What is the name of the song in the last 10 minutes? I really like it but can't find it anywhere.

65% power, leaning to peak is ok at any altitude per Continental.

Slip 4:05; skid 4:48

In a slip a lot of the lift function goes to the side of the fuselage so there's less load on the wing and thus a lower stall speed. In a skid the side of the fuselage if anything lifts downwards and raises the stall speed of the wing. You can do an insanely steep slip by starting from a power off stall and putting in full (top) rudder and bottom aileron. Steer with the elevators. If speed builds up the nose isn't high enough.

Thank you for your esplaination. I have a pretty full understaneidng now even without having practiced the use in my C172 yet.

Tod Shulnet said something else but it was based on his own interpretation, glad John asked the FAA. Did my private with John, he retired before I was ready for the rest of my ratings.

Pushing Tin😂

DOPE VIDEO!

You said "lean to peak CHT" but then later said EGT. I'm assuming you meant EGT?

So easy to understand, I will definitely try it

right rudder always needs attention as well as the focus point in different phases of flight. after a student has a couple of hours in the pattern i like to explain that you could fly the entire pattern all the way up to touchdown with left foot flat on the floor. even in a coordinated climbing right turn you still only need right rudder to hold the proper bank angle. i start by flying the pattern once and after getting estabished on initial climb with the pitch trimmed for Vy t take my hands off the yoke and put my left foot flat on the floor holding both hands up in the air and directing attention to L foot flat on floor. at 400' agl still touching nothing but R rudder i let off just enough to establish a perfectly coordinated climbing L turn. at pattern altitude still not touching the yoke i gently reduce the throttle to let the nose slowly come down slightly above level to where the VSI goes to zero. as the plane accelerates to about 80 i back the power off another 50 rpm or so to stop any climb as the nose rises from the acceleration. abeam the numbers start to reduce power add some flaps to conteract the pitch up moment. at this point i point out that i still have not touched any control input other than right rudder and throttle. my hands are still plainly visible to support this fact. i remember impressing even a 2 or 3 thousand hour alaska 135 pilot with this demo as i was doing a tailwheel endorsement for him.

“Approach, say again slow.” USAF

I recently started leaning aggressively on climb. I noticed oil temps at 225-235. So I’m not leaning as aggressively now

Did my PPL many years ago with a DPE who was a former World War 2 pilot that flew Hellcats. He made the checkride more of a learning experience. Best checkride and $400 that I ever spent!

Here's a spin from a slipping turn: kzbin.info/www/bejne/eHyZZ4KLpdmZgKs

I don't recall any Inst calling for more right rudder. Maybe my C150 doesn't need it? I explore AZ from the air looking for old mines to visit on the ground. I back off power and trim just above stall speed to have time to see what's down there. I don't recall using right rudder as I mush along just barely maintaining altitude.. Perhaps it's a muscle memory action that's instinctive after thousands of times. I'll pay attention to my rudder next time I go air prospecting.

How dumb are people going for their pilot's licenses that they don't know to look at the horizon out that window....why do you think the window is there

90% pass rate and high or low accident rate doesn’t matter. FAA doesn’t want to see examiners give that certificates away. I had an instructor who told me the they wouldnt even pass with those complex questions I had to answer. This dude was over kill. Every maneuver perfectly in standards with perfect instructional communication. If one of those weren’t adequate he’d end the checkride with a NOD. There are some examiners who want to help flight schools prepare their candidates for success. The problem occurs when they bring in an examiner who has no relationship with the school.

I know I'm late, but thank you for sharing this story

Who separately logs time in the pattern? A lap in the pattern is only 3-5 minutes anyway and if it's at the destination then negotiating the proceedures/altitude/runway-size/freq/right-left pattern of an unfamilier airport is really the purpose of an XC. (Along with some flight planning [really ground work] and some nav equipment practice[can be done locally].) My general rule is one log entry per engine start. Though there are a few minor exceptions like no entry if the flight was aborted before takeoff, or if I wan't to make XC flights to multiple airports chained together (each over 50 from the last) I will break it into multiple entries and do a full stop taxi back to note the hobbs and maybe shuffle nav-logs and charts.

Nice explanation of maneuvers that just don't get enough attention during training. I was looking at other videos from other instructors that also provided nice explanations, and I added some clarifications. I'll add those down below. Not to correct anything, because your explanation is perfect. But to add some depth so that anyone interested might gain some additional knowledge concerning the aerodynamics. Many instructors explain that "fuselage blanking the wing" causes that wing to stall". Not true (OK, indirectly slightly true). Exceeding stall AOA is what causes the wing to stall, and blanking doesn't change the AOA. What actually happens in a SLIP is that the high wing usually has down aileron (to hold that bank angle due to yaw and, yes, "blanking". But mostly yaw-roll coupling). The down aileron changes the local chord line so that area of the wing now has a higher decalage angle (difference between chord line and longitudinal axis of the fuselage) and thus, a higher AOA. And the low wing has up aileron and a lower AOA. Opposite with a SKID: low wing is usually kept from over banking (due mostly to yaw-roll coupling, and a little blanking) with down aileron, so the low wing stalls, and the plane rolls upside down. Stalling in the pattern is bad, period. A slip is a bit more forgiving because the high wing stalls first and the plane rolls towards wing level, giving you a little more time to correct the situation. It also reduces the load factor and as a result, AOA. Stalling in a skid, everything gets worse real fast. You've seen airshows where the Piper Cub does a "flat turn" keeping the wings level and using full rudder to "skid" around a 360 degree turn? Well, that's about the only use there is for a skid, and leave that to the pros. To clarify some of the above aerodynamics: Yaw-roll coupling, or "proverse roll" is a result of the wings dihedral. When you yaw the plane and cause the relative wind to shift from on the nose to one side or the other, the forward wing sees a higher AOA and the trailing wing sees a lower AOA, thus the plane will tend to roll in the same direction of the rudder input (proverse). If you had anhedral (wings angled down, opposite of dihedral), it would roll opposite the rudder input, or adverse roll. These terms should be somewhat familiar since pilots should be aware of "adverse yaw" caused by differential aileron drag when ailerons are displaced when rolling (that's why airplanes have rudders to correct this, provided the pilots actually use the rudder). Anyone who is still awake, sorry about getting technical. Ben 26,000+ hrs USAF/Major Airline Capt/Aerobatic & Tailwheel Instructor/ CFI/II/MEL/Movie/TV pilot/Sailplane racer/Aero engineering and flight test.

I once had a controller "mock" me when I asked him to slow down. I found that intimidating as a pilot with less than 150 hours. This controller was NOT very professional. I was under the assumption that they are there to serve the pilots and help us. Someone in charge of these people needs to explain that our lives often depend on their service. Flying can be stressful enough without controller fast talk or mumbling! On the other hand, I have had some wonderful controllers who communicated very clearly and were most helpful to a relatively inexperienced pilot. Thanks for this post. It give me hope!

This sounds like a nice and fair DPE. I want one that is friendly and not one on some high horse That makes me get nervous and mess up my flying. the Oral seems like the easy part. It's the flying potion.

This is a typical pilot explanation and it is incorrect. The inside wing (it should be called the upwind wing because it’s not inside anything) is not seeing “more of the relative wind”. In fact the upwind wing is seeing a higher angle of attack (or maybe that’s what he means?) which is why the aircraft wants to roll requiring opposite aileron. And no you don’t want to stall in this configuration because the upwind wing will stall first (it’s at a higher geometric aoa because the wing has dihedral) and it is effectively a spin entry. In a skid you also have sideslip and a yaw rate so you also have an asymmetric flight condition and if you stall, again, one wing will stall before the other and you could roll off. Stalls need to be performed in coordinated flight to avoid an inadvertent spin entry. The ball needs to be centered.

I took mine at 35 lol. But I’m a little different. Heavily involved with aero and physics

I find students wearing glasses struggle with landings, the ref. is hidden by the glasses frame, or even blurred.

Isn’t that John Ewing? So sad what happened to him I’m the last few months

I know...'everyone has heard it all' but I'd like to share. My check-ride was with an examiner that was so seasoned that he was used as a model for a catalog that sold stuff in the early 90's. He, at the time was 30 years my age and I'm 70 now. I remember three distinct things. He asked an never exceed airspeed of my rented plane(I rented and flew a Cherokee 140) should not exceed. I told him I have seen this(speed) a million time and I have always said(to myself)...well there is a speed I will never see. So I didn't care but told him once in the plane. My second issue was when he instructed me to fly 'S' turns along this reference line on the ground. I entered the 'skill set' and about 30 seconds in, I see another plane that's coming from the other direction, right at me. I told the examiner, I'm out of here.He saw that as a first. Lastly, I am asked to perform a short-field landing as my home field. On my first attempt, he blurts out, "if you hit this above 70 knots...Grrrr. I excited a 'go-around' and nailed it. I so love aviation.

How is 58 hours "low time" when the FAA only require 40 hours??! I've trained some excellent pilots that took their checkrides at just over 40 hours and sailed through their checkrides. (40.3 was lowest....passed easily.)

Finer points, indeed! Thanks.

Thank you for this. I study decision-making. The best decision is often a rule that lets you get away without making a decision. If there's any question, and you're completely equipped, and trained go safe.

For new pilots (or anyone) about to take a checkride, failing the checkride is not the end. I failed my PPL oral first attempt a little over 11 years ago. I was devastated and so disappointed, but I got right back into training and studied harder. Not only did I pass the next attempt, but I haven't failed another checkride since. I went on to earn my instrument rating, commercial multi-engine, commercial single-engind add-on, CFI, ATP with ERJ-170/190 type rating, passed 4 years of CQ and upgraded to captain, and I am now flying A320s for my dream airline. Go into the checkride knowing that failing it just shows you where to focus your efforts, and try again. Passing is ideal, but failing isn't the end. Good luck and blue skies.

Sir, can you add video of AC/ animation/ simulation of what you are telling. That will help us more to better comprehend. Thanks.

Thanks guys !!!

I’ve yet to have an instructor that shows up with a lesson plan.