6:16 Vsse is safe single engine speed. NOT stall speed single engine intensional ...lol

The loud jarring noises are unbearable

This guys over talks too much. 😂 jeez. Let the dpe talk

Great instruction

This is a super useful review for just the regular Multi license, thanks guys!

Excelente video!

Your list of hypoxia symptoms lists “fornication” as a symptom. The actual word is “formication.” Fornication is sexual intercourse between people not married to each other.

You are going to really need to know all of this information in this checkride by memory.

Yes, it is required to remember the Day and night VFR instruments and equipment in 91.205.

You do have to need to know all of the Day and night VFR instrument / Equipment as stated in 91.205. This needs to be all closed book. You need to know all the items by memory for Convective Sigmet, Sigmet, Airmet.

I know someone who was issued a disapproval know knowing the sigmet.

Totally amazing!

I have mine this Friday and this video really helped me to feel more confident! Thank you

Just a small note at 22:55 - there's a spelling error in one of your symptoms of hypoxia (that, or an item from the mile high club chrcklist was copied over by mistake) 😉

25:15 Incorrect. Hypoxia is lack of oxygen to the *body not just the *brain.

This is a great video, but i dont think i have ever heard a DPE say: "very good". my experience is that they are more stern, bad cop kind of persona. though i appreciate the light heartedness, quite funny at times

They switched the systems up for the airspeed indicator and the altimeter. Airspeed needs pitot tube and static port and altimeter only uses the static port.

41:31 fly-by-wire

High performance at 200hp? Thought it had to have more than 200hp?

Would you be able to drop down this document that you are filling out. :) Thanks in advance!

Where would you weigh the CFI's skill and ability to stand up in front of your student and draw out subject matter on a grease board? What are your thoughts on this style of teaching vs sitting at a desk and discussing the subject matter like in this video. I' am not judging nor suggesting one is better than the other. Just curious what people's thoughts are on this? (Assuming you are teaching to just one or two students at a time).

I like how the candidate acts the role of an actual teacher. I've seen a lot of other mock CFI checkride videos where the examiner is just grilling the candidate on his/her knowledge. The CFI practical is not a knowledge oral. This is a "see if you can teach me" oral . See if you have the ability to "transfer knowledge". There really needs to be more mock checkrides like this where the emphasis is on teaching and not just telling. This is a test to see if you can be a teacher. You have already passed the tests that demonstrated you know the subject matter. Nice job boys!

Love doing steep turns in my flight school’s DA40.

What did you use to make your presentation on the iPad?

Wish me luck, Have my Check ride soon.

Love it

Complex has variable pitch prop, retractable gear AND flaps.

Pretty terrible VMC demo habits. PARE. Bring the power all the way back, neutralize the ailerons, and shove that nose forward. If you’re only bringing the power slightly back and “marrying” the engines you have a terrible habit forming for if you have an actual VMC stall spin develop. The ACS requires you to decrease the angle of attack during recovery. The VMC demo in this video is an automatic fail in a checkride.

7 Years now for valid aircraft registration. Part 47 Title 14 FAR.

Its soo anooying to see that the candidate is over speaking over the dpe questions . Very bad !

Registrations expire 7 years not 3

I've watched a lot of these mock oral exams on KZbin, and this is one of the better ones. If the student answers incorrectly, the examiner will say what the correct answer is. This is helpful! It is amazing to me that other channels (e.g., Gold Seal Flight Training) think an hour long video full of incorrect answers in somehow valuable to people.

29:38 He said the air on top of the wing and the air on the bottom are trying to meet up at the end. I was surprised to hear him say this as it has been debunked numerous times and is an indicator that the person doesn't understand how the wing generates lift. The air on top doesn't meet the air on the bottom, they aren't connected and the air doesn't have a mind to know what the air on the other side of the wing is doing. He seemed knowledgeable for the most part, but the "equal transit theory" is just wrong and he needed to understand the principles of lift generation better than that, in my opinion.

That’s what I’m talking about!! ❤ goals right there

Phenomenal resource, thank you! Genuinely!

i learned to fly at a podunk airport with no tower and THANK GOD no ATIS! my atis was a wind sock and my eyeballs looking around to see if i should take off or not. after close to 30,000 hours and flying everything from champs to king airs i have never even thought of writing down an ATIS and guarantee i never ever will! why on earth would a VFR pilot or even an IFR pilot EVER write down an ATIS? christ most of the time if i hear the letter to repeat back to the controller i'm happy with not having to waste my time listening to the rest of it. more than a few times i've tuned in at the perfect time to hear information alpha and turned it right back off thinking what a lucky day it is for me! if took my son to a flight school and they told him to write down the ATIS i would say come on son let's go find another CFI! I can tell already you have no clue how to land a taildragger xwind or not! i may need a drink now that you have annoyed the hell out of me with your worthless BS!

That hair! Wild thing! You make heart sing! You make everything GROOVY!!! hahaha!

hahaha!

Perfect song selection!! Love it!

I'm about to go in for IRA exam in a few hours. Do I have to take their CFII class to get endorsement to take the exam or can I ask sheppard air for endorsement after passing IRA?

43:03 CG is ideally slightly in *front* of the center of lift, as this placement of the weight allows for easier stall recoveries and to better assist the variable nose-up/down forces from the elevator with returning to a trimmed condition from a disturbed state FAA-H-8083-1A Page 1-3

Great job!

I love your videos, but I would love to also see you invest in some better audio equipment rather than just using the onboard mic to capture the audio. It’s pretty painful with all the room echo

1:08:39 hmmm I thought the fuel requirement is a takeoff requirement and you can land inside that fuel reserve. there is not landing fuel requirement or so I thought…. Can you clarify thanks!

Just for a little more info, Part 23 was overhauled and simplified in 2016-2017 and now the new part 23 being 23.2135c is much more vague. The standards for minimum controllable airspeed are now located under a completely different document, ASTM F3173-M23 and for some odd reason are behind a paywall. But to save some money all of the info in that ASTM document is the same as the old part 23.149. I explained that in my part 141 multi course to my examiner and got some brownie points.

22:51 fornication?

definitely could have bought new markers for this lmao

He mentions that he can have a photo copy of his required documents. But part 61.3 says you need a physical copy?

55:43 altimeter is only powered by the static system, NOT pitot-static

54:13 A standard rate turn is 2 min, to turn 180 degrees it will take 1 min NOT 30 seconds