Your method is what allowed me to pass my check ride when everyone else wanted to teach me something different. I'll never forget a CFI telling me that if you can hit your spot 60% of the time then you are ready for the check ride. It's no wonder that CFI has over 2,000hrs now and still no 121 job and still working as a CFI when they don't want to be there. Great job as always!
Thanks for the great videos. I have had discussions with several CFI's and one DPE on this maneuver. The commercial standard (CA.IV.M.S3) requires you to "plan a flight path to the selected landing area considering altitude, wind, terrain, and obstructions". The slips are for a transition to correct before touchdown. The way it was explained to me was to fly as normal of an approach as you can and apply the corrections when needed and creates muscle memory. I found this to be helpful practicing at Grove field (1w1) where there is a 5 degree glide slope where a greater sink rate is needed for a normal landing. I have found this to be a good practice when flying different airplanes that don't float as much at the 172's. That being said, in a practical and realistic situation when the engine stops, you do what ever is needed to get you back to the landing area. Keep up the great work!
Also in the Maule if it looks like I'll be short I can yank 1 notch (24 degrees) at the moment before touchdown to extend the glide to my target point. Then I can dump them if needed to set the mains down where necessary.
How come the first notch of flaps feels like it’s giving us a bump but the poh for c172 doesn’t mention flaps for max glide range? I’ve been thinking of this my last few practice flights and just heard it on your video
So this is just a temporary bump when it comes to extending a power off glide momentarily. This isn’t to be confused with extending your overall glide distance in an engine out scenario. Does that make sense?
Thank you. I'm working on my CFI and this will help me with my performance and my teaching. PO 180's and Lazy 8's are my nemesis. I especially like the idea of NOT using V best glide. That's thinking a little out of the box and I've not encountered that before. I fly a Maule and I'll practice less than best glide. That's a steeper angle of descent and I fly a tight pattern. BG is 83 MPH. Usual speed on approach is 70 MPH so I'll train with that. Thanks again!
So there is no reason you can’t do both. Sometimes you might find yourself in a situation where slipping alone isn’t going to be adequate. Or where S turns alone isn’t adequate. That’s why we have all three tools available to us and you should Be well versed in each. 👍🙌🏻
@@NorthwestAeronaut I just watched the whole video and now realize why you did that. Excellent excellent job. I really appreciated this. One thing I would add is what I tell my students about using an aim point and the vertical drift of the aim point and using that to adjust their various inputs. It’s a tool we use in sale planes all the time. We call it TLAR. The acronym for this looks about right.
Holidays? You mean Christmas? I didn't have a holiday in December - I worked a full schedule but I happened to have a few days off around Christmas to celebrate with my family.
Another thing I plan to teach this is not about the smoothest, softest touchdown. It's about position. Touchdown straight, slow, and on point. A thump still passes the DPE and would get your passengers home safe in an actual emergency. It's not worth the float for a softer landing.
@@NorthwestAeronaut I may have stated that poorly. "energy" is not a synonym for speed. Exchanging altitude for speed does not change your total energy. With power off or idle, energy is always reducing, there is no way to regain energy even temporarily; with the exception of an updraft or wind shear (Specifically shearing to increasing headwind for a finite energy boost.) The the rate of energy loss is controlled purely by drag (aerodynamic or brake friction).
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![Is the Hartzell Propeller Upgrade Worth It? Performance Test Results on Cessna 182! [Before & After]](/img/tr.png)
Your method is what allowed me to pass my check ride when everyone else wanted to teach me something different. I'll never forget a CFI telling me that if you can hit your spot 60% of the time then you are ready for the check ride. It's no wonder that CFI has over 2,000hrs now and still no 121 job and still working as a CFI when they don't want to be there. Great job as always!
Glad to hear it! Thanks man 🙌🏻🙌🏻
Thanks for the great videos. I have had discussions with several CFI's and one DPE on this maneuver. The commercial standard (CA.IV.M.S3) requires you to "plan a flight path to the selected landing area considering altitude, wind, terrain, and obstructions". The slips are for a transition to correct before touchdown. The way it was explained to me was to fly as normal of an approach as you can and apply the corrections when needed and creates muscle memory. I found this to be helpful practicing at Grove field (1w1) where there is a 5 degree glide slope where a greater sink rate is needed for a normal landing. I have found this to be a good practice when flying different airplanes that don't float as much at the 172's. That being said, in a practical and realistic situation when the engine stops, you do what ever is needed to get you back to the landing area. Keep up the great work!
Great, insightful comment and thanks for watching! 🙌🏻
Also in the Maule if it looks like I'll be short I can yank 1 notch (24 degrees) at the moment before touchdown to extend the glide to my target point. Then I can dump them if needed to set the mains down where necessary.
Absolutely. Same thing in just about any plane. Although the manual flaps almost make it easier 👍🙌🏻
How come the first notch of flaps feels like it’s giving us a bump but the poh for c172 doesn’t mention flaps for max glide range? I’ve been thinking of this my last few practice flights and just heard it on your video
So this is just a temporary bump when it comes to extending a power off glide momentarily. This isn’t to be confused with extending your overall glide distance in an engine out scenario. Does that make sense?
Loved the video and awesome to see you out of Twin Oaks! Im currently a student pilot out there!
Right on man! I’ll see you around I’m sure!
Thank you. I'm working on my CFI and this will help me with my performance and my teaching. PO 180's and Lazy 8's are my nemesis. I especially like the idea of NOT using V best glide. That's thinking a little out of the box and I've not encountered that before. I fly a Maule and I'll practice less than best glide. That's a steeper angle of descent and I fly a tight pattern. BG is 83 MPH. Usual speed on approach is 70 MPH so I'll train with that. Thanks again!
Why do S turns instead of slipping?
So there is no reason you can’t do both. Sometimes you might find yourself in a situation where slipping alone isn’t going to be adequate. Or where S turns alone isn’t adequate. That’s why we have all three tools available to us and you should
Be well versed in each. 👍🙌🏻
@@NorthwestAeronaut I just watched the whole video and now realize why you did that. Excellent excellent job. I really appreciated this. One thing I would add is what I tell my students about using an aim point and the vertical drift of the aim point and using that to adjust their various inputs. It’s a tool we use in sale planes all the time. We call it TLAR. The acronym for this looks about right.
Very cool! Appreciate that! 🙌🏻🙌🏻🙌🏻
Is that 7S3?
Yep!
@@NorthwestAeronaut Say my Hi to Peshrow
Holidays? You mean Christmas? I didn't have a holiday in December - I worked a full schedule but I happened to have a few days off around Christmas to celebrate with my family.
That’s certainly one of them! Glad you got a few days off with family. 👍
Another thing I plan to teach this is not about the smoothest, softest touchdown. It's about position. Touchdown straight, slow, and on point. A thump still passes the DPE and would get your passengers home safe in an actual emergency. It's not worth the float for a softer landing.
Exactly. Same thing specifically for the short field landing. Not that it can’t be soft and smooth, but we’re not TRYING to make it soft. 👍
Generally good flying advice but the constant misuse of "energy" and confusing kinetic vs potential is driving me nuts.
Not sure how I’m confusing any of that nor how I’m misusing “energy”. But I’m more than happy to hear more if you want to shoot me a message :)
@@NorthwestAeronaut I may have stated that poorly.
"energy" is not a synonym for speed. Exchanging altitude for speed does not change your total energy.
With power off or idle, energy is always reducing, there is no way to regain energy even temporarily; with the exception of an updraft or wind shear (Specifically shearing to increasing headwind for a finite energy boost.) The the rate of energy loss is controlled purely by drag (aerodynamic or brake friction).