V1 Cut Explained

Joe Munoz explains how to fly a V1 cut perfectly!
www.1StepPrep.com
786-536-2002

[@dreamairlineaviationacadem9151]

Your Teaching Style is SO Easy to Absorb !!!!! WELL DONE

[@KumaranPilot]

The best v1 cut video I have seen

[@michaelstrasser156]

Joe! This video quite possibly saved my airline career. Coming from many years of round gage helicopter flying, I recently decided to change careers. Everything went well until I got to V1 cuts. I never got the “red screen of death” but my rotations were ugly to say the least. Bank angle warnings, terrain warnings, almost upset recovery flying my way out of the mess I created after rotation. They were nowhere close to FAA standards. Watching me struggle I received multiple advice from multiple people, all meaning well, but saying exactly what you mention in the beginning (2:00) “step on the ball, beta target, do this, do that….”. New to the glass cockpit I had no idea what to look at or do first. I was all over the place! I was desperate. I told my wife I might not make it. Trying to help she found this video online and sent it to me. Usually she sends me motivational videos, so admittedly I didn’t jump right on it. But late at night and seemingly out of options I looked at your lesson. I watched it 4 times that night. Went in the next day, stayed parallel, kept WINGS LEVEL (that was the main game changer} and did NOT pitch ABOVE the flight director, and everything else just worked itself out after that. Aced that session, then passed the Validation. Afterwards, I was a little surprised nobody else I knew at my school was teaching this because it made it so easy. Thank you so much! I am now a regional airline pilot and I have passed on the link to everyone in my class. Just wanted to share this feedback with you.

[@1stepprep]

Thank you so much for sharing this! It is feedback like this that truly makes it all worth it. I am thrilled you had a positive experience after this video and your sharing of the content is very much appreciated. Our mission is to reach as many pilots as possible. Once again thank you so much look forward to continued success stories from you!

[@CaptainMikeS76]

20 year rotorhead here also in a similar situation! just read your comment and can relate.. Got my Type but sweating my next 297 ride. Looking forward to putting this all into action..

[@bjohnatp]

Great video! Excellent teaching and instruction. This type of instruction I have found is lacking severely in a lot of training departments. I love the style of teaching and breaking each component down in very logical terms. I just finished my recurrent training in a E175, I have wanted to get my skills more dialed in per se on the single engine V1 cuts to Single engine ILS. I am simply not able to get any good teaching or instruction to do so. I am within the ATP standards , but I clearly know things could be more polished. We don’t get to practice this stuff but 1x a year in recurrent. I have had recurrent instructors who have tons of time in the sims, and its always “we will reset you back to a 12 mile final, let me know when your ready”. That’s the extent of the training or instruction. Thank you for being an actual “instructor” , “teacher”, and a person that truly provides the tools and the building blocks to have a solid foundation. I loved the video, one thing I just want to make sure I understand correctly, is that “Wings Level” is accomplished through rudder pressure correct? If wings are not staying level and the plane is essentially rolling off heading, then rudder pressure corrects that, while leaving the yoke, joystick, whatever you want to call it, neutral? Sometimes this might require less rudder input or more rudder, but bottom line keep heading with rudder input and focus at keeping ailerons as neutral as possible, while correcting with rudder input to keep heading? And of coarse using the yoke for that neutral wings level, and proper pitch attitude at all times. Again thanks for the break down of all the segments. The industry needs more people like you truly teaching pilots to be better pilots rather than sim resets back on final.

[@T0MaTOS]

Thanks Joe! Appreciate you sharing your expertise on B737 V-1 CUTS…SPOT ON!

[@1stepprep]

I appreciate you!

[@andrewferguson3535]

I’m an A320 TRI and this is excellent instruction. A breath of fresh air for the TRI community. Congratulations. I’m going to enrol in your instructor course. I’m in Australia so I hope it’s available on line. Thankyou Joe. 🙏

[@1stepprep]

Thank you so much, appreciate your feedback! 🙏

[@FlySafe1000]

Well done and explained. Great job Sir.

[@davidsmith6863]

Nice talking with you today! This V1 cut short example is EXACTLY why I will be enrolling in the year long video subscription that you offer. Your teaching approach is excellent. Thanks again.

[@1stepprep]

Great talking! Look forward to working together!

[@nicolaisss]

oh man, I enrolled on the A320 course and it truly helped, recommended.

[@T0MaTOS]

LOL! Your teaching style is amazing!

[@1stepprep]

Thank you! 😃

[@goose2300]

Love it - Thank you. Wish I could travel to your school and stay for a day - ground and sim.

[@DC9727737757]

Amazing explanation Joe!! Love it!

[@arminbeyg6608]

Awesome video as always thank you Joe🙏

[@1stepprep]

🙏

[@marcosainoza2788]

great instructor

[@1stepprep]

🙏

[@franciscofuenmayor4164]

Great tips

[@MrLegantWong]

Oh! Thanks for sharing the secret 😄👍

[@j.jayaprakash-l5u]

thank you capt

[@keithtolbert]

Joe, thank you for this video! I have an interview with a 135 carrier in two weeks and they require a sim check. I understand that it includes a V1-cut with no autopilot and no flight director. You kept saying in the video not to go above the FD. With no FD, how do I successfully handle this V1-cut? What should I pitch for? Is monitoring the airspeed now the key? The sim will be either a Challenger 350 or a Phenom 300. Thanks!

[@marseillest0623]

Sooo damn professional and clear lesson🎉

[@1stepprep]

Thank you, we appreciate your feedback!

[@faridahmady7988]

👌👌👌