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

– 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 prep-passenger brief. I wrote down my Hobbs and my
Tach 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: flight. 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. (propellors whirring) And she started right up. And once she’s started
up, I’m gonna come down to about a thousand RPM. I don’t need the mixture to be
full rich when we’re idling. – [Man On Radio] St. Augustine ground, Saratoga five one papa go,
alpha row to fuel, over. – [Ground Control]
Saratoga five one papa go, St. Augustine ground, taxi to 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. – [Ground Control] St.
Augustine tower information, Charlie one seven four seven zero, winds are a matter of zero
at six, visibility 1-0, sky conditions: 7,500 scattered. Temperature of one
eight, new point one one, altimeter three zero one four. Instrument aircraft,
expect a visual approach, runway one three in use. (mumbles) Runway two twos are all closed,
they are out of service. IOS glide path and local eyes
are operating unmonitored. – [Brady] Okay, so I’ve got the ATIS, I’ve got the information I need. I say “charlie,” and when
I say “charlie” to them, that means that I have
the current information that was just given to me. Wind, zero nine zero at six. Not much wind today, and that’s one of the
reasons I’m going flying, it’s just absolutely beautiful. My altimeter is three zero point one four, 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 one
two one point one seven five. 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. Latitude 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
five one six five bravo. – [Ground Control] Cessna
five one six five bravo. – Six five bravo’s at
the overflow right now and would like to pay
closed-pattern information, Charlie. – [Ground Control] Cessna
five one six five bravo, runway one three intersection
departure bravo one, taxi via bravo two and
bravo, clarified as Charlie. – Taxi to one three,
via bravo two and bravo, I do have Charlie, six five bravo. The wind is at zero nine zero 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 one
three, 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 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… RPM and check the mags. I’m gonna turn off the left one, there should be a hundred
drop, which there is, now we’re gonna check the right one, hundred drop, so I checked the left and
right mag, they both look good. (mumbles) There should also be a
little loss of power with the (mumbles) which there is, and we’re gonna check the
amps and the volts, look good. Oil pressure is 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 one three 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, zero to three, mixture, best power. (ground control mumbling) Car-pete 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 BFR. Now, pre-takeoff
checklist, doors, windows, everything’s good. Landing light, don’t need it. Probes are on, and I’m ready to go. St. Augustine Tower, Cessna
five one six five bravo, holding short of one
three, ready for departure. – [Control Tower] Cessna six five bravo, maintain moment heading, (mumbling) – Cleared for takeoff, six five bravo. Left pattern. (Control Tower mumbling over radio) Oh, here we go. (mumbles) (Control Tower mumbling over radio) (propellors whirring) And we’re gonna rotate. We’re headed right up. (Control Tower mumbling over radio) (mumbling over radio) (mumbling) Roger, six five bravo. I was maintaining my upwind
and so they cleared me to turn left, and now I’m
going to turn a left crosswind. (Control Tower mumbling over radio) (radio static) Alright so, I am now able
to turn toward my downwind, I reduced the throttle to cruising speed, so that I stay at… (Control Tower mumbling) Six five bravo, roger,
looking for traffic. I got em, six five bravo. – [Control Tower] Number six five bravo, follow the extra number
two on the one three, quick touch go. – [Brady] Number two, quick
touch and go on one three, six five bravo. Just passing midfield now, on my downwind, the altitude of this pattern, pattern altitude is a
thousand feet at this airport. My instruments have been looking good and I’m gonna start my descent. Fuel’s on, (mumbles) we’re 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. (Control Tower mumbling over radio) Now my number one traffic,
that I’m landing after, has touched down. So now I am turning base. (mumbles) 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, we have a little more
throttle under this turn, getting a little slow, very important to not stall
out when you’re turning. So now I am on a final four one three. (engine whirring) I’ve been cleared for touch and go. I’m gonna touch down,
and take right back off. Coming right over U.S. one here. Big road, U.S. one. See if I can get in a
little ground effect. (Control Tower mumbling) Nice soft touch down. Flaps up, car-pete in. We’re gonna take right
back off, full throttle. (Control Tower mumbling) Six five bravo’s midfield
for touch and go. (Control Tower mumbling) Quick touch and go, one three. Overshot that one. That’s okay, plenty of time to line up. (Control Tower mumbling) (propellors whirring) (Control Tower mumbling) I’ll start to reduce power. Work my way down to ground
effect, and wheels down. Flaps up, car-pete in. Gonna do one more lap. (Control Tower mumbling) At midfield, we’ll make a right 360, reestablish downwind, six five bravo. I’ve been requested to make
a right 360 right about now, then I’m gonna go right
back into the downwind. Alright, so now reentering the
downwind at about 45 degrees. Not quite 45 degrees, but they want– (Control Tower mumbling) Roger, looking for
traffic, six five bravo. (Control Tower mumbling) (propellors whirring) (Control Tower mumbling over radio) I have a traffic, six five bravo. – [Control Tower] Nothing
in sight, six five bravo. (mumbling) – [Brady] Okay, number
two, clear touch and go, six five bravo. Actually, we’d like a full stop. – [Control Tower] Six
five bravo, that’s fine, (mumbles). – [Brady] One three
quit-il-am, six five bravo. (Control Tower mumbling) (beeping) (mumbling) 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. (Control Tower mumbling over radio) Like I said, busy airport, haven’t been able to talk
very much during this flight, which is fine. (engine whirring) 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. (radio mumbling) – [Control Tower] Number six five bravo, turn right bravo two, then contact ground. – [Brady] Right on bravo
two, I’ll contact ground, six five bravo, thanks. (Control Tower mumbling over radio) 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 one two one, one one seven. (Ground Control mumbling over radio) Bring my mixture out a little bit. (radio mumbling) St. Augustine Ground, Cessna
five one six five bravos, at bravo two and bravo
to taxi to overflow. (Ground Control mumbling over radio) Straight ahead to
overflow, six five bravo. 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.

Reynold King

83 Replies to “Cessna 152 Flight Training (startup, takeoff, landing, traffic pattern)”

  1. This was great! My first lesson was cancelled due to snow one the runway and the hangar doors being frozen shut. Hope to really get stuck in once the weather gets better!

  2. Awesome video! I like all the detailed explanations, they are of great help as I'm currently training for my PPL on a Cessna 152 as well 🙂 Thanks!

  3. My introductory flight back on Sunday April 14th, 2019 was in a 1981 Cessna 152 here in Southern California. I didn't get the chance to talk to ATC though. They were surprised that I knew how to check the METAR.

  4. NIce video with the 152. Took a discovery flight earlier this week. Was so nervous or maybe just scared that I forgot why I wanted to start flying in the first place.
    Hopefully this is normal and will pass. Ultimately just want to fly for pleasure and take the wife along too. Different world from up there 🙂

  5. 45 years ago I had racked up 12 hours in a Cessna 150 and was ready to solo. But I couldn't pass my physical due to my eyesight (didn't have TWO good eyes). Now I am old and with a bad heart, but love videos like this to remember what it was like. Thanks!

  6. I'v tried a few types and on my 4th flight i'm flying the 152 as that's the type i'd be having the real flying lessons i have flown the 172N and PA28 how different is the 152 to fly compared to the 172N ( Flying from Barton EGCB nr Manchester UK ) as the 152 is what i'l be getting my type rating on Ta Andy…

  7. Nice explanation! I'm currently deciding should I take that step in my life. Loved the aviation and flying but that major step I didn't took yet. Ofc, PPL with Cessna 152 😀
    P.S. I love how the Cessna moves while idling on the ground. Must be really amazing feeling while seating on the left 😀

  8. You did an amazing job man for real ! Thank you so much that you share your experiences and knowledges. As a future student pilot, I want to see more of your flights ! God bless…

  9. And the second thing is, may I ask you what gopro you use and which settings ? Thanks sir! Have a great day.

  10. Great Video, What is the instrument and software you are using to display the airport diagram and position in the top left hand corner?

  11. Nice landings dude! I personnaly kick the carb heat in just prior touch down in case I need to go around so that I have full power and reduce number of actions needed during go around. Just my way of doing and not at all a critic! Nice job

  12. Im starting flight lessons next week because I finally got a job washing dishes. I cant wait. And all of my money is going to flight school. In the end i hope to buy a 172 of my own

  13. Even though I don't fly, I really enjoyed the video. We stopped in St. Augustine for a visit while traveling earlier this summer. Beautiful area. Wife just had to see the lighthouse there, so away we went. Safe travels. 👍

  14. Hi Brady, I'm a student pilot and wanting to film my flights, I want to be able to hear the audio in the video so may I ask how you connected the headset in the plane to the GoPro?

  15. So crazy seeing a hole in the panel where a cigarette lighter once was! Cant imagine smoking in a GA aircraft.

  16. Thank you Brady, I still remember all of it, like riding a bike, a great refresher from my flying day > 80hrs, well-done, look forward to watching more of your flying videos and travels too.

  17. Nice video! I'm a newbie and have started using Prepar3d with a C172 on my PC. Right now I'm boning out and practicing the preflight/cabin checklist, seeing how it's done (although in a different C-model) in real life is really cool. Thanks for sharing!

  18. This video is a pure gift ! Cristal audio and awesome video quality ! Will start ATPL Integrated program next week ! Thank you

  19. Good video….was the stall tab missing? also, with Masters On and doing a walk around to check lights (and the stall horn)…walk very clear of the prop…like 20' circumference!….safety first.

  20. Boy this brings back fond memories. I started my flying lesson in a Aeronca Champ when I was still in Junior High. I soloed in a 150 in 1967. I now have hundreds of hours in the 150 and 152. I went on to get my Commercial Multi-engine rating and owned two airplane in my time. A Piper Colt and a Cessna 210. I quit flying about 20 years ago. Now I don't think I could pass the physical. I'm 73 years-old now. I loved flying the 152. It was so easy to fly. Nearly brought tears to my eyes watch this flight.

  21. Is it the camera lens or your downwind is a bit too far from the runway? Can you glide that far should something happen?

  22. Just took my first Cessna 150 lesson flight yesterday. Your video was helpful for me to review procedures without the pressure of flying. Thanks. Great video!

  23. the video is moving too fast when you are trying to show the check list, will be nice if you go a little slow instead of rushing the info. TY

  24. buttered it. Contrary to other commenters, I'm looking forward to being a pilot. Your video really helped me clear some suspicions and doubts.

  25. Had my first lesson yesterday. It was also in 152. We did practice turns then 6 touch and go's. My fifth and sixth landing attempts (the first four were really just feeling the stick) were ok but a bit bumpy. Can't wait to do more by controlling the throttle etc.

  26. great video
    i am currently doing my ground study and cant wait to get my first flight
    your video gave so much info and motivation 🙂

  27. Like your video: I would like for you to call your airspeed and flaps settings on base / final to help students watching not to get too slow on the base to final turn… 🙂

  28. I learned to fly in Cessna’s 150 and 152 in Rotterdam, The Netherlands. Great training planes! After I got my PPL I was able to fly any small plane in Europe. High wing or low wing. Stick or yoke, it didn’t matter. Had very good instructors too!

  29. This is a pretty un-thorough preflight and I would not use this as an example. He goes from one side to another, is selective in what he checks and seems nonchalant about important systems and serious about unimportant systems. I'm not saying this plane isn't fit for flight but based on what he did here I wouldn't like to go up with him. My instructors would have failed me on a preflight check observation if I did what this guy does.

Leave a Reply

Your email address will not be published. Required fields are marked *