You can still access much of my old content: playeur.com/c/IFlyCentral/videos

@@iflycentral what!?!?! where was this for the past couple of years lol, glad to see it back I enjoyed your content!

@TBrownProductions it's always been there. Even since before, I took it off YT.

@@loddude5706 I avoid mushrooms.

@@iflycentral I fry them in butter : )

@SMcda manifold pressure is an option. I didn't have the sensor included as my sundowner is fitted with a fixed pitch prop. If I had a plane with a variable or constant speed prop, I would have added it.

@@iflycentral gotcha, thx for your response

@@13aceofspades13 I haven't heard them called that, but I wouldn't doubt it. There are often multiple names for such things.

@@13aceofspades13 I'd say so. : )

@PappaBear_yt I'm doing well. Have the same job still. I've been wanting to get some a2a footage of the fireworks for years now. This was my first opportunity where I wasn't working and the weather was good.

@@iflycentral Looks awesome! Just wondering if there weren't bigger fireworks in your area? On your video this one seems to be a smaller one. Is 7/4 being not big thing in US anymore or...? Almost none of yt content creators from US that I follow even mentioned it. 🤷🏼🤔 If you don't mind me asking.

@PappaBear_yt there were some bigger ones, however, they were in restricted airspace. Could see them in the distance but couldn't get close enough to film them. This one was close by and easy to film.

@@iflycentral Oh, yes - that makes sense, I forgot about restricted airspace. Thanks, bye!

They have been archived to my Utreon / Playeur channel. The link is in the description if you are interested.

@@iflycentral Ah I see. Cheers

I fly downwind at 2300 rpm or less and pull the throttle to idle before the base to final turn.

​​@@iflycentralso on your base and final you have the throttle at idle all the way to touchdown? I was always taught to set throttle to 1800 once I beam the numbers.

@AaronB1979 I was trained to pull the power to idle. It's one of the reasons why I fly such a tight pattern. If you fly a wider pattern, you will need the power to make the runway.

We don't really do that here. We typically use flight following if flying CC and use the altimeter setting provided by atc for their sector. Otherwise, we use the nearest AWOS setting. Breaking 10k isn't something we do regularly with the Sundowner. I've only done it twice. Once for this video and once crossing the Appalachians.

Thanks for the information. Didn't know that. We usually stick to ground QNH when flying through mountains. Can you remember the highest density altitude you managed with the Sundowner?

@@archer494 Not off the top of my head. I think it was over 2000 feet this day. It gets hot here in the summer. It's not unusually for my airfield at 216' MSL to experience a DA OF 2,000' or more in the summer.

Older video of my landing at a grass runway: kzbin.info/www/bejne/mmqap5trl82mercsi=9TqwoKuxuaG8Rw4p I do indeed make that approach at around 60kts.

I'm happy to help. Write back and let us know if these techniques work for you also.

Got it figured..at least for now..just letting it bleed off more airspeed in the flare before touchdown.

Thanks.

Thanks Barno.

@@iflycentral My pleasure fly boy!

Where've your gaming videos gone? Another dumb question, why do you pull back on the yoke immediately after touchdown?

Gaming videos: utreon.com/c/IFlyCentral Aero-breaking and reducing pressure on the nose wheel.

@@iflycentral I see, been some shifting going on. I can see how raising your elevators would help with both reducing mechanical braking and loading on the front wheel. Thanks mate.

You're welcome.

Standard on the Sundowner as far as I'm aware.

Yes. Under the tools tab is the "eLogBook", however, I use an old-school physical log book, so I've never actually used the eLogBook feature myself. Looks like it would be easy enough to use, though, if one wanted to.

@@iflycentral I use both, the Garmin pilot log book automatically logs your flights then afterwards I go in and enter them in the the paper log book

Here's hoping RID gets gutted for its useless at some point. Thanks for the info.

Constantly planning for the unlikely event of an emergency is the only way to survive when it actually happens. If you're prepared you aren't surprise.

Thanks. It's a bit of a niche topic. I recon it could still save someone some headache if they are getting into one for the first time.

Wow. I thought for sure you had seen this one. Well. You have now, I suppose. :D

Glad to hear it! They are fun little planes once you learn the quirks. Same could be said about almost any plane really, but the puck suspension is an oddity. Mooney has a similar suspension system on their planes.

It is confusing that they basically have 2 apps that do the same thing to begin with. For one to be free and the other to be so expensive though is diabolical.

@@iflycentral I was wondering, how practical it is to use a stand-alone GPS device in a plane nowadays, compared to say iPad or a mobile phone? Do they still make those? When I was in high-school (mid 90s) I got a task to make a report on such Garmin stand-alone device and it was said to be state-of-the-art for that time period. Albeit, back then there were no mobile phones and tablets, let alone high-speed internet. 😁

@PappaBear_yt the panel mounted units are still a necessity for instrument operation, however, they are hardly necessary for VFR navigation these days. Theoretically, you could have an EFB (like one of these apps on an iPad), paper chart back-ups, and a compass and be considered legal for VFR day time navigation in the US.

@@iflycentral I see. I suppose that the iPad is just more versatile then? (As in: you can carry it with you.)

When you consider the fact that the data being used is already paid for by tax dollars... yeah. They are literally just using publicly available data and repackaging it in an app that makes it easier to utilize. I mean... I'd be willing to pay 20-50 bucks a year. I kinda chafed at 109.99, but 209.98 a year was too big of an ask. Especially when they are also producing another app that does it for free.

I fly a tight pattern, so I make a power off base turn once I see the end of the runway appear just behind my trailing edge from pattern altitude (1000' AGL). You may want to modify this a bit depending on your level of familiarity and comfort with the plane. My typical approach: Rounded power off base to final at about 85 knots indicated CLEAN, once I turn final and know I have the runway made I dump full flaps, trim is set such that I need to apply only slight forward pressure and cross the fence at about 70 knots indicated, round out about 60 knots indicated and don't look at the ASI again for the remainder of the landing, normal flare but hard back on the yoke just as the mains touch (not before & not after). Even if you bounce on the mains DO NOT try to lower the nose. That will result in crow hoping / proposing down the runway as the plane bounces backwards and forwards on the pucks. Best way to counter a bounce on the mains is to add just a little power and then bring the power back out as she settles onto the runway. One thing to note: My plane has the tail weight STC. I've never flown one without the tail weight personally, however, I've been told that adding about 50lbs to the baggage compartment has a similar effect to the tail weight. I'd suggest finding a nice long runway to practice my technique to reduce your pressure while practicing. That way you can aim for the thousand foot marker and not worry too much if you come short or go long of the mark. Because of how the plane is trimmed for this technique, you MUST be prepared to push forward on the yoke in the event of a go around. That would be especially true of your 200hp Super III.

@@iflycentral Thank you for this! I'll be out this week doing some pattern work and will try what you have shared. I haven't seen in my logbooks if I have the tail weight STC, but I do have about 45lbs of ballast in the cargo area. By the way, I live in Asheville. I see you're in NC also. I tiedown at Rutherford (KFQD) close to AVL. Again, thank you!

Just an heads up. I realized others might have the same question you did, so I turned my answer into a video: kzbin.info/www/bejne/fWqnY62GrNeKjbs

@@iflycentral I just watched it! Great job and thanks!!

Per my mechanic: Lycoming says the engine can handle a maximum CHT of 500 for 10 mins without damage. So the mid 400s for climb out isn't a problem. Would be a totally different story for a continental.

@@iflycentral Thanks for the video! Normally temps in the 400s aren’t good even on a hot day. But I guess with an O-360 180HP that extra 20HP bump from the O-320 makes it run hotter + it’s carbureted so it’s normal. For reference’s sake I have an IO-360 200HP and even on the hottest day I get around 330F on all 4 cylinders in cruise ~2,500’. Can easily hit 290F up at 10,000’. Do you cruise climb? If I had this I’d be cruise climbing as soon as I’m at 1000’AGL at around 90 knots for better cooling. The cooler your engine the longer it’ll last, maybe even past TBO if you treat it right. Thanks again for the awesome video!

I was running an action cam with no zoom feature. The one "zoomed in" shot I did have was a crop done in editing. Simply a matter of equipment limitations.

@@iflycentral I get it, no problems. Still a beautiful thing to watch. 👍🏻

Precisely. An abundance of caution will allow me to be an "old pilot" some day. : )

Thanks Ace. It's quite the learning curve working with real cameras and their limitations. I hope to improve over time.

No. Paint still has issue, but it doesn't stop me from flying.

@@iflycentral That's the spirit! 👍🏻😉

Best time to fly. Cooler temps and beautiful landscapes.

Wondershare Filmora auto enhance. : )

Nice! That would be neat to see. No castles here in NC. Guess I could have flown toward the Biltmore estate. That's about the closest thing to it here.