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Cessna 152 Flight Training (startup, takeoff, landing, traffic pattern)



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- Brady Bigalke here,

I'm at Northeast Florida Regional Airport and today,

I'm going to check out a 152 and show you guys most

of what I have to do to fly a 152 and be a safe pilot.

I've got my Cessna 152 checklist ready to go.

Absolutely beautiful day, so I'm going to put this

GoPro on my head and give you a first-person view

of this flight, starting with the pre-flight checklist.

There will always be some paperwork,

and in this plane it's down here.

What you'll wanna do is make sure that all the papers

are current, and I'm not gonna get into all this,

but this is also the POH for this plane,

you need to keep that in the plane, so that's the handbook.

Flight plan, I don't need to file a flight plan.

Fuel is on.

If the fuel is not on, this lever would be up,

but it is down, so the fuel is on.

Control lock.

I'm gonna take the control lock out, throw it in the back,

turn the master on.

This is the battery, so I'm gonna flip that on,

and I'm gonna extend the flaps.

Check the flaps, make sure that they're working properly.

I do not need to test the pitot heat

because it is not equipped.

Now I'm gonna turn on all the lights,

alright, and I'm gonna come out here

and check my lights.

See the landing light is working, the red light is working,

got another one over here, it's on.

I'm gonna come around the back,

you can see my beacon up there is on, taillight is working,

everything looks good, the flaps look good,

and we can turn the master off.

Fuel gauges are another thing that you can check,

but you don't wanna trust those,

you wanna go by the amount of fuel you have.

You do not trust your fuel quantity gauge.

You should not have to rely on that.

Exterior summary, so,

we're gonna start with the fuel quantity.

We've got a stick right here, and I'm gonna climb up,

check and see how much fuel we have.

Stick this in, cover it up, pull it out,

and we've got almost eight gallons on this side.

Make sure that that's nice and tight.

Then I'm gonna do the same thing on the other side,

eight on this side, so about 15 gallons total,

to be safe, which is more than plenty to go up

and do a few laps in the pattern,

and that's all I'm doing today.

Quality of the fuel, I'm gonna use a fuel sump.

This particular plane has three spots,

and we are going to check, and what I'm looking for here now

is any water that could be in the fuel tank,

and if there is any water,

it will be separated from the fuel,

and you'll see a clear liquid in there that's separated,

and that's not good.

All you would do if that does happen,

is keep draining it until all the water is out.

I'm gonna come over here and check this side,

and then the other one is up front here,

right there.

Make sure that there's no water in there, and there's not,

then I'm gonna go back up and pour it back in.

We're gonna do the engine oil now.

Very important that we have enough oil.

Okay, and there's between four and five quarts.

This thing always feels like it's gonna break.

Anyways, putting that back down, inspecting the prop.

We're gonna make sure there's no dings or any cracks here.

Always be careful around the propellor,

treat it like a hot prop,

because there may be a hot magneto.

Calling inspection, there's a belt in here,

I'm gonna pull on it, make sure it's nice and tight,

and also make sure there's nothing in here

that shouldn't be, like birds' nests.

For the exhaust, I'm just making sure there's no cracks,

and that it's not loose.

This is the stall horn up here,

and I'm just gonna make sure that nothing is obstructing it.

Surfaces and controls, so I'm also gonna untie here,

and then I'm gonna go onto looking at the aileron,

and I'm making sure that there's nothing broken in here,

and everything's working properly,

there's nothing cracked, right?

Nothing loose, bolts are nice,

making sure that the elevator's working properly,

also the rudder.

Pitot tube and static ports on this plane are right here,

gonna make sure that this is clear,

there's nothing in there.

Static port on the 152 is right there, this little hole,

and that looks good.

Make sure the tires are filled up.

Untie this side as well.

Make sure that all the antennas are up there.

Got one, two, three back here.

Everything looks good,

and I'm gonna do a final walk-around now.

Walk around the plane one last time,

everything's untied, there's no tie in the back.

That makes the initial checklist

and exterior summary checklist complete.

Now we're going to move on to the interior,

and if I had a passenger,

there'd be a passenger brief.

I wrote down my hobbs and my tachometer time for the flight school

so they know how long I flew,

how long the engine was running,

and I'm gonna look at the circuit breakers here,

alright, make sure they're all in.

But at this point, this is where I would get in the plane,

so I'm going to put on the headset and we'll go from there.

Startup checklist, seat and track back lock,

the seat is where I want to be.

The avionics would normally be off right now,

but I'm going to leave them on

for the purposes of this video.

(mumbles)

Off.

Mixture: full rich.

Throttle: slight.

Prime: This plane has already flown once today,

I probably don't need to prime it, but we'll see.

I'm gonna check the brakes, now I'm gonna say "clear"

to make sure that everyone knows I'm about to start up.

Clear!

I'm gonna open the window, shut the door.

I already have my seatbelt on and my shoulder strap on.

Beacon's on.

(engine starting)

And she started right up.

And once she's started up, I'm gonna come down to

about 1000 RPM.

I don't need the mixture to be full rich when we're idling.

- [Man On Radio] St. Augustine ground,

Saratoga 51PG, alpha row to fuel, over.

- [Ground Control] Saratoga 51PG,

St. Augustine Ground, taxi via Delta,

and they just pulled away with the truck,

I haven't heard that it's ready yet but I'm assuming it is.

- [Brady] I haven't contacted ground yet,

so I can leave the radio off so that you guys can hear me,

but I did wanna mention, most of the time while I'm flying,

I will probably just let the ATC roll

and not be talking over it too much,

because I want you guys to hear what it's like

communicating with the tower,

and I wanna make sure that I'm not distracted,

and when they call my name, I hear them,

instead of missing it, so.

Won't do a whole lot of talking

once I start taxiing and flying.

But, a little bit at the right times.

I'm gonna check my oil pressure.

Oil pressure looks good right now.

Seatbelts, harness, flaps up, I already put the flaps up,

heat vent defrost, don't need any of that, live in Florida,

it's about 65 degrees right now.

Now I'm gonna check the ATIS.

I have my airport diagram here, by the way,

for St. Augustine Northeast Florida Regional.

The ATIS is 119.625.

- [ATIS] St. Augustine tower information Charlie,

1747Z,

winds 090 at 6, visibility 10,

sky conditions: 7,500 scattered.

Temperature 18, dew point 11

altimeter 3014

Instrument aircraft, expect a visual approach,

runway 13 in use.

NOTAMS

Runway 2-20 closed, VOR out of service.

ILS glide path and localizer operating unmonitored.

- [Brady] Okay, so I've got the ATIS,

I've got the information I need.

They say "charlie," and when I say "charlie" to them,

that means that I have the current information

that was just given to me.

Wind, 090 at 6.

Not much wind today,

and that's one of the reasons I'm going flying,

it's just absolutely beautiful.

My altimeter is 30.14

so I'm going to change that,

make sure that my heading is set to the compass.

Test the radio, so I'm gonna turn it back up

and just make sure that my radio works

when I hit the button.

(radio static)

Alright, so I tapped it, and it's working,

change to ground, which is 121.175

Now we're gonna test the brakes,

I'm gonna start moving a little bit,

I got over the wire there, and the brakes are working.

Atitude indicator, looking good.

Time to contact ground.

I'm also gonna request a closed pattern,

which means that I wanna stay in the traffic pattern,

so that ground knows that my intentions

are to not leave the airspace.

My instruments are looking good,

my oil pressure's still looking good.

Now remember, for communicating, it's who you are,

where you are, what you wanna do.

St. Augustine ground, Cessna 5165B.

- [Ground] Cessna 5165B St. Augustine Ground.

- 65B is at the overflow right now

and would like a closed-pattern, information, Charlie.

- [Ground Control] Cessna 5165B

runway 13 intersection departure B1,

taxi via B2 and B, verify it is Charlie.

- Taxi to 13, via B2 and B,

I do have Charlie, 65B.

The wind is at 090 right now,

so a lot of people need to remember that

even when you're taxiing,

you still need to fly the airplane.

You need to make sure that your ailerons

are in the correct position,

you can use the windsock a little bit for reference,

so right now, the wind's kinda at a 45 degree angle

coming from right behind me to the right,

and it's just something you need to keep in mind

as you're taxiing, to still fly the airplane,

especially on a windy day.

Make sure that your ailerons and your elevator

are in the correct position.

And that would be, when the wind's behind you,

you wanna pitch down, and away.

And when the wind's in front of you,

you wanna have the elevator neutral

and the ailerons into the wind.

Nice slow taxi out to 13, absolutely beautiful day.

I don't think it's too busy right now,

but Northeast Florida Regional Airport is actually

one of the busiest airports in Florida.

They have two flight schools here,

and this is where I got my private pilot's license

a couple years ago.

Right before we take off, I will do a run-up,

which is also part of the checklist.

There's a nice, big area over here for a run-up,

where I can also turn around and be facing into the wind,

very convenient.

I'm gonna turn around,

and now we're going to do the run-up checklist.

This is to test a few things,

make sure that everything's working properly.

So, brakes are set, fuel is on,

we're gonna have trim set to take off, trim is right here.

We're gonna test the flight controls real quick.

Alright.

Flight controls look good.

And I'm gonna put mixture into the best power,

primer is in and locked,

now we're going to come to 1700 RPMs

And check the mags.

The left one,

there should be a 100 drop, which there is,

now we're gonna check the right one,

100 RPM drop,

so I checked the left and right mag, they both look good.

Carb heat

There should also be a little loss of power with the

carb heat which there is

and we're gonna check the amps and the volts, look good.

Oil pressure - looking good.

And we're gonna come back to idle on the throttle.

Also, vacuum.

The vacuum was looking good, forgot to mention that.

And now I can taxi up to the runway,

to 13 and hold short,

and that's where I'm going to switch to tower

and contact tower to take off.

Now, pre-takeoff checklist,

flaps - 0 degrees, mixture - best power.

Carb heat off, and heading is to compass, still.

Gonna check my instruments one more time,

everything's looking good.

Also wanted to mention, at 1200, squawk 1200,

for flying VFR.

Now, pre-takeoff checklist, doors, windows,

everything's good.

Landing light, don't need it.

Strobes are on, and I'm ready to go.

St. Augustine Tower, Cessna 5165B,

is holding short of 13, ready for departure. (Should have said takeoff instead of departure)

- [Tower] Cessna 65B,

maintain runway heading,

I'll call the left turn for the pattern

Runway 13 intersection B1 clear for takeoff Cessna left downwind to base

- Clear for takeoff, 65B.

Left pattern.

So, here we go.

Full throttle

And we're gonna rotate.

We're headed right up.

November 65B left traffic at your discretion

Roger, 65B.

I was maintaining my upwind until they cleared me

to turn left, and now I'm going to turn a left crosswind.

Alright so, I am now able to turn toward my downwind,

I reduced the throttle to cruising speed,

[Tower] Cessna 5165B as you turn your left downwind you'll be looking for an Extra on the opposite side,

shouldn't be a factor just advise your traffic in sight

[Brady] 65B, roger, looking for traffic.

I got em, 65B.

- [Tower] November 65B,

follow the Extra number 2 runway 13 clear touch and go,

- [Brady] Number two, clear touch and go on 13,

65B

Just passing midfield now, on my downwind,

the altitude of this pattern,

pattern altitude is 1000 feet at this airport.

My instruments have been looking good

and I'm gonna start my descent.

Fuel's on,

Carb heat

I'm gonna bring that on,

and I'm gonna reduce power to 1700 RPM,

and I'm gonna put 10 degrees of flaps down.

Start to slow down here a little bit.

Now my number 1 traffic, that I'm landing after,

has touched down.

So now I am turning base.

Carb heat is on

And I'm gonna go down to about 15 degrees of flaps.

Starting to descend here, on my base.

Altimeter is set, instruments are looking good,

heading is still looking good,

I'll give it a little more throttle into this turn,

getting a little slow,

very important to not stall out when you're turning.

So now I am on a final for RW13.

And I've been cleared for touch and go.

I'm gonna touch down, and take right back off.

Coming right over US-1 here.

State road, US-1

Let's see if I can get in a little ground effect.

Nice, soft touch down.

Flaps up, carb heat in.

We're gonna take right back off, full throttle.

[Tower] November 65B mid-field call, what's your request?

[Brady] 65B is mid-field for touch and go.

[Tower] 65B runway 13, clear touch and go

[Brady] Clear touch and go on 13, 65B.

Overshot that one.

That's okay, plenty of time to line up.

I'll start to reduce power.

Work my way down to ground effect, and wheels down.

Flaps up, carb heat in.

Gonna do one more lap.

[Tower] November 65B at the midfield point make one right 360, report re-established on downwind

[Brady] At midfield, will make right 360,

re-establish downwind, 65B.

So I've been requested to make a right 360 right about now,

then I'm gonna go right back into the downwind.

Alright, so I'm now re-entering the downwind at about 45 degrees.

Not quite 45 degrees, but they want--

[Tower] 65B you're looking for traffic on a 2 mile final, advise when you see them

Roger, looking for traffic, 65B

[Brady talking to Tower] I have the traffic, 65B

- [Tower] November 65B you have traffic on a final number 2 runway 13, clear touch and go

- [Brady] Okay, number 2, clear touch and go,

65B, acutally would like a full stop.

- [Tower] 65B, that's fine, the traffic is still on a final. Number 2 runway 13 cleared to land, November 65B

- [Brady] 13 cleared to land, 65B

Making sure that they have me, I see them.

I'll keep my eye on those guys.

Alright, so I'm doing a full stop now.

Like I said, busy airport,

haven't been able to talk very much during this flight,

which is fine.

Oh, nice and bumpy.

Alright, we'll do one more landing here, call it a day.

This'll be a full stop.

Looks like there's a couple planes at that first exit

so I might go down to the next one, we'll see.

Just pulled the power, carrying a nice ground effect,

landing nice and slow.

- [Tower] November 65B,

turn right B2, then contact ground.

- [Brady] Right on B2, I'll contact ground, 65B, thanks.

Alright, I have put the flaps up,

and this is the point where I'm gonna open the window

if I want, or open the door.

I'm going to switch to ground, which is 121.17

Bring my mixture out a little bit.

St. Augustine Ground, Cessna 5165B is at B and B2 to taxi to overflow

[Ground] 5165B St. Augustine Ground taxi straight ahead to overflow

[Brady] Straight ahead to overflow, 65B

Alright, I've been cleared to taxi...

Back to overflow.

There's a lot of construction going on

at this airport right now so uh,

they've got a runway closed,

and usually the flight school has their planes

up at the front.

Right now, this is called the overflow parking,

which is where they've been staging a lot of the planes

while they do all this construction.

It's a mess up there, but when it's done,

it'll be really nice, in the next couple months.

A brand new asphalt, they had to redo a bunch of pipes.

Nice, smooth flight.

One thing I was trying to mention,

but it was really busy on the radio,

is when you have a crosswind,

I'm actually coming in crabbing.

It's tough to explain, I will show it in a video sometime,

but you're actually angled a different way

than you're moving,

cause you gotta angle yourself into the wind,

and then toward the end,

as you're getting closer to the runway,

you're gonna use your rudder and line up to the runway.

It's kinda wild the first time you see it,

when you go fly and you're on final

and you're coming in crooked, you're like,

"Whoa, this is crazy."

A lot of people don't expect it.

Alright, where should I park this thing?

I'll park it right in between these guys.

Get this baby turned around.

Alright, now...

(mumbles)

Now normally, I would turn the avionics off here,

but for the video, again, I'm just gonna leave them on.

I'm gonna bring the mixture out.

Now I'm gonna turn the mags off,

and then the master battery off.

(engine powering down)

That was great, thanks for sticking around.

Hope you guys enjoyed seeing a little bit

of what goes into flying a 152.

It's fun, it's a really good machine to know how to fly.

It can teach you a lot, most of my time is in one,

and I also really like the views.

I just went up in a Piper Warrior, with a low wing,

and you just don't really get the same view,

and when you're flying for hobby purposes

and sightseeing purposes, it's nice to have a high wing

and be able to look down and see everything really well,

especially flying passengers.

Great flight.

Flight is good.

I'm gonna push the plane back now,

and get it out of everyone's way, stop talking.

After this, it's just writing down the engine time

that was used, control lock, put this guy back in,

that keeps the controls locked,

so the plane's not going all over the place when it's windy,

put chalks down on the tires, which I don't need to do,

and then of course, tie it down,

so I'm gonna tie it down.

The pitot cover would normally go on the pitot tube,

but I don't think there's one in here.

Sometimes with flight schools,

you don't have all that stuff.

And then just make sure the doors are shut and that's it.

Thanks for tuning in,

look forward to doing some more flights,

and happy to talk about anything aviation.

I absolutely love it, I just fly for hobby,

so if you guys ever wanna chat about anything,

let me know.