Great video Rod. My instructor has always drummed into me, the stick or yoke position is the first give-away a stall is imminent. AOA is directly related to stick/yoke position. For example, if the stick is central or forward during the turn, the aircraft is not close to a stall.

Thank you for the laugh! If only Orange County… I mean, John Wayne airport was still that fun. Best, Jeff

LMAO!

You’re the best! I learned instrument flying from your training material in the 90’s and I haven’t killed myself yet! I also give pilots, “Say again Please” if they need it.

Maaaaaate, that was hilarious!!! 😅😅😅😅😅😅

Look at the bar opening hours in case you need a long self-debrief.

Thanks Rod! 😃

Do these best practices apply to flying my mother-in-law? Great video Rod. Thank you for your quality years of service while giving us a lot of smiles along the way.

I just see new video from you and instantly go like and comment. Always great to see you Rod.

Great stuff Rod! Apart from your KZbin content, I definitely recommend your books 📚 to my trainees too. Keep the good work up mate 👍🏽

Always great information. Thanks for posting.

I wish I had an instructor like yourself when I learned to fly in the late 70s. I have learned so much from your videos, etc. Thanks. (Australia)

Outstanding comedy!

Oh come on, Rod! You ended the video just when it was gettin' good! I've already used two exclamation points in this comment so don't make me return and use a third.

Great video!

Always love your approach to explaining things like this, over the years. Thanks, Rod!

Thanks, Rod!

I dunno. I think someone’s high school physics teacher buddy was given a gig at the FAA. It only adds terms that are just not helpful to piloting. I doubt anyone is going to be talking about kinetic or potential energy outside of a checkride. “Well Jim, your kinetic energy is a bit off, you see if you just….” Nonsense.

Good example, very important with a sick or dead engine. Engine problems dead or running come in high provided you know the tricks to lose altitude very fast. Maybe you can lead into how to get down quick.aka drag without gaining air speed. Flaps,gear,prop,cowl flaps,forward slips,etc…❤

You make it seem so simple, sir.

I know a student who on their Private Checkride called out the DPE when he "failed" her engine....she fixed it and pushed the throttle back in...he asked why, and she said because you didn't tell me you were simulating the engine failure... He was/is a great DPE and he laughed, and then made her deal with the "failed" engine.

Have to admit, I've thought about doing that to my instructor. LOL

Funny story! Love your books, you really explain things so that even a knuckledragger like me can learn!

gr8 vid mate

Memories in Microsoft flight simulator X your young and happy those days, now... Where did the times go?

Hi cap I have questions I am in IFR and I am confused a little bit and now I understand from your video that the important instrument for ILSis rate of descent and HSI and ASI is that right but for Rnav or RNP what is the primary thank you

Never understood why induced drag decreases in ground effect. Thanks to this video, I now do!!

That makes sense that AoA gauges are another heads-down distraction. Ideally, we'd replace it with a flight-path vector projected onto a HUD, but with the amount that glass cockpits cost, I'm scared to think about HUD prices.

Another benefit of dihedral is that it inclines the bottom surface of the wing fuel tanks, for more effective sumping of fuel contaminants and water (while parked on level ground). This is probably why high-wing designs bother to include a small degree of dihedral.

I suspect this is a contraction of the more descriptive terms: "controlled-movement area" and "uncontrolled-movement area". At least, that's how I justify it in my head.

Strictly speaking, is the ADSA, etc. for jets, or multi-engine planes in general? Wouldn't a multi-engine piston have reason to calculate aborted or single-engine takeoff distances?

This is fantastic

Excellent content. Some of these techniques are the same things that my instructor taught me so many years ago!

6:27 Finally! Someone addresses the elephant in the room of equal maximum lift, regardless of weight and/or g. In many cases, the entire fuselage might be considered a fixed-weight component (e.g. aircraft with wing-mounted fuel tanks). For a given lift force, a heavy fuselage with light wings would stress the wing roots more than a heavy fuselage with heavy wings. If we assume that the wing-root joint is the primary structural limitation of an aircraft, the ideal configuration for maximum maneuvering speed would be a light fuselage with heavy wings, so long as such weight/fuel is stored somewhat inboard (i.e. not tip tanks). An F-14 can safely carry 2 engines, 4 Phoenix missiles, 2 external fuel tanks, and some internal fuel on its fuselage, because the fuselage is wide enough to contribute a significant portion of lift, while also reducing the span of each (cantilever-beam) wing. Structurally and aerodynamically, such aircraft with lifting-body fuselages can be thought of as a hybrid between a conventional aircraft design and a flying wing.

Good stuff

Awesome 😂😅

Best explanation visually I have seen! Worth a look for sure. I will remember it on my next precision approach!❤️👍🇺🇸🛬

It says the clink on the link below to learn more, but there is no link below.

Rob should have his standup show at local airport 🤣

Hi, Rod. Can you please, make a comprehensive video about flying and Teardrrop and Racetrack course reversal NDB, including the V/S computation for a constant descent, please? Kindly.

A great way to see the relationship between mentor and mentee, with a good sense of humor 😅

Can listen to it over and over 😂

💯 Promo>SM

That’s funny

Thank you for this video. This is great! I'm still a bit confused about the ceiling of class G airspace. I thought it was 700 AGL around certain airports up to 1,200 AGL, but on this graph is goes beyond 1,200 AGL.

It never gets old... Love your stories!

So funny. I really miss seeing your talks at Airventure, etc... Your talk was always a highlight of my week there. I always used to flip directly to your article in AOPA magazine when you wrote for them. It was the first article I would read. Miss your wit, your humor and of course the education that you provided to make me a better pilot. Thanks Rod.

hahaha.... lol)))))))

😂😂😂 This is hilarious 😂 😂😂

Rod, you helped me get my private pilots license about twenty years ago with your great writing skills and illustrations. Sincere Thanks