Ok, let me answer a few points made above.
1) I am fully aware I'm not using a checklist in this video. This is not my normal practice. I had just recieved the camera in the post 30 minutes before and was desperate to try it out as I was going away the following morning, and the Sun was getting low in the sky. If I were flying outside of the circuit, I wouldn't have hesitated in using one, but as I was only doing 1-2 circuits, I decided not to use one. Admittedly I chose to sacrifice safety for conveinience
2) "
Controls: full/free movement in the correct sense" check???"
This check had already been completed before I got in the a/c, although I agree, for safety purposes it should have been checked again before t/o. I assume that as the piper control surface are controled via "mechanical" means, once tested they should not require double checking surely?
3) RE: "
I strongly recommend the shoulder belts be used" I agree too, but in the a/c we use they cut across your neck something terrible and cause a lot of discomfort while flying. In the video in question you see me wearing a hoodie so I suppose I have no excuse. I suppose it's a bad habit I've picked up as I usually wear low neck clothing while flying for comfort.
4) "
IMO you are placing excesive faith in the parking brake"
Good point. I suppose from experience I know they are quite effective in the a/c I fly, but assumptions cause accidents. Thanks for that one.
5) "
I like to squeeze on a little brake just as the aircraft starts to roll as you start the taxi to make sure the brakes are in fact working"
This is another good point, that I was once told by an old instructor that I once flew with. I remember him actually failing a student who was on a solo circuit test because he didn't do this. I did it a few times with other instructors but was told something along the lines of "assuming the brakes don't work once you've started taxing, just idle the mixture to shut off the engine...problem solved". Your point about our a/c facing the hangar though, will make me second think this again. Thanks.
6) "
When doing the runup don't rush. When you checked the carb heat it was only on for 2 or 3 seconds"
I was under the imrepession (as you've stated) that if there is no ice the RPM will drop. If I watch the RPM drop after 2-3 seconds and running smoothly, what else do I have to wait for? RE: the mixture. I was never told to check it, at least it's not part of our airfields checklist. I know how to, but it was never a requirement. Again, I guess it's the lack of a habit. I'll definately start checking it as you suggest, thanks again.
7) "
I want my students to verbalize what I call the "good engine" call on takeoff"
Nice idea, I'll give it a go.
8) "
IMO your flap retraction after takeoff was unnecessarily delayed"
I was taught not to retract the flaps until 550ft on QNH (300ft QFE). This obviously increases the lift the wings produce which is vital at low speeds. As the winds can be quite unpredictable at low levels, I was told that keeping the flaps down until reaching "a safe height", can reduce any unnecessary loss of lift if the wind rapidly changes direction or speed.
Thanks again everyone for the feedback. It is all apprecitated
