CFI's.. Don't Do This & Aviation YouTuber Going To Federal Prison | Welcome To The Sky Podcast Ep.5
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- เผยแพร่เมื่อ 16 ก.ย. 2024
- In the episode 5 of the Welcome To The Sky Podcast, I talk about how NOT to be a CFI and the impact on a particular way of thinking in flight training. I also discuss a development regarding Trevor Jacob, the guy the aviation world condemned for his disgusting actions when faking an emergency.
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Help finding the answers. Had an instructor that I asked a navigation question. I was in a zero to hero program. And with a mortgage and a second housing loan. I was told find the answer myself or watch TH-cam. FYI. I stayed at the school and studied between flights. With other students. Watched videos. Paid for an extra ground school. And still was told I wasn’t doing enough. These instructors are taking money with out a product return. FAA needs to better watch this then care if someone was 480 ft from a building during a safe observation pass. Lew !!! Love the videos man. Been watching for years. Glad you’re back.
The biggest thing I hate about flight schools is the quality of service that students receive. I'm not saying all are bad but the amount of money students pump into them compared to the quality of instruction and level of respect their wallet receives is painfully and disgustingly low. Flight training is NOT about the flight school. It is NOT about the instructor. It's about providing a quality service and to create safe pilots. It's not rocket science. I'm sorry to hear of your struggles. Just know that there are some of us that actually care about you. Thanks for your support brother!
@@LewDixAviation I would like to say thank you though. I do know not all schools are the same. I will say that watch your video before going to flight school helped me ask better question for the things I didn’t understand. Even if they didn’t get answered. Keep up showing aviation what a CFi should be.
Also. I actually had this conversation with someone about the acs and power. The only reason is if you’re taking a test in a plane that do not require full power on take off. Aka. No Cessnas or pipers. It’s only there for the maybes.
Also. Hahahaha Trevor. Good.
Again. Love the vids. Glad you’re back.
@@thebigbilltheory4388good thing I practice stalls at 4000 ft still full power
Excellent content, Lewis. 46 years ago at 18, I earned my PPL from a ‘checklist instructor’. It created a scared, unconfident pilot, me. Three years later, I never flew again. Aviation has been my hobby and love for years but I partake on the ground. My loss. Too bad you were not the right seat instructor all those years ago; I still would have been ‘welcome to the skies’ all these years later. Silver Airways loss is our gain. Keep up the great work.
The CFI citing the acs should probably review the appendix page A-20 which states that reduced power settings in power on stalls are to prevent stall demonstrations at excessively nose high attitudes in high performance aircraft.
Thank you, thank you Lewdix aviation for sticking with the ideal of creating aviators, rather than airplane drivers! Your content is helpful for those of us on the road to becoming a CFI 💯
Thanks for your support 🙌🏻
Great podcast and video! Huge fan of your TH-cam channel. Currently working on my flight instructor ticket. Inspired by your content, I vow to train my future students for real-world scenarios, ensuring they're well-prepared beyond check rides. Thanks for being a role model in the aviation community. Keep up the fantastic work!
I’m so glad to hear that you enjoy my channel! Great to hear also that you’ll make sure you’re a good CFI! Good luck with it!
great podcast! Student Pilot here BUT I am a physician and teach medical students and residents. So let me say you have a great teaching instinct. I have learned over the years teaching very smart and aggressive medical students that they will push themselves beyond their attention span and ability to synthesize the data. You can see it in their eyes and you know they are tapped out. This knowledge has helped me during my training. I can realize when I am saturated and we can continue but the rate of return on learning is falling. Appreciate you man! EDIT: Being taught power on and power off stalls in the take off config and landing config respectively :)
Agreed. Awaiting skills test at the moment. During my training I realised my instructors were good people when we occassionally had those moments in the air and on the ground where you heard "this will not be in your skills test but this could help you one day...." Even when we are chatting and chilling back at Ops, they will be sharing experience and ideas for post training... skills to practice, introductions to other pilots and students to share trips with and learn from, options in aircraft ownership, etc etc. These FI's only get paid when the wheels leave the ground, but they take the time to share their passion and truly prepare you as best they can for life after the skills test. Keep up the good fight, sir.
That’s truly great to hear!
Awesome episode Lew! Fully agree, ACS alone is not enough and I‘m so glad you talked about this. I‘m an advocate of AQP style recurrent training for GA to keep the flight chops sharp after the checkride…
100% correct I had been doing reduced power stalls for years. During CFI check DPE says full power, departure stall and I had to take moment to wrap my head around it. I would never want to put my student in that situation.
Your instructors did not set you up for success unfortunately but you got through it and learned a valuable lesson that you’ll pass on to your students!
@@LewDixAviationCorrect me if I'm wrong, but in a takeoff stall on full power wouldn't you also get more yaw with higher engine torque? That would make a it much trickier situation calling for more rudder control. Another reason to do stall practice at full power.
Concur with your assessment on power on stalls. It needs to be full power, so the rudder coordination can be dialed in. The Cherokee Archer was really hard to stall as you’re pushing the vertical tape limits of the ADI. regardless, proper recovery without an inadvertent spin is more important than the ACS standard.this is the stall, spin issue on takeoff and go around that has to be totally dialed in to all aviators. We still lose too many pilots every year who forget this most basic of skills.
Thank you sir for sharing your mission and passions for the honor and opportunity to teach our future aviation community. After 15 years of teaching, I am always finding new ways to prepare my students. My students are averaging around 70 hours pre-check ride. Why is that? Because I provide double of the requirements for the PPL to my students. We go into the clouds and very often they will experience vertigo. Feeling and experiencing that is a life-lesson that is priceless. We also go out and shoot a PAR approach (start turn now, stop turn). This experience is invaluable to the student. We practice the impossible turn at altitude and like you when the conditions are right, do some. There is a disconnect that I have discovered very early of the verbiage used in ACS. The FAA has stated that the ACS is to increase aviation knowledge and proficiency (performing in a given art, skill, or branch of learning with expert correctness, adeptness, and being skillful). Not teaching slow flight to where the stall warning is activated, I feel is worthless. The stall warning is telling that a stall is still 5-10 knots above stall speed. Lastly, the point of learning a skill such as a power on stall, as well as in a turn, must be taught in a configuration of a full takeoff. That is what happens on every flight and if you are taking off at 65% power, you have a defective instructor. Great stuff sir.
Lew I'm totally with you on power on stall. you need to know what a stall at full power feels like. In the real world, real situations will not be a test.
Absolutely!
Well said brother, as always! I can't stand power on stalls. My first flight instructor didn't teach them well and my first one turned into a fully developed spin before he realized he was the PIC and I had no clue how to recover. My current instructor is a rockstar and has drilled the procedure in. FULL power, of course. They're necessary. Wish all CFI's could take a page out of your book. Keep it up!
Lewis, I could not agree more on your opinion regarding the power on stall. Unless specified in the POH for a specific make/model of airplane, you teach it full power as you are teaching a scenario and you know that if you teach-explain it wrong the first time, the law of primacy could contribute to a unsafe response as you pointed out. We CFI’s are teachers as well as safety ambassadors. I hold myself to high standards as I believe it’s that critical in making a prospective pilot a safe pilot. Thanks as always for your excellent content. I want to see you at the NAFI Summit next year.
Thank you brother!
This is great. I’m a new CFI with about 100 hours given and have a handful of dedicated students that I am dumping all of my concentration toward. This is a good reminder of why it’s so important that we take our job seriously and not just as a means to build time. BTW, I think you were a little too rough on 65% power guy. Looked and sounded like he was just stating a fact, not that he was recommending all students should be trained to do power on stalls at 65%. Unless I’m missing something I don’t see anything wrong with what he said
You hit the nail on the head with regard to the trading for the exam issue and it is found in more places than just aviation. Anywhere there is a standardized test or checkbox you will find it.
A couple of years ago, right after I was allowed to fly solo in my flight training, I was practicing slow flight and power off stalls. On my third one I guess I was not coordinated, so when the the plane stalled, my left wing dipped first and put me in a downward spin. My instructor and myself never practiced getting out of one, but we did talk about it. I remember PARE and recovered. It really scared me but it was a good learning lesson. I make sure the plane is always coordinated now 😊. At least my underwear was clean after that incident! Love seeing your videos.....keep up the good work
A good lesson in washing your underwear.. Your situation is why I think spin recovery training should be a bigger emphasis during PPL training. I'm glad you got out of it man!
Doing the bare minimum just to pass the test in aviation? Never heard of it until last week when that lady from TN wasn’t able to control her plane. Good job Lew…keep teaching your way. We all need it.
I was trained with full power stalls, however, being in the ACS book for weeks before my check ride, I brought this fact up during my check ride (right before the procedure no less) and my examiner said he had never heard of that and he wanted me to do it to his specification, which was obviously at full power. Once we completed the maneuver, he requested that I show him that information after we completed the ride. One omission that people overlook, myself included, is the statement "as assigned by the evaluator", that's the critical piece of information per that Task, you do whatever the evaluator requests of you, if they want a full power stall, you'll need to complete a full power stall.
I was doing power on stall practice and the plane (C-172) just would not stall without exceeding a 25-degree angle or taking forever to do so. Anyway, I asked my CFI and he said to also only use 65% power or else to stall the plane we would have to exceed the 25-degree angle of climb on the attitude indicator. This is all fairly recent. I am 60 years old and retired and decided to finish my PPL which I started in high school in 1980, and at that time, I never heard anything about exceeding a 25-degree angle, and all my stalls were done with full power. What gives? But back then we also practiced real spins and spin recovery, which I know is not required today, except for a CFI certificate.
Oh, and I love your channel. At first, I did not, then after watching more, I realized you are a very serious CFI trying to do the right thing, not just cracking jokes all the time.
I completely agree with you that the minimum requirements to get a ppl is not how instruction should be given. My son, who took lessons in college through solo and who flew for 10 years active duty AF and now with the guard and a major airline said to me during his AF flight training that he can not believe how anyone allowed him to fly an airplane alone on the civilian side with how little he actually knew and was taught. That is the essence of why the minimum is no where near enough and is only a guideline to expand on.
Love the videos and the Flying Eyes. I’ve bought 3 pair with your code including a pair for my son who loves them too.
Great stuff, Lew. Love the channel! I agree with practicing using full power in small trainers. That said, given a normally-aspirated engine, as density altitude increases, the max % HP available (compared to full-rated power) is decreasing, even with wide-open throttle (WOT). So doing power-on stalls at 5,000' is not exactly 100 (or 90, or 80) % power any way you cut it. For a perspective normal to some, but extreme to others, if you're doing power-on stalls in Denver at 3,000' AGL (8,000+ MSL), you won't produce more than 75% power (by the book). So pulling back much throttle at all altitude is going to be getting close to that 65% power pretty quickly. The only way we can measure that %(without a fancy gauge) is to use cruise power settings from the POH, anyway (which require leaning), so who knows how much power the folks who advocate for less throttle are really using. Could be less than the 65% floor in the ACS.
Again, this is not to say that we shouldn't practice it at WOT, but a power-on stall at takeoff at sea level, WOT, is going to be at quite a bit more power than where we practice them, anyway.
Yea man I suppose the better way I could have said it is the way you did. WOT. If you’re getting 65% power on a given day with a WOT and then set the throttle at what you think is 65% of that power, you’re closer to a power off stall than power on 😂
For someone to advocate only to do power on stalls with 65% throttle or never to try it with different power settings to me sets an awful example for student pilots. Thats my point with all of this. We could all dive into what is full power with what density. I’m not pulling out a POH while flying to figure that out on a checkride lol
@@LewDixAviation completely agree. I think the most concise way to look at it (and this just makes your original statement hit home even more) is that those folks who use less than WOT are getting *even less* power than they realize, perhaps contrary to the ACS limit.
And yeah, nobody wants to mess around with book power numbers during maneuver setups, haha.
I agree with demonstrating and having the student practice stalls in a variety of configurations and different power settings (within the manufacturer’s specification), however unless there is data behind your points that demonstrating a power on stall at 65 percent power on a PPL check ride or BFR instead of full power increases risk of departure stall accidents I think we need to be careful with those claims. The point of these maneuvers no matter the phase of flight or configuration is to recognize the stall and reduce the AOA. I have had cases where students do not apply full power on go around and get slow and recognizing and recovering quickly when you least expect it is a must. Most loss of control accidents from what I recall occur low altitude where a spin recovery isn’t possible, the FAA decided to take it spins out of the PPL curriculum it would not assist in recovery in the traffic pattern low altitude and increased training risks. The key is stall recognition and recovery, and without delay. So I think your comment regarding practicing partial power stalls leading to inability to recover from departure stalls and poor instructing practice is misleading unless you can provide evidence.
Also, the commenter did not appear to suggest only using 65 percent power but was simply stating what the ACS says which they quoted correctly. I think it is not possible to conclude that they are ticking boxes and not using different scenarios. The PPL is a license to learn and by no means passing a test means that learning stops.
I enjoy your content but I am a little bit confused on your points in this video.
You've misunderstood what I was saying which may have been my fault for not being clear enough. I never once advocated that a power on stall must be to full power on a checkride or BFR. I don't conduct checkrides or all the flight reviews in the US so have no control over what examiners and CFI's make students do. What I was saying in response to a comment stating that power on stalls should only be done to 65% power because that's what the ACS says, was that in that case students would be deprived of a real world scenario which could potentially save their life. A CFI suggesting to only do a manoeuvre to a minimum stated in the ACS is something I cannot agree with. I do however agree with you that there are different scenarios and that's the point that I may not have expressed clearly enough. The minimum stated in the ACS is not what we should be aiming for. We should aim higher. Know how to stall with full power, half power, no power, whatever is going to help the student in the real world.
The commenter literally stated "It is not necessary to use full power for Power On Stall".. You may interpret that differently than me but to me that's saying there's no reason to be stalling at full power because the ACS doesn't specifically call for it.
I see what you are saying, yes I agree if that was the intent of the comment then yes you are absolutely correct it is not good to only train to minimum 65 percent power just because that is the minimum power setting. Perhaps it would be interesting to know in more clarity what the commentator was trying to convey in their comment.
This is a really good topic and applicable all the way to ATP, I think there is not enough stress on aerodynamics especially on jet transports and I heard the aerodynamics theory is much more thorough in Europe compared to the US. In my opinion, I think more emphasis on aerodynamics and recognition of stalls could help at the correlation level with different power settings and configurations to perhaps improve risk management at critical flight phases and reduce stall incidents . One report that comes to mind is the stick shaker activation on a 777 out of New York, in addition to the high altitude Airbus incident in Brazil and of course accident in Buffalo NY that changed the industry.
Cheers!
8:50 - That's my memory has well, as a PPL - full power.
ACS - "No less than 65%"
Lew (CFI) "Apply full power"
I agree that the area of focus of the exercise is a "Power on Stall", which is full-power after takeoff, or when gaining altitude in-flight.
Trying to find doubt in Lew's teaching methods by layering in "no less than 65%" is dangerous, because it sends the message that someone could take off with 65% power and not full power.
Theoretically, based on being at altitude and just needing to climb a couple hundred feet, you may not need to apply full power, but the training for a Private Pilot needs to be at the extremes - full power for takeoff.
Also, I'm typing this because my CFI taught me to apply full power and push the nose to "the bad thing" (the ground) when I was solo, coming in for landing, and my airspeed was for crap, and about to seriously stall at low altitude. Prior to flight training, my instinct would not be to push the yoke forward.
I'll listen to Lew over any instagram comment.
Thanks Paul 🙌🏻 It just baffled me that someone would suggest that to practice a power on stall with full power in an aircraft that is absolutely safe to do so is absurd. People in the comments have been mentioning air density affecting your power output at full throttle which obviously changes but it’s not the point. If for any given day you can do a stall at full power, full throttle, whatever you want to call it, I think you’re in a better position than those that can’t.
Appreciate your support
Absolutely spot on. Training to fly is not comparable to most other activities because if you get things wrong in a crucial moment it can be the last mistake you will ever make. Training to pass the practical exam is absolutely the wrong mindset here. Btw I do think that power on stall is more for the go around situation than take off. Since you might have full flaps be in the flair or even touch down, so already be close to stalling and low energy plus trim for nose up, and then if you try to go around but you forget trim or flaps or carb heat but those trees at the end of runway are coming close tempting you to raise the nose could result in the power on stall.
Thanks Lew, I’m glad to came across your podcast while stuck in traffic.
I’m glad too. Thanks for listening!
Establish the takeoff, departure, or cruise configuration should include power settings. Lets call it full power takeoff, max cruise power for departure and min power for cruise no less than 65%. Practice all three and throw in some accelerated stalls at same power settings. :)
Yes! 🙌🏻
I've heard that too about the power on stalls. My thought is if you're doing a departure stall you should probably have in departure power
This… Whatever departure power is in your particular aircraft. There’s no excuse for a student going for a checkride in a 172 to be surprised when the examiner asks them to stall with full power.
100% with you on the comment on the power on stall power setting. Some aircraft at full power and some weights won't stall at full power. I have 9 hours in a 182 and those don't drop a wing at full power, with two people and 50 gallons onboard. But at 75% they will behave as expected. That 65% is a lower bound not an upper.
Yea man I’m with you. If it’s safe and appropriate to do so, there’s no reason a student should not know how to stall with full power. In aircraft where it’s not appropriate to use full power obviously like you said, a lower setting will be required.
Full power on stalls are important, they demonstrate a departure stall. I’d go as far as to allow them to fail to hold enough rudder (in a 172) and stall uncoordinated. The beginning of a spin happens which shows them the importance of flying coordinated. Of course I wouldn’t do this if I thought it would scare the student. Real world scenario based training is important. Keep at it!
Ah come on man, you know students don’t use rudder at first. They do the spin work for you 😂 You’re absolutely right. Scenario based training can’t be beat!
I completely agree with you however I think another aspect is the ACS states to recover on the break. And having 65% powers helps the stall break more. Another thing too with flight schools is that they push first time pass rates on check-rides heavily on instructors. Again I completely agree with you that we shouldn’t just train to pass a test. But I understand where the instructor who commented that is coming from.
I rarely comment. But if you have the time.. read the book “Unreasonable Hospitality” … I think you’ll like it and I plan to be the kind of CFI who puts this sort of thing into practice.
Thank you for the recommendation!
Dude, a lightly loaded 172 with a lightweight solo pilot is going to stall power on at such a high deck angle that it could be defined as an aerobatic maneuver. Full power is definitely not required to adequately demonstrate a power on stall in every situation. As with any kind of stall, the proper recovery is to reduce AOA and apply FULL power.
CFI's are the gateway to aviation! Lots of responsibility that isn't being taught to some of these newer CFI's. Great video!
Completely agree! Thanks!
Happy Birthday Bro 🎊
Thanks man!
Correct me if I'm wrong, but in a takeoff stall on full power wouldn't you also get more yaw with higher engine torque? That would make it a much trickier situation calling for more rudder control. Another reason to do stall practice at full power.
I always did 100% power on stalls. On my check-ride, DPE said he wanted no more that 70%. If you can do it on full power then anything less is easier. It’s all about managing yaw with the rudder and then just get the nose down. I think power off is harder because there is a longer procedure. I didn’t think that at first because I almost spun on my first P/O stall 😂
I always learned to perform power-on stalls with full throttle as well. I had a bit of a different interpretation of the ACS wording, however. With full power in on a take-off roll, the 180 hp 172 that I'm currently flying will get 2200-2300 RPM, whereas 100% power is only developed at 2700 RPM. I interpret that as developing somewhere in the 80-85% power range. Obviously it's the maximum power you're going to get on a takeoff roll, but I always thought of that 65% as being related to RPM, less throttle position. With my interpretation, it'd be pretty hard to meet the standard anywhere under full throttle if entered from the correct airspeed.
My interpretation is about throttle position too. The amount of power the aircraft produces varies with air density. So full power (throttle full) may only be getting you let’s say 80% power on a given day. Still, you’re doing a stall with full power for that air density. I’m not advocating to only do stalls with full power. I’m just saying to only do them at 65% power because the ACS has that minimum is ludicrous.
I agree with all of the above. Very well said sir. 🙂🙂🙂
🙌🏻
I don't know which one I love more. Your podcasts or flying. :D Btw, would love to see some ground school lessons, GNAV of course :D
definitely not working for an airline with that glorious beard. 🤪 Keep on teaching the knowledge, brother!
😂 Thanks brother!
Jacobs got off light, IMO.
Glad my CFI taught me full power on stalls, and spin recovery.
He did get off lightly. He’s lucky to get only 6 months. He made a video about getting his cert back and of course played the victim. Didn’t learn a thing.
@@LewDixAviation I think that is the bigger story, that he got to keep his cert. He got a year suspension I believe.
@@SteelTallon Sets a dangerous precedent to give someone like that their certs back.
Hey Lew! Almost a CFI here (checkride oral done before Christmas, flight should be January 3rd) was wondering what the requirements were to legally be an independent CFI and how you got into it, I plan on working for my school but my dad wants to learn to fly outside of a flight school and just looking for someone to help me out. Located in the Orlando area as well!
Respect! Thanks for posting!
Thanks!
Enjoyed the podcast
I booked a 1hr slot to talk to the CFI of my local flying school to talk over whether it's worth signing up for a PPL after having a brief phone call. Got there, waited half an hour, no show, no contact since; there goes my dream. Really don't understand why someone would be that uninterested in a student given it's a 1 plane school.....have another airport that's further away but pretty much soured my 'want' to get it done.
For them your dreams don’t matter, and when that is the case they should consider another line of work. That’s incredibly sad. Sorry you went through that!
Don’t give up. Flying is so rewarding. It is a perspective very few get to experience.
During my training in my instructors 172, we did full power, power on stalls. When I purchased my mooney while still a student pilot, we still did power on stalls. Right? Everybody should stay proficient in their planes. But if we were to do multiples in my mooney, we would only go to about 22-23 inches as cht would climb if we would do more than one or two. Did I do a full power on stall during my checkride? Youre dang right I did haha. Even now I still do full power. But to have an instructor say “here we’ll just do the bare min…”That is not ok.
Yea man it’s whatever is appropriate for the aircraft. Know how to do it all. You can’t go wrong with that! Haha
Obviously, a power-on stall should be done at full power. Knowing exactly how strong that torque will be during a takeoff stall could save you in real life.
I agree completely. Power on stalls should be learned in a variety of different setting and where safe to do so DEFINITELY with full power.
Cannot love this enough!!!
🙌🏻
All my primary training CFI talked about was meeting the PTS
I don’t think it’s bad to talk about the standards you have to hold on a test, but it’s not supposed to be the sole focus.
God I'm glad I had a cfi like you... Did full power stalls ... To the break... And then also set me up with a spin recovery trainer. When on God's green earth are you taking off at 65 percent power....
It’s baffling isn’t it? Glad we think alike!
I guess the ACS is trying to simulate the stall scenario in high altitude/ mountains, engine power could be close to 65% even at full power, that's the only logic I can see that scenario being accounted for
I can't believe he only got 6 months...scary. He's a psychopath.
Trevor should have been given 6+ years in federal prison for this. it sickens me that he took a PERFECTLY functioning airplane, that i would have loved to own, and cannot, and then he LIED about it, and then COVERED up the incident by disposing the airplane.. this is absolutely ridiculous that he got away with 6 months in prison.. absolutely HORSE crap.
power on stalls are ALWAYS with 100% power. if you went to your PPL check ride and you put the engine at 65%, i GUARANTEE, the examiner would have said. " what are you doing, my controls, this checkride of over".
Do you train wing drop stalling in the US?
love your channel, wish I was much younger as starting a flying career at age 60 without a college is just not doable.
There's plenty you can do in aviation at your age. I never went to college and it's not once stopped me doing what I want in aviation!
I started training at 61yo, obtained my PPL at age 62, took 14 months to complete, am 64 now taking IFR training, did it on my own through a flight school, but no college. It can be done if you want it bad enough, at our age the AME might be the biggest hurdle! Go fly!!
@@ronandersen3336 this is great!
Well i’m going to see how far I can go with a career as a flight instructor and maybe more these videos inspire me.
That's why I stopped at my multi and haven't completed my instrument rating... these or some of these cfi are in to get their hours and leave to the airline. This is sad ! Thanks for those CFI that actually care....
So, what’s your take on the Red Bull videos for the exclusive point of clicks in the world of aviation?
Don’t get me started 😂
Show of hands to who would expect only the "bare minimum" from the mechanics working on the aircraft you are flying in; or from air traffic controllers for that matter. I STILL think spins should be part of training. It wasn't required, so I asked for it and got it. (IMHO as a PPL holder and not a CFI)
I think it should be required too. My current students have asked for it too.
@@LewDixAviation Thank you for doing what you do. It's clear that you care.
Perhaps he'll do a vlog from inside showing how easy it is and well worth the experience for the views his stunt generated
😂
Hey Lewis, how can I schedule a flight with you ? I will really love to have a flight with you and try to get all the knowledge that you teach.
overwhelmed on if I want to even go through FOI.
my DPE's attitude was power on stalls, in real life, would happen in situations with less than full power- high density altitude for instance. And in some planes (like the LSAs I fly or some STOL types) pitching up to bleed off enough speed means looking at the sky. So it's not about training to a lower standard but the situation being simulated. Agree that an instructor should teach all scenarios- in my mind that means being capable of stalling at 100% and also at 65%. Just sharing the thought, seems like an "over beers" nuanced conversation that point, and I'm just some wanker, certainly not a CFI, nor am I diminishing other scenarios.
Agree with you that an instructor who can't, or is scared of, doing a full power stall is worse. Spreading that on to all their students, yikes.
Still though, at high DA even if your throttle is to the wall and only producing 65% power, it’s still full power for that density. Full power is as much as you can get out of the engine. If you reduce that further to let’s say 65% of that now 65% (if that makes sense), you’re reducing it further and in my opinion making the power on stall pointless. Might as well just do a power off 😂
Definitely different angles to look at this from but I just can’t get on board with someone suggesting not to train for all scenarios because a book tells you what the DPE may or may not ask for. I know people who have failed for not doing a power on stall at full power as requested. Crazy.
FOI’s seemed like an impossible wall for me when I started but honestly man, don’t let it deter you.
@@LewDixAviation wtf dude I'm here for a dispute, not a reasonable discussion.
@@flysport_tedder You want a war, you’ve got a war. Name the time and place!
Nice beard 👌
Thanks 🙌🏻
First off, I love your channel and your content and the approach you take to flight training.
But I feel like I need to play devils advocate here. When i train my students, I explain that power on stalls are to demonstrate exactly that.. a stall with POWER ON. Therefore, 65% power can, and in most cases will be appropriate to complete the maneuver. This can demonstrate a stall on crosswind when ATC advises to reduce speed for example. The problem is that many instructors fear the spin.. and they teach their students ONLY to complete power on stalls at less than full power. But put yourself in the shoes of a stage check student who says "... we'll then add power, no less than 65%, and continue to increase AOA until the stall is initiated." I would argue that's BETTER than the student who comes in and blindy shoves full power to replicate a take off.
In any case however, I think instructors nowadays have a real sense that instructing is just a means to get to 1500 and it's incredibly sad to see.
Thanks for enjoying my channel haha I absolutely agree that the 1500 hour grind is why people become instructors but that doesn’t necessarily mean they have to train people badly. It’s a stepping stone for most, yes but they are professionals at the CFI level and should train people to a higher standard than the minimum or just to pass a stage check/exam/etc.
To answer the advocate for the devil, there’s a difference between training to complete a manoeuvre for a test and training for the real world. While 65% power may be adequate to complete the manoeuvre, it’s not an accurate representation of a real world takeoff scenario. Close, but not close enough for my liking. The problem too is that what if you’ve trained for 65% power and the DPE asks for full power, which seems like is a common thing judging from the responses I’ve gotten from this. If you’ve not been trained for it and can’t demonstrate to a DPE that you can do it, how is that student going to perform when the real thing happens?
I can’t get behind training only to satisfy a requirement. You mentioned stage checks which are a 141 training thing. That’s part of the problem. Training to check a box and move on.
@LewDixAviation I absolutely agree with you! I think we're mostly on the same page. I am just suggesting that it should be taught both ways instead of ONLY at 100% power or ONLY at 65%.
For what it's worth, I went to a 141 school, but very similarly to you, teach independently under part 61. I just used the stage check point as a reference to the student's progress.
@@StorBenn Ahhh YES! You’re absolutely right. Every and all ways that will set the student up for success in the real world - I’m all for it!
Just him having a selfie stick shows he's a massive Knob
Regarding 65% power. Let's not pretend that power-on stalls as performed during the checkride (or any other high airwork described in the ACS) actually prepare the student pilot for the real thing. You really think that your student will enter an inadvertent departure stall at 100 feet AGL and this ACS exercise will help him recover? Please. Same for power-off stalls, steep turns, etc. There's a huge difference between a planned maneuver at altitude and a fatal in the traffic pattern, let's not pretend these things are related.
It's irresponsible to teach someone just to tick a box. It's insufficient to know how to perform a certain skill. It's essential to know *why* those skills need to be performed, and what factors contribute to needing to perform those skills. And even with all that, you haven't finished the job of teaching. You also need to motivate the student to maintain those skills, and to do it on their own.
And Taylor Jacob should've gone with better sponsors. Perhaps that way, he may have been less worried about what's going into his wallet and could've, say, allowed him to see the consequences of his actions while he was flying, and remove pressure from his temples due to the headset.
#GTAVI 🙂
Can't wait!
Lew- love the show but perhaps you need to take some soap from the soap box, to wash your potty mouth with. Seriously, many young people watch your show and the language is unprofessional. What you say with buddies at the bar or on fortnight is one thing, but what you are broadcasting for general audience should be cleaner. Sorry to call you out. Love the channel.
It’s his way and clearly popular you’ll be okay