Transitioning from a High Wing to a Low Wing Airplane | Explained

Hey guys what’s up it’s Jon from and today we’re going to be talking about a really interesting topic.
A lot of people have questions about this one. It’s what’s the difference
between a high wing aircraft and a low wing aircraft. So how does moving a
wing like three feet lower to the ground really change how the aircraft flies and
you might be kind of interested to hear what the answer really is because a lot
of people think that just by moving the wing down makes a huge difference it
kind of does and kind of doesn’t so we’re going to walk you through all the
characteristics of how that really affects how the airplane flies. We’re going to
look at a couple different airplanes like Moonies Cherokees Sierra’s Cessna
172s and kind of walk you through each one. The different characteristics of how
they fly and the different characteristics of how the wings are
built. That’s what really affects how these airplanes fly more so than just
the location of the wing on the actual aircraft structure. Okay so the first thing I want you to
notice is we walk up to this regular old 172 is how flat the wing is. Basically
how little dihedral there is knowing it’s relatively even all the way across.
It’s not tilted up or tilted down. Next thing is we walk around the side here.
Take a look at the width of the wing relative to the length of the wing. So
basically the aspect ratio of the wing. Is it really long and skinny or is it
really short and fat and then we’re going to go ahead and walk into the wing
root here and look out down the wing and notice how the wing root is angled up
more in the wing tips. The wing tip is tilted down a little bit with a lower
angle of attack. Lower angle of incidence and the wing root has a higher angle of
incidence so it’s a higher angle of attack as the aircraft’s flying along so
those things all couple together really determine the differences in how the
aircraft’s going to fly camber dihedral ratio and the angle of attack are our
main things that we’re going to be talking about today so hopefully you
know the definition of those four terms but if you don’t we’ll do a quick review
here. So first thing dihedral we’ve got a nice flat wing here in our Cessna 172
and if this wing happened to be tilted up a little bit more we would say it had
a lot of dihedral. And what the dihedral does is ultimately when the aircraft’s
in a bank it’s going to make it want to write itself and go back to wings level.
We have all that vertical lift trying to tilt the aircraft back and this
horizontal lift contributing to the turning of the aircraft but as the
aircraft skids to the side it wants to level itself out just because the air is
pushing down on the high wing and not so much on the lower wing so that dihedral
contributes to stability in making the aircraft want to be wings level. So when
people think that oh it’s a high wing therefore it’s more stable because
there’s all that weight underneath it, well it just doesn’t need as much
dihedral compared to a lowing aircraft. So it’s top-heavy. It’s going to tip over
no simply by adding dihedral to the wings we can add a lot of stability and
make your craft fly straight and level. Just the same as a high wing aircraft
with all that weight slung underneath the wing. Now our next two key terms
camber and ratio can be really how thick the wing
is. Thicker wings can develop more lift at slower speeds but also generate
more drags. They’re better for slower aircraft. Thinner wings develop less lift
at low speed but they still develop lots of lift at high speed so they’re better
for faster aircraft. So you can still get lots of lift out of a thin wing just
have to go a lot faster to do so. Now in terms of ratio, ratio is really going to
be the width compared to the length of the wing. So when we have like a glider
with really long thin wings that can fly very high angles of attack and have a
very low stall speed shorter wings are good because there’s less drag because
they’re just pure less wing out there but they need much faster air speeds to
develop much lift and get above their stall speed. You’ll typically find short
wings will really sink at low speeds like a rock and an long thin wings will
tend to float a long ways float down the runway just a glider might where it can
just float in ground effect forever now angle of attack we’ve covered before in
previous videos but remember it’s the angle between the cordon line and the
relative wind so the angle at which the wing is meeting the air around it not
the pitch angle the aircraft but the pitch angle that the air is actually
meeting the wing at as it’s flying through the air so the difference
between the cord line and the relative wind so now let’s go ahead and take a
look at a lowing airplane so we’re going to walk over this Piper Cherokee over
here and take a look at how that wing is shaped different than our 172 so the
first thing to notice as we walk up here is how wide this wing is and it’s not
tapered at all it’s very short and very wide it’s very deep it it’s about
probably 4 feet deep and only a 30 foot wingspan compared to the 182 about a 36
foot wingspan also we’ve got a very thick wing all the way out to the tip so
the camber is the same from the wing root to the wing tip compared to 172
where it tapers off and the camber gets a little thinner towards the tip as we
walk out to the frontier you’ll notice there’s a lot of dihedral in the wing
the wings are tilted up much more compared to the 172 where it has much
Flattr wing so that he drools contributing to the stability it’s going
to require more aileron use in a crosswind compared to a 172 it has this
Hershey bar wing this other Piper challenger here to the right also has
I’d say Hershey bar wing where it maintains I camber all the way out to
the tips so the tip is trying to generate just as much lift as the wing
root and it’s not going to stall first there’s certain devices on here to
prevent that a it’s a short wing so there’s a lot of washout basically high
pressure coming from the bottom going to the top to lower the angle attack on the
wing tip there’s a wing fence on this airplane that helps stop lateral flow or
span-wise flow and that ensures that you have good aileron control all the way
through our stall or as your approaches stall rather than having to make changes
like twisting the wing like I do on the 172 we can look at this lowing airplane
a cirrus here and you’ll notice there’s still dihedral there for stability but a
little less so because they’re less concerned with stability on this
airplane compared to speed they want a little bit more speed so they have less
tae-hee drool there it’s a tapered wing so they have a nice thin wingtip out
there so it’s designed to go a little faster and to ensure that you have a
lure on control through a stall er as your approaches stall they go ahead and
they actually almost cut this wing in a2 and they have the wing tip at a much
lower angle of incidence so a lower angle attack as you’re flying along and
the wing roots and you’ll also notice these little silver triangle shaped
pieces of metal on the leading edge of the wing roots and that actually will
induce a stall at a lowering of a taxable force the wing or just stall at
a lower angle attack so you’ll get a buff it and you’ll feel the controls and
will also create a nose down pitching moment at the wing root before the tip
stalls so the idea is of the airplane approaches a stall you’ll still have a
lure on control you will be likely to go into a spin but the nose will drop down
and you’ll get the shaking in the airframe but you know hey let the
controls forward and let the nose drop to recover and lower the angle
so let’s just go ahead and talk about these different wing shapes for a moment
here between our series and our cherokee so the charity is got these short fat
wings that aspect ratio that the idea is it’s good for when you’re cruising at
high speed but it’s not going to want to fly at a super high angle attack does
you’re going to need a little bit more airspeed to get the thing flying now the
other caveat here is it’s a Hershey bar wing the same camber from the wing root
all the way up to the wing tip that means we’re calling for the same amount
of lift proportionally from the wing root as the wing tip so as we’re flying
along at a thousand feet we have high pressure air coming from the bottom of
the wing onto the top of the wing causing wingtip vortices we effectively
lose the last little bit of our wing tip let’s just say we lose a foot of that
wing well it’s a short wing it’s only a thirty foot wingspan so when we lose
that last foot of the wing proportionately we’re losing more lift
leaving ground effect in flying you know a twenty thirty fifty a thousand feet on
a Cherokee then the amount of lift we lose and leaving ground effect on
something like a cirrus with longer wings and a tapered wing so we’re
calling for less lift at the wingtip so when we leave ground effect in the
Cirrus and we have the high pressure air start to seek the low-pressure on the
top and effectively cut off that last little bit of our wingtip we’re not
losing as much lift so there’s not going to be as much of a noticeable difference
on a cirrus leaving ground effect as there is own Cherokee Cherokees can
carry a lot of weight and can take off and flying ground effect but a lot of
people have put four people on these little Cherokees that just can’t really
handle it and get out of ground effect lose that last foot of the wing so to
speak and have to pitch up to maintain more lift from the rest of the wing
increasing the angle of attack increasing drag and then they start to
slow down settle and they want up hitting the trees at the end of the
runway because they were able to get up flying in ground effect as soon as they
left ground effect the airplane simply couldn’t provide enough lift because of
that shorter wing so is one better than the other not really it’s just important
to realize that if you’re coming into and say like in a cherokee knee chopped
power and flair 20 feet it’s going to bleed off speed pretty quickly and drop
like a rock compared to if you fly that same cherokee down to a foot or two in
chopped power and flair well let’s get up float and flare much more like a
normal airplane much more like a cirrus or a 172 would because the Searson wants
them need to have that tapered wing where they’re not calling for as much
lift from the wingtip so the difference in the gain and loss of lift entering
your leaving ground effect just isn’t quite as noticeable as it is with
something like a Piper Cherokee so what’s a little takeaway here well if
you happen to be flying a Cherokee or short winged airplane at gross weight
maybe before you leave ground effects make sure you pick up an extra few knots
and accelerate the airplane to be wide before you climb out leave ground effect
so you know you’re on the front side of the power curve rather than getting on
the back side where you’re going to induce a lot of drag leaving ground
effect other things to look at here in our Cirrus is we have these fancy
leading-edge devices the idea is they’re going to keep us more safe by having a
lower angle of incidence with that split wing at our wingtip giving the aileron
authority throughout you know the approach to stall obviously if you stall
the entire wing you lose a luron Authority but the idea is that the wing
route could stall without the wing tips tolling and the pilot would still have a
lure on authority to keep the wings level and not hopefully not roll into a
spin although these airplanes do have a tendency to wind up in spins um
couldn t enough they have a parachute mounted to them so hopefully that can
help yeah there’s also these little fancy leading-edge devices here those
little silver triangle shapes things on the leading edge of the wing root and
the idea behind these aren’t actually induce a stall they actually cause flow
separation at a lower angle attack from the top of the wing to create buffeting
sooner so that the pilot will hopefully realize oh man I can feel buffeting
through the control sticking through the airframe I’m about to stall and recover
but throughout that whole time period hopefully he still has a laronne
Authority it also can cause a loss of lift from the wing route which would
hopefully cause a nose down pitching moment lowering the angle attack on the
airplane continuing to give you a lure on Authority with the low angle to tack
up the wing tips and hopefully recovering from the stall
they’re helping you recover from the stall by allowing the notes to drop down
on its own so that’s the idea with those little triangles on the leading edge of
the wing they don’t decrease your stall speed
sound like a stole kit it’s actually increasing the stall speed or lowering
the angle of attack at which the aircraft will stall or that part of the
wing will stall for as a safety measure now lastly the series has less dihedral
why do they choose this you know if it’s less stable why not bend those wings way
up well obviously when you bend the wings up you start to develop horizontal
lift even when you’re in flight than supposing each other so you’re
developing lift it’s not really contributing to anything when that lift
is just being vectored off the sides and not contributing to lifting the airplane
up so it causes more drag as if you’re causing if you need more lift to keep
the airplane in the air then you have more drag on the overall airframe so a
flatter wing is going to be less drag but you need some dihedral and a lowing
airplane just for stability sake so cherokee being a trainer they put lots
dihedral and make it very stable and a cirrus a little bit more
high-performance airplane they put less dihedral in because they’re looking for
some more performance out of the airframe now that we’ve looked over a
few different types of airplanes and covered the characteristics of what
makes them fly the way they do really based on the wing more than it being a
high wing or lowing airplane let’s take a look at a few more airplanes and make
some assumptions about the way they’re going to fly so we have a moonie with a
little bit dihedral in there for stability
it’s a tapered wing so thicker wing route than wingtip so we have more lift
coming from the wing route than from the tip it’s not very twisted there is a
slight bit of twist in there to give you a lower angle attack or lower angle of
incidence at the wingtip to help throughout the approach to a stall we
also have a leading inch device there on the wing route that’s going to help the
wing root stall first and give you that buffett and loss a lift to help the nose
pitch down or recover from a stall sooner so you’re going to maintain
aileron authority throw the stall as we come over here to a high wing airplane
we have another 172 to look at and same characteristics we have that angle of
incidence where the wing tip is tilted down on the wing Rupe is tilted more up
to give you more lift of the wing route also a higher angle of attack and a
stall that’s going to happen sooner there’s much less dihedral because
they’re really relying on the weight of the cock
in the weight of the fuselage to provide much of that stability to the airplane
so less dihedral there and you also have the tapered wing so you’re going to have
a little less pronounced difference between being in ground effect and outer
ground effects back over to another cherokee we have that Hershey bar wing
with the camber the same all the way throughout there’s no taper so there’s
going to be a pretty pronounced difference between being in ground
effect and out of ground effect it’s a shorter wing a thirty foot wingspan
compared to some of those longer thinner wings so it’s going to definitely want a
higher speed to get up out of ground effect and maintain a good climb rate
it’s going to have tendency to plow and drop at a steep angle at lower speeds
and although this one’s a little crooked you can kind of see the dihedral there
there’s definitely more dihedral net Cherokee since it’s a trainer and
they’re looking for stability and it happens to have one strut there that’s a
little low on the right side coming over here to our diamond it has wings they’re
much more like that of a glider that’s going to give you good performance at
high angles of attack it’s going to allow the airplane to float and ground
effect it’s going to take off out a ground effect very easily and it’s going
to be able to maneuver at lower speeds and higher angles of attack so it’s
going to have a slightly lower stall speed now it’s also a tapered wing with
that little winglet there so that should help with aileron Authority throughout a
stall and we can really notice here that aspect ratio very long wings not very
wide so it really performs well at higher angles of attack and if you come
in fast in this thing and get into ground effect you can expect it to float
for a very very long time because there’s very low drag on that shape of a
wing when you’re just floating along and ground effect it also has those
leading-edge devices that help produce a stall sooner so that’s really selecting
how far down span-wise they want that wing to stall at and also one other
important thing to notice here is we have a t-tail on the airplane so we
didn’t talk much about that but obviously with your horizontal
stabilizer in a different location where it’s not going to get hit directly by
the propwash as much there’s going to be less difference between applying power
taking it in or out as far as what kind of pitching moment you get since it’s
going to affect the trim tab less and affect the lift over the horizontal
stabilizers or less so we’ve looked at a few different
airplanes here and hopefully what you guys are beating to realize is that
whether it’s a high wing or lowing airplane it matters much more what shape
the wing is and what’s where leading-edge devices they put on there a
wing fence things like that really affect the way it flies far more than
just the wing ding three feet lower to the ground or three feet higher of
course the only thing that really changes when you move a wing high to low
or low to high is the altitude that’s going to enter ground effect at so
you’re going to enter ground effect slightly sooner in these lowing
airplanes but it really matters whether or not it’s tapered or it’s a Hershey
bar wing or if there’s twists in the wing for a different angle of incidence
is going to really affect how it performs how much aileron you need
whether it’s a normal landing or a crosswind landing and whether or not
you’re landing fast or landing slow how much control or authority you have and
how the airplane is going to respond to you so ultimately when you’re
transitioning from a high wing to a lowing airplane or a lowing to a high
wing airplane it really doesn’t matter what matters more is that you’re
transitioning from one airplane to another and just find a flight
instructor to go up with you explore those different characteristics before
you get into the airplane take a good look at it on the ground really examine
the shape of the wing that the designers have put in there and then you can begin
to make assumptions and expectations about how that airplane is going to
perform you can talk to your CFI about those before you go up so you really
have a better idea of what to expect from different airplanes when you’re
transitioning. Hopefully you found that helpful guys. If you have any questions
at all leave them in the comments below. Make sure you give us a thumbs up on our
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100 thoughts on “Transitioning from a High Wing to a Low Wing Airplane | Explained

  1. Dont care what anyone says, you are a super duper teacher/instructor on video, thank you for making all these, its amazing

  2. I think JFK Jr. crashed because he was in the low-wing Piper instead of the high-wing Cessna 172 he had the most experience in. I learned to fly in a Cessna and also flew high wing Piper Tri-pacer and then converted to Gruman Traveller and found the difference in spatial awareness acute because you can't look straight down at the ground!

  3. Does it sound crazy that I would actually prefer a high wing since you have doors on both sides? I noticed the low wings all have one door, and thats on the right so the passenger has to get out just so the pilot can get out. I hope i am wrong, because I saw a guy on here named Jerry that has a Cessna low wing with dial engines, and i like that plane but not the one door deal.

  4. The actual flying or piloting planes was always easy for me, it took very little time to learn any of them thus far. Now the legal side of things has always been very hard to learn, I just want to fly period.

  5. Ok so I fly a biplane which wing is creating more lift and a what time. It my understanding that while the lower wing remains in ground effect much longer then the higher one. So while in GE the lower is creating more lift until it’s out of GE then both wings crest equal lift?

  6. When I did my training I took up what ever was available on the day. Usually PA 28 or C172. I preferred the Piper as I liked the mechanical flap system. Although I also appreciated the Cessna's visibility factor.

  7. The main differences are in stability and visibility. A high wing aircraft has static stability as the lifting surface is above the center of gravity, but this results in poor visibility as the wing blocks the view in the direction the aircraft is turning. A low wing aircraft has marginal stability, as the center of gravity is above the lifting surface – the aircraft wants to turn over. That is countered by the wings dihedral raising the center of lift in relation to the CG, but too much dihedral lessens effective lift. The advantage is full visibility in the direction of turn, as the wing is down.

  8. New pilot in training here guys & gals. My goal is at the end of my training and finally get licensed I want my OWN plane. Sooo many choices. But I think I want a one and done purchase, something I can grow into not out of, so I'm setting my sights on a 6 seater plane. So with that said, and what I could swing for a down payment and financing I narrowed down my choice to a 1983 BEECHCRAFT B36TC BONANZA. Thoughts? Alternative suggestions? Thank you

  9. when looking from the wing the wing tip, you can see the washo-out and varying angles of incidence ( angle between the chord of the wing and the longitudinal axis of the fuselage). Using the term angle of attack ( angle between chordline and relative wind) can confuse new learners.

  10. Low wing is better so new pilots don't freak out by seeing how high they are. Low wings are easier to land without excessive float.

  11. Enjoying your instructional videos, well-considered content serving the purpose of helping to instruct the private pilots. Nicely done.Thank you, Sir! 🙂 Sharing! 🙂

  12. At first you say the Cessna wing is straight indicating no Dihedral but later mention is actually does have some. Technically, I believe theirs 3.5 degree Dihedral in the Cessna 172.

  13. Wing loading is also a fundamental variable that effects a planes handling and speed etc.
    Also it is called "Aspect Ratio", not just ratio 🙂

  14. High wings are better because they offer you better ground visibility, which I mostly use for targeted assassinations/bombing runs.

  15. Great video. At around 8:11 we see some flaps protruding from the wingtip of the cherokee. Are they retractable winglets?

  16. "Super Duper Flight Instructor"  Should be printed on your business card.  However, if you are flying a Gulfstream then you might leave any mention of being a "Duper" pilot.     Hmmmmmm.  Come to think about it, just leave out any mention of Super or Duper

  17. My first low wing was transitioning from C-152/C-172 to a 1968 Piper Arrow. I thought it was miserable because it glided like a rock & was difficult (at first) to land with it's short, stubby "Hershey bar" wings. Then I got into a Beech Debonair & Bonanza & found stability and ease of flying like I'd never experienced. I prefer the visibility of high wing, but those Beechcraft planes are so rock solid, maneuverable & enjoyable in all flight scenarios they're hard to beat.

  18. When I started my lesson I started  in a low wing. Then I went to a high wing. What i learned was low wings you had to fly all the way to the tarmac. I a high wing you land the last ten feet was easer, & dropped easer to the tarmac.

  19. Piper is a poor design?Wrong!I own a Cessna but flew a piper at all the most dangerous runways!St Barth’s I got my endorsement in a PA-28-161 Warrior!Excellent designed Aircraft in heavy wind and you can take care of ground effect easily!1100’ useable at that runway.

  20. Piper Poor Design?Wrong!Excellent Airplane in wind and can land short land in 40 knot xwinds and flys beautifully!I own a Cessna!Piper is a lot more stable!

  21. Interesting. Could you do an explanation of the effects of the different wing shapes in military craft?? Delta wing like on the Vulcan and B-58. The strange wing of the F-4 Phantom. The trapezoidal wing of the F-22. The wings of the F-15, F-16, and F-18. And, finally canard winged fighters like the Gripen. Then you can go into the wing shapes of all those WW2 aircraft. I think this is a very good topic. Thanks

  22. You say thin wings is for faster speed. YET, WW1 bi-planes had thin wings, and flew slowly. Why was that?

  23. Low wings great for flying in busy airspace/the pattern. High wings great for taking photos of the ground.

  24. My airplane is a shoulder wing with the wing tips 18" forward of the pilot. 30.5 ft. wingspan..19.5 ft. in length. Cowling slopes downward in level flight. Is level in 3 point landing attitude.
    My point is…all aircraft take some transitioning….or getting used to. Most can transition with little difficulty in a short period of time with a little more time for the conventional gear endorsement.

  25. I flying 172 and PA28. Both plane are great. But for my I prefer Cessna 172 are more security. The design the 172 is better specialty in stall. Other problem is cessna has fuel pump both piper hasn't. The only things piper is more controllable in approaching and faster.

  26. Excellent video, your understanding is good and I would like to kindly help it. Camber is not chord length nor chord taper nor wing planform. Camber is not angle of incidence or washout. Camber is airfoil profile curvature. Dihedral is not just about static roll stability but two more things: Pilots should understand aerodynamic yaw to roll coupling and how increased dihedral increases the effect of the leading wing seeing more AOA during yaw and producing proverse roll. 2nd, engineers would want you to know that dihedral is used to control dynamic roll center in the vertical axis to eliminate inertial yaw coupling. Yaw coupling is evident when a center of lift is vertically offset from the aircraft C.G. It gets worse with size, mass or wing sweep. This is why a B-52 has anehedral. Keep up the good work.
    – Thank you kindly for your patience.

  27. Camber does not refer to the thickness of the airfoil but rather to how much curve the airfoil has. The piper is closer to a symmetrical airfoil (less camber) and the Cessna has almost a flat bottom to the airfoil.

  28. 7:00 now I get that it can stall at different points in the wing. Tip stall is stalling not at the root first.

  29. You didn't mention a person's perception of build quality, an important factor to me. I've flown Tripacers, Cherokees and Navahos, and for me all the Pipers are like beer cans when compared to Cessnas, for one. I've also flown 140s, 150s, 172s, 182s, 206s, 411s (owned 2), and 421s (owned 4). My takeaway was the Cessnas were Cadillacs compared to Pipers. I'll stress that this was MY perception only, and others will probably feel differently. I also researched accident reports and found some wing spar problems I didn't like with the Pipers. Just more food for thought.

  30. A low-wing design adds a bit of a barrier between the fuselage and any ground cover should there be an "off airport excursion" into trees or rough terrain in an emergency landing situation.

  31. Thank you, it’s great to get these videos, everyone of your instruction videos is either a great refresher and with this video something I never was taught. Your videos should be wings credited

  32. I fly because I love the scenery, looking out of the window watching down to see the beauty of this planet.

    Soooooo I need a high wing 😀

  33. Does 2 or 3 wings do anything to the aircraft im talking about like biplanes or the german fokker with 2 too 3 wings on each side

  34. This is complete bullshit. High wing/low wing it all feels the same minus whether you want to see the ground ( high) or sky ( low).

  35. a video is worth a thousand words. if only you could hire someone for the animation this would be a pretty good educational video

  36. Basically when the wings are on top it is because the whole structure is built and therefore is suspended from the wings , including tracks for big bombs. In a low wing configuration the whole structure is built upon, on top of the wings. It gets not possible to suspend , to carry and to deploy big bombs because of the engineering of its skeleton structure. You need to perform a double load on the wings by placing the bombs bellow plus the structure on top. Also there is less room away from the wings for gates on the floor of the internal structure.

  37. Sorry, but you are crap at conveying knowledge.
    You keep on letting your preconceptions bleed through, you make assumptions about the audience bleed through, thereby further skewing your narrative.
    Example: 2:43
    "So when people think "oh it's a high wing, therefore its more stable because there's all that weight underneat it"
    THEY ARE 110% CORRECT, but the way you say it you are claiming that they are full of shit to think so.
    Yes, the effect of dihedral are as you say, but NO it does not make the preceding statements false!

    But that's not the worst, your very knowledge that you are trying to convey is WRONG.
    CAMBER is the difference between the top and bottom surfaces NOT the distance between them. I.E. the "Shape" of the aerofoil, not the "thickness" of it.

    Do yourself the favor of actually preparing a basic script and sticking to it, that will avoid duplicating info, like (7:05 , 11:15) where you repeat the exact same content about the inner wing stall strips.

    And in the end.. NOT ONE WORD about the most obvious thing, the different zones of visibility.
    Yes, it's obvious, but you will still be amazed at how many people do not adjust their turning and approach profiles, to compensate for when the wing will obstruct the bit of ground you are interested in.

  38. No difference I could ever tell. High wing is better suited for sight seeing. Started in a Beech, went to several Pipers, Bellanca, Aero Commander, then various Cessna models. I prefer Cessna if given a choice.

  39. Good morning, thanks for the valuable information that pleased me. Honestly, you are honest in your business. Of course I am very far from Yemen and I am curious to learn to fly despite my presence in the Middle East

  40. The video saying Transitioning from high winds to low wings, then you talk about stalling the airplane, 2. Issues. 1 the small Airplane is gutless in pulling power plus that design has now been in place before WW2 to now. It's out dated. To what you are saying the wings should be bigger plus 500 to 1000 horsepower V8 with super charger fuel injection and 8 propellers in a circle at 14 inches wide each and that would give you alot of serious pulling power it would be a lot harder to stall them small Airplanes. But add a transmission would be built for high R.P.M.'s on the propeller shaft. 1 to 1 ratio, first gear 1 turn on the crankshaft then 1 turn on the propeller shaft. 1 to 8 ratio. 2nd gear 1 turn on the crankshaft then 16 revolutions on the propeller shaft. 3rd gear, 1 to 24 ratio. 1 full turn on the crankshaft then 24 full turns on the propellers shaft. 4th gear, 1 to 32 ratio, 1 full turn on the crankshaft then 32 full turns on the propeller shaft. You that be something to fly with because you have speed without any problem. And you alots of power by a powerful V8 engine.😀🎈🎉🎇

  41. Dankie/merci FLY8MA. I recall flying from ZU (Zuid-Afrika) to Albion/UK. If you sit next to the wing it is difficult to see below. A High wing is better for inspection of the wing.(???) Also a high wing do not have the "V'-shape. Why? It looks like the high wing is small bit better.. The IKRUS C42 of Germany also with a high wing is popular in South Africa. You don't have them in the US? Next question: A standby engine? What do you do when of if your engine fail? I thinks it is the Cessna 262 that have a pull and push engines. In Europe they have an electric and gas engine in one. If or when the gas fail the electric will help.. Thank you for the informative video.

  42. More CFIs need to watch this video. I was use to Archers. Went to a 172 with a CFI. Didn’t get a good explanation of what the difference was gonna be. First time I went to land the 172 I seen the difference immediately. It took me some time to get use to it where I felt comfortable going up solo. Now it doesn’t bother me to go back and forth between them cuz I understand what they are gonna do. But if I would have got this explanation I might have been able to transition a couple of hours sooner.

  43. When I transitioned from the Cessna to the Cirrus, I noticed when I entered ground effect. It was a big difference to me to feel when it started to work and would cause float. Changed how I approached flaring

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