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You are rotating at a way too high speed. A real C172 wouldn’t even reach it on the ground. And your airspeeds are generally way off around the pattern. Besides, you fail to perform a proper lookout as many other simmers.
Also, this C172 doesn’t have 15 deg flaps position.
This is incorrect. You aren’t supposed to multiply your Vso indicated straight by 1.3, otherwise you get 52 kts which is an unsafe approach speed. Instead, you must first apply a proper correction and convert the IAS to CAS.
As you can see, with flaps 10 it gives almost 11 kts difference. When you multiply 51 by 1.3 you get 66.3 kcas which you then convert back to around 63 kias and this is a safe approach speed.
I hope, sir, you won’t take offence and will make a proper notice. A person making a video they call a tutorial must know their aircraft.
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I’m applying back stick pressure well before lift-off, so if you have an issue with lift-off speed, please take it up with Asobo
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If I’ve learned anything from real world Cessna 172 pilots, it’s that everyone has their own opinion on correct circuit speeds
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And if there’s one thing I’ve learned from making Youtube tutorial videos for almost ten years, it’s that you don’t teach sim pilots stuff that isn’t going to get used. You’re wasting your time and losing your audience
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I’m referring to 15 degree flaps in general, not specific to this aircraft
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I’m quoting FAA numbers. Take it up with them
What if someone who watches this tutorial goes on vatsim and follows this: they aren’t going to have the best time,looking out is vital
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This discussion seems like it got a little personal - that is not good.
While it is true that we can fly any way we want in the sim, and will desire to help others after we have worked hard to learn to fly in the sim, the production of tutorials about proper flying really should only be undertaken with the assistance of IRL pilots of the aircraft used. There are a lot of different ways to fly and sometimes differences of opinion, but all pilots agree that first you should learn to fly from a CFI - Certified Flight Instructor (and preferably not a new one), and you will learn based on the Pilot Operating Handbook and the FAA rule book (in the US). For simmers desiring to learn to sim with a CFI, both IVAO and VATSIM have excellent, rigorous training programs.
As with everything on the Internet, use caution what you feed your brain.
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Hello, as with anybody trying to give tutorials or instruction, constructive feedback and discussion are a healthy part of the process. If you’re advertising services I consider it fair game, so if I may offer a couple pieces of unsolicited advice coming from a perspective of your objective to facilitate learning:
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Demonstrate this at an airport that is more simple. KLSE has three runways and to the uninitiated, it is difficult to tell on which runway you are performing pattern work. There is a lot of other visual stuff going on around the Mississippi River, versus the nice straight section lines used for visual orientation around a lot of other airports. LSE is also a towered airport, so irl pattern entries there are often whatever tower tells you to do. Keeping it simple will better illustrate your points and facilitate learning objectives.
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Orientation is often the most confusing part of traffic patterns. A mostly straight-ahead view with the time lapses isn’t really giving the learner an opportunity to digest what you’re doing. Visual aids are a good tool for this and it would help to combine your explanations with diagrams or a moving map and/or an aircraft breadcrumb trail that shows what’s going on from an overhead perspective. Perhaps use a diagram to explain the elements/nomenclature of the pattern.
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Check and explain your pattern altitude. Tell us why you selected 1500’. What might happen if we’re higher or lower than that? Where might we get information as to which altitude to use? There are opportunities here for understanding and insight without getting too into the weeds.
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This is a biggie - most instructors in the US will tell you to reduce power, add flaps, and start your descent when abeam your intended landing point on downwind. Waiting until the base turn to do so will most likely make you end up very high and fast on final, but also can cause task saturation during those critical parts of the pattern. Get set up and established on your initial target descent speed, configured and trimmed out while still on downwind. We usually add another notch of flaps on base, then again to full flaps on final, while hitting those target speeds (all of this is dependent on several other potential factors such as traffic and wind). Your base turn is also pretty far away. Use a 45° over the shoulder check to explain when to make that turn (again, dependent on weather, traffic, and maybe terrain).
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This is mostly a visual maneuver with occasional integration of instrument cross-checks. Get your head outside of the cockpit, scanning for traffic and picking out your visual references.
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Your turns, while well-coordinated, are fairly shallow and seem to be predicated on maintaining a standard rate on the TC. This might be necessary , again, depending on groundspeed and other factors, but many pattern turns are often up to 20-30°, with the notable exception of base to final, which should be shallower due to being in the region of reversed command and closer to stall speed - good job mentioning this.
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As others have mentioned, 1.4 Vso is a very general, rule-of-thumb reference. Use the speeds specific to the aircraft POH, if available. Part of the discussion could include how weight might affect our approach speed.
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Pretty good landing! Maybe include where we want to aim and what is considered a proper touchdown point or zone. You did a good job taking about the aim point, but maybe take another step and describe what it looks like it’s doing when you’re going to over/undershoot. I always want to hear the stall horn chirp just as I touch down.
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