the speed that you want to fly when you have those configurations so approach will fly it at um 90 miles an hour with Flats out 95 for the flux in and that is about all we need but once we're on the runway we are going to re-trim the airplane and then just set the trim to neutral retract the flaps and going to apply power again for a touch and go so let's enter the track pattern at roughly a thousand feet and we are at 120 miles an hour here so let's go ahead and build up a little bit of drag so flaps into the first Mod Gear down and that is sufficient copied let's close it again so our Airfield is located just down here we are entering the right hand base uh sorry the the left hand downwind now do not descend below pattern altitude before you turn base so we are going to maintain those thousand feet and here we go that's our Landing Rodney down there and roughly when we pass the um wind turbine over here we start our base turn as we enter the base turn we can start a little bit over descent I'm going to use the second option flap over here and that just builds up a little bit of drag as always trim the airplane out always have your airplane and trim and here we go on to the base our field is inside just over there and that looks good and now it's just all about timing so lemon flops pool pump is on I'm also going to put the landing light back on and remember we want to fly standard rate turns for as much as possible in the traffic pattern obviously if you're about to overshoot and you have sufficient AirSpeed like I do right now you can use a little bit more bang but try to plan your turns as I'm not right turns okay so down we go how you how do you fly this well elevator for altitude throttle for pitch I know that in many clubs they say the opposite but believe me that's just to make it easier for general aviation Pilots once you start flying professionally on any airplane they will tell you to pitch for altitude and Power for Speed pretty much like so yay so we are doing 90 miles an hour that looks good so power idle expect the nose down moments and then we can flare it out remember down okay it flaps up add a little bit of power trim back to neutral like that and smoothly go back to full power and rotate okay climb once again at around 95 miles an hour and left hand turn let's avoid the city again using a standard rate over here so Gear Up again only raise that landing gear when you are sure that you are no longer able to land straight ahead so like I did just now okay remember 10 of your rate of time prior to the altitude where we want to level off is going to be your level of so we're doing about a thousand four hundred feet a minute over here so 140 feet to go we start pushing the nose down okay and let's enter the downwind so I'm going to reduce the power to something like 2020. I did figure that works quite well in the traffic pattern uh 20 inches manifold and um 2000 RPMs trim the upline out and that was our first touch and go we can surely do better but you get where this is going after all we are practicing at the moment okay so back down to okay here we go so maintain a thousand feet and then power to idle well not exactly to Isle about reduce the power as we have just about passed the beam The Landing Runway threshold and want to speed allows we are going to extend the landing gear and the flux again okay get down flash onto the first notch oh passing a beam the um wind turbines let's start turning base and then we can also start our descent okay flaps two thirds always have a good look outside I know it is difficult in the simulator but you are really going to fly better the more you see your Airfield and remember standard rate terms okay flaps full and the fuel pump is on and with that our preparation is completed it's 90 miles an hour is what we want to fly okay let's start our final turn and again watch the bank angle over here that's quite important all right established on the final get the speed under control get the Glide path under control you basically want to keep your Runway at the same spot in the window at all times and that is going to provide you with a very good and stable approach pretty much like so it takes a little bit of practice to get to judge the angle correctly at which you want to approach especially when your runways of all kind of different length and so on but it certainly is something that you want to keep a good eye on and remember every single power change is going to cause the airplane to get out of trim so anticipate that happening okay how are and we're done so flaps up it introduce a little bit of power not to lose too much AirSpeed trim back to neutral and full power 85 knots and we're flying positive rate of climb Europe okay this time we are going to climb a little bit higher and we are going to do a spot Landing now spot Landing means that we are going to Fly 2 000 feet over the field elevation and then going to go throttle idle and pretend that we are simulating an engine failure and we want to land the airplane from that situation so that is a little bit of practice that we do in single engine aircraft in order to prepare a pilot for the case of the total engine failure so we're flying up to 2000 feet remember in the prime passing 1000s what do we have to do right manifold pressure 24 inches and the RPMs back down to 24 hundreds like so and the fuel pump can go off okay that's a field down there climbing up to 2000 feet and when we're stable in 2000 we're going to more or less fly the traffic pattern on the top but we are going to overflow the field like so and then when we are over the landing Runway threshold we're going to pull off the power in order to start our maneuver okay two thousand feet let's go to normal Cruise power setting in order to have a decent amount of speed as would be realistic for a scenario like that so what did we use previously like 20.6 versus 20 100 RPMs like that okay so that's actually parasitic and let's make our turn back to The Landing Runway it is a little bit difficult to drop one exactly you are all the wrong way but in order to judge that properly I would recommend to have a look at the runway and then pick up some marks that are adjacent to the landing Runway threshold but so that you can simply look out to the left or to the right and then decide on the amount of um that decide on the exact position where you are over the threshold so in our case let's quickly align the airplane with that Runway I'm probably overshooting a bit yep I am so let's have a look when we are doing the line in robot threshold we've got the buildings over here we extended we can extend it to the Bay over here so that's the spot we pick for judging where we are going to be directly B so back down two thousand feet that's why we're going to start the maneuver you can see I'm still kinda getting used to decline as well so that's 2 000 feet and we are a beam the bay so in front of the idle first thing pull up and reduce to the best gliding speed you want to conserve as much energy as possible and if you don't remember what your best gliding speed is a quick look into the tablet and you have it down there so let's Glide in terms of range is 105 endurance is 90. so we take 105. well we can take 90 as well all of them are going to work Okay so now comes the exercise keep your Airfield inside at all times now you can sort of time it like we gained initially some 400 feet and now we're going to fly the upwinds until we are roughly something like this okay also keep in mind the wind as you're flying a maneuver like this let's turn downwind and at this point you can start judging okay how far from the field am I keep in mind that on the downwind you have a Tailwind while on the final you're going to have a headwind so don't fly out too far at this point you can also cut the corner a little bit in order not to fly too far away from your Landing Runway we've now lost half of our altitude we are just to beam the lemon Runway threshold so that means we are roughly in a good spot okay let's not overestimate ourselves we can always lose some altitude by using the gear and the flaps but we cannot gain any altitude in this exercise when you're close enough to The Landing Runway that your Landing is assured drop the gear I would say that as a short now so let's put the gear down okay here we go we might be a little bit High let's use some Flaps in order to gain a little bit of extra drag a little bit more flaps Maybe second notch okay full flaps and here we are when we're on the ground we'll do a touch and go if you come in a bit high you can do a side slip like so okay out of the slip and that looks alright okay wraps up full power rotate and here we are in the air again Okay so you're up [Music] I think the exercise became clear in case you have an engine failure we want to start at the standard position and want to be able to pick any location for our landing and that is what we are practicing with this exercise okay then we have done pretty much everything that we wanted to do there is one thing left and that is going to be a handful of stalls now in an ideal scenario you would start practicing that before you do your touch and goes but with an instructor next to you you can really do that okay then let's start heading back towards heidiabuzone where we departed from and do our and um bring our lesson to an end okay passing a thousand again climb power 24-24 like this and the fuel pumps can go up perfect all right and that is pretty much all it takes in order to fly uh private Comanche so once we're over the water we are quickly going to do a little bit of stalls and that is really going to be it there so storm well we're going to do two different scenarios one of them is flaps up the other is Flats down you can do both power on and power off but for our training scenarios today we're simply going to do power off stalls finding up to two and a half thousand feet well let's actually make it three thousand because when you are doing stall exercises you want a little bit of altitude below you so on the first indication of a stall which normally is the light over here you would obviously just lower the nose thereby reduce G loading and that is going to get you out of the stall pretty much immediately indeed provided that you didn't trim the airplane for a store the moment you let go of the control column you will normally be out of it in the past there used to be some rules that for store recovery training with the flaps up you should not lose any altitude or sorry with a flaps up you shouldn't lose more than 100 feet over the flat down you shouldn't lose any RC that rule has been abolished because the exercises to safely leave the stall area and that is all that counts if you can minimize the altitude loss okay but there have been too many cases where people crash because they pulled secondary stalls and we absolutely want to avoid that Okay so I'm going to reduce my power 2100 RPMs and let's go 15 inches manifold and just about trim our airplane out for the present conditions of flight let's see where it's going to stabilize okay looks pretty stable to me all right very nice then let's go ahead and reduce Thruster idle that's the gear warning on you here there and we are just about going to maintain level flight you will feel how you need more and more elevator when you're in slow flight only use the rudder in order to keep directional control do not use the ailer arms as that can introduce a spin okay we see the stall warning light pitch down power and be careful multiple the secondary store that's it okay let's do the same a little bit more aggressively this time this time I'm gonna pitch it up 20 degrees uh idle and this is what happens if I just keep the nose up see how gently it stores so lowering the control coming back to neutral and we are right out of this door okay that's about as easy as it is so let's do the same with the gear and the flaps reducing speed a little bit okay gear down close multiple flaps second and third idle pitch down however be careful not to pull secondary store and here we go that's as easy as it is to recover the Comanche all right you're up flaps up and that is all our exercises complete so power we set 20.6 at 2100 RPMs pretty much what we have now so let's return to hide the Boozled for our full stop alarming we are rather close already so for that reason I'm going to reduce my power a bit normally when you're doing a normal true slide you would just keep the truth power for your descent as that would make your life a lot easier okay let's do a thousand feet a minute we really don't want to do much more at an altitude in Boozled is 800 feet and we are going to fly around a couple of the wind turbines so it's quite a spectacular approach seeing how close you actually get to those wind turbines a final word here as we did a lot of flying in areas close to the shore and I know that flight numbers do like flying close to the Sea so when you do that try to avoid overapplying the coastline below 2000 feet altitude the reason for that is that below 2000 the risk of a bird strike increases exponentially and birth strike in these aircraft really are not good things you can't avoid them anyhow then do try it okay going right over the dike down here and that means we are past the shoreline so let's continue our descent so our Airfield is just over here and we are going to join the right and downwind which is just to the north of the wind turbines that we see over here but remember we should not descend into the downwind so let's just about turn off track a little bit more just to be sure that we do not accidentally fly into anybody continuous descent approaches after all are a thing for airliners not for general aviation okay before we land let's use a little bit of copied there to get rid of any icing that might have built up okay this looks about right to me the diamond is over there let's go down to 800. if the speed under control hey the downward goes between those wind turbines and the little city over there and we now have everything inside we now know we aren't crashing into anybody we are good to go okay then field is over there we are at the pattern altitude I left the speed bleed off like so a little bit of power maintain the 800 feet and then we're established in the right hand down Lane we're going to fly past the um wind turbines over there and then we'll go in like this pretty much okay I want to see a perfect traffic pattern now and indeed this is looking all right we are at 800 feet we are at the speed we want to be so let's reduce a little bit further that we can extend the landing gear okay get down flaps into the first notch maintain pattern altitudes and when we are clear of those buildings we are going to turn base in between here hey can slowly start our descent just gently oh flaps full pump on and that's it okay over there is our field 90 miles is what we're looking for okay let's turn final that would be nice if we could actually see something there we go okay her altitude looks good our course looks good nice all right we are established oh everything stable trim it out and we are close enough all the power all right we're down I'll let it roll all the way to the end I don't think I'm going to need any breaking here and indeed I don't as you decelerate the plane keep an eye on your power you don't want the engine to go much below 800 RPMs even though it can but it's a bit better for the engines to keep it at about a thousand okay Runway is located let's clear the wrong way completely get the entire point off like so and then let's quickly stop in position in order to run the after landing items hey after landing checklist flaps up Strokes Off fuel pumps of mixture Linux required I am going to lean this a little and trim to neutral here we go okay then blood's taxi in and when we're on the parking position we are going to cut it down and that is going to conclude the tutorial I surely hope that you learned something on this look very much looking forward to read your comments and I'm sure that there will be some great suggestions as well as to what I can improve on lifeline and I am really looking forward to seeing you fly in the Comanche I believe I'm probably repeating myself but I can't overemphasize it enough how how great of an airplane this is okay let's park it over here and then we'll just push it into position okay break set let's get to the shutdown checklist Park set radios off then transponder of avionic Master of master switch off throttle closed mix job idle cut off magnetos off control wheel secure good totally knows close tie down secure shutdown check is complete so very quick word here on the shutdown when you shut the airplane down then you absolutely want to cut the mixture before you turn off the magnetos the reason for that is that any remaining fuel in the engine is going to be burnt off if you stop the engine by turning the switch off but have the mixture still on then you simply cut the ignition but there will be remains of fuel in the engine now imagine what would happen if somebody would turn the propeller create a little spark inside which might ignite the engine for a second and just turn the propeller a couple of rotations that can easily cost you your arm or your hand so be very careful that you always cut the mixture first and the Magneto second all right so that is our flight completed now let me show you a quick thing there to go to the controls and put the tow bar in position like so then we can now tow the airplane so park and rec obviously needs to go off for that but now by just using my control wheel I can actually push my airplane that's quite cool isn't it and that's the reason why I just about stopped on tax away instead of trying to fill myself into the parking position here so that's quite cool and using down elevator on my control wheel right now and a little bit of failure on and that is how I'm steering it in okay pretty much like so are we clear yeah we are well clear might even just tilt forward a bit again all right that looks about good to me perfect and that's it so that is pretty much the standard flying procedures in the activism Comanche I hope you learned something today do let me know in the video and comments below and I'm very much looking forward to see you all again on the next one in the meantime enjoy your flights and build up your skills flying this airplane it absolutely is worth it it really is so do check this airplane out it is an absolutely great one to fly I would like to thank you very much for joining hope you enjoyed it if you did do let me know in the comments below leave a like to the video If you really liked it and subscribe for more thank you for watching and I see you all again on the next one finally if you really love the channel I would appreciate a small donation through the buy me coffee link that you can find in the video description below alright then see you all on the next one

Channel: A330 Driver

Views: 31,144

Keywords:

Id: BBTcWQw7fcc

Length: 88min 41sec (5321 seconds)

Published: Fri Jul 21 2023