Great idea but unfortunately it isn't accurate enough. Class G at day more then 1200 AGL is actually 1SM vis and 152.

One thing missing is the exception for class golf, during night, within the pattern. Granted that's a fairly rare exception I'd imagine.

Per AIM the, what you call t;he upwind is the departure leg. The upwind is same direction as takeoff parallel to the runway similar to the downwind but on the other side

At 1:52 That should be called departure leg, not upwind.

can this be followed in australian airspace?

Troy: Smoothdraw 4

Great video, what software is this?

Well... its good but might be confusing if you try to do 11,000 MSL but less than 1200AGL. Using the flow chart, you'd get 5-1-1-1. But it's actually 1 COC or 3-1-5-2 for night

"the emergency extension lines do not in fact connect to the nose wheel's high and low pressure lines if you look at the POH" Not true, the POH is wrong. Check the maintenance manual or get a mechanic to run a borescope down under the heater. You'll see the extension lines.

the emergency extension lines do not in fact connect to the nose wheel's high and low pressure lines if you look at the POH, When the pump runs, the fluid actually moves around the outsides of the gear. It's unable to go through the middle as drawn because that is where the teeth of the gears connect while turning. Just sayin. No worries, good video otherwise

I like these videos. Thanks for putting them together. However, on this one the diagram on the right has the CG in the wrong place. The CG will alway be in front of the center of lift.. The way it is drawn, the lift vector is raising the nose, so the elevator would need to have an upward force for balanced flight. You should have the CG closer to the Center of lift but still forward of it. Your main point the the elevator needs to produce less downward force is still correct due to the shorter moment arm between the CG and CL in the diagram on the right as opposed to the diagram on the left.

So is the PA-44 opposite of the Arrow system? In the Arrow, loss of oil pressure flattens blade angle and increases RPM. Sounds like a loss of pressure in the PA-44 reduces the oil pressure and increases blade angle. Is that because in a multi the loss of oil pressure moves it to a feathered position to reduce drag?

I think this flowchart is very helpful. However, one part for class golf is missing: if you're 1200' AGL or lower in golf, regardless of MSL, day is 1sm/CoC, and night is 3sm/1,5,2 (see www.ecfr.gov/cgi-bin/text-idx?&rgn=div5&node=14:2.0.1.3.10#14:2.0.1.3.10.2.5.33)

Did you forget about the Pressure switch or is it just me? If anyone is wondering what pressure switch is, the use of it is to shut off the hydraulic pump motors automatically when the system hydraulic pressure is too excessive.

Is this flow chart valid for Canada? I'm an air Cadet and i'm having trouble finding any other flow charts.

Sure. Stay tuned.

Good call. Thanks.

could not get this to play might want to reupload \

He PrettyFly, you do a great Job on these diagrams. Could you do one on the Prop governer on the PA-44? that would ROCK!

My fault, not yours. Thank you very much, I'm fixing it now.

I think you missed uploading the power and DA discussion...unless i missed it somewhere

My target audience already knows this.

I think you need to be more specific, i get it, but it would be a good idea to let ppl know that the 3-5 degrees of bank must be made into the good engine, otherwise your theory of flight makes no sense.

Nice job explaining Vmc.