Thank you so much for this video. I realize that I am someone who has a hard time processing audio learning, so unfortunately I find myself getting a little bit anxious when I'm in the plane and I'm in learning mode. I've already flown solo, successfully but unfortunately I let just a little bit of time pass due to weather and availability and now preparing for my cross-country it's as though I forgot all my maneuvers all over again because now I'm trying to figure out navigation logs and making sure I can get my cross country. My instructor is starting all over with me again. I'm almost beating myself up because of the fact I realize I really didn't comprehend the precise movements. Thank you very much for this video again. I'm soaking in as many videos as I can.
Hey everyone! Im making this comment from hell because I didnt put enough right rudder and I entered a spin, then ripped the wing off during recovery and crashed. My instructor cursed me moments before we hit the ground to eternally post comments reminding PPL students to maintain rudder control during the maneuver. Good luck!
Decades ago when I was a student pilot, it was required on your check ride to not only perform power on & power off stalls, but also spins. I think it was a mistake for the FAA to eliminate recovery from spins. If a pilot gets into a spin, they also need to know the recovery technique without hesitation.
@@GreenDentist419 They were dying from a lack of eperience in the training from the CFIs since not all schools taught it the same way others did. Enforcing the lessons instead of doing away with it would have been the best option. Now young pilots are dying since they don't know how to recover from a spin
Those are all still required on Canadian flight tests. I'm stressing out because I can only get the plane to actually spin half the time. It's so effing hard to get a cessna to flip.
Thank you, your are clear with your explanations with are very good language which is very understandable for French people. Yes, I know, we are not good in English but it's like that !
THANKS LOADS for both showing & Explaining the "STICK-SHAKER", I have watched video's that ONLY showed the alarm-horn!!; I often WONDER just how SUPRISED a student would be in a plane without a working alarm when he DOES-NOT recognize what a shakeing stick is TELLING HIM!!!!!
That isn't the stick shaker, that is buffeting caused by turbulent airflow over the wings which is being felt in the yoke. A stick shaker is a mechanical device designed to noisily vibrate the control column to warn the pilot of an approaching stall
Hi can anyone help me out please, at 05:17, he applied full power prior to stalling. But later on, for the recovery at 6:55 he goes full throttle again. If he had full throttle entering the power on stall, how can he go full throttle again for recovery, do you pull the power out while stalling?
Good catch. yes he would have been at full power already. However when I did my checkride in the sport cruiser we only used about 80% full power (to simulate 100% full power) because that thing just would not stall.. so my recovery included adding more full power.
This video is great doing stalls next and it’s hard to follow just reading seeing it makes this just click gonna keep watching new stuff as I get there got believe I didn’t think of this sooner
Don't be too disheartened! That's actually pretty common. Talk to your CFI and see if they would be willing to demonstrate the "Falling Leaf" with you. For a lot of students, it seems to help them overcome that fear and really get a feel for the airplane in that speed regime.
You should not be afraid of a spin. The airplane will give you plenty of warning! The simple thing to do is just stay coordinated. Use diverting your attention techniques to glance down to look at the ball. Keep that thing centered and the airplane that had good dynamic stability will not spin!
@@lciummo1 If they're like me they're not putting in enough (usually right) rudder. I have to really stomp on that thing to just keep coordinated in power on stall. The plane just wants to exit stage left if I don't.
Hello, Do I understand it right that, Stall will happen when you have a large angle of attack at relative low speed? But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right? If right, What are those speeds and angle of attacks? If not right, Then how come that fighter jets and other acrobatic planes can climb strait vertically? I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move. So why can't normal plans in a critical angle of attack give full throttle to gain more lift?
What you are describing is not AOA, you are describing pitch attitude. Angle of attack is not pitch attitude. Pitch attitude is simply where the nose is pointing relative to the horizon. AOA is the angle at which the airflow is meeting the wing. Pitch has nothing to do with stalling from a raw aerodynamic point of view. You can have the nose pointed straight up and the AOA could be zero if the aircraft is also moving straight up, the aircraft in this case is not stalled, no matter how slow it goes. You could also have the nose level (0 degrees pitch), but if the aircraft is descending rapidly with a small forward speed then its AOA will likely be quite high, possibly stalled. You will stall at high speed if you exceed the critical AOA by pulling up rapidly, causing the angle between where the nose is pointing and the direction of travel to build up too quickly for the direction of travel to respond. In this situation then lift will reduce, but may be high enough to sustain flight (for a short time), in this situation the problem is that the speed will rapidly decay because of high drag (causing lift to also decay), and control (especially roll and pitch) may be difficult.
@@Jamenator1 Hello Jamenator, AOA is indeed the most difficult phenomenon to understand it right. I could not imagine that a plane would not always travel in the direction where its nose is pointing. If a plane is not climbing with its pitch up, but moving parallel to horizon, then of course the angle of wind on the wings is different. I thought before that according the law of motion "For every action, there is an equal and opposite reaction", would apply here. But in aerodynamics its different. The reaction of the wind is not exactly from the opposite direction on the wings. But at an angle. And that is difficult to understand The AOA.
The aircraft has a left turning tendency because of the way the propeller rotates, which also induces a mildly spiraling stream of air around the aircraft that pushes the left wing and tail stabilizer down.
@@thespoopyghost1725you forgot to mention the prop taking a larger bite of air on the downstroke when climbing giving more thrust on the right hand side of the prop which also leads to a left turn tendency. I believe it's called the P-factor.
Question: You trimmed nose up 3 rolls after decreasing power at the beginning to reach the rotation speed. So when do you re-trim nose down? In the video, you re-trimmed at the end when you were leveling off to cruise, but you trimmed the nose up again.
That's personal preference. I would suggest having your nose up trim set for takeoff in this scenario. After recovery set trim for hands off flight at whatever airspeed you finish the maneuver at. You may need to roll in nose down trim during recovery, depending on CG and/or aircraft type.
"Directional control during the recovery to climbing flight will require the use of rudder." (8:04) Surely all phases of flight require rudder for directional control! You make it sound as if rudder is an optional extra, only used under special circumstances. It is not. Rudder is the direction control - in the air, on the ground, all the time and at any speed. Period.
Thanks for the input, Kenneth! We certainly never want to diminish the role that rudder plays in maintaining coordinated flight. However, in straight and level, unaccelerated flight, rudder inputs should not be necessary, so the idea that the pilot should be making constant control inputs on the rudder could be a tad misleading. Also, the idea that rudder "IS" the directional control is a tad bit misleading, as it is completely possible, and at times desired, to fly the airplane in an uncoordinated state, such as intentional slips or skids. On the ground, with the exception of a high speed or high powered taxi, rudder is not responsible for directional control. In the Cessna 172, in most cases, directional control during taxi is accomplished with a combination of nose wheel steering and differential braking.
@@BB-jj1pt it's the same, you're still using rudder control in an ercoupe, it's just being controlled by the yoke/ailerons. Terrible design by the way. You don't always want ailerons and rudder to be deflected in the same direction
If you don't reduce the power first during power-on stall, and you raise the nose too quick, it is much easier to cause a 2nd stall. To avoid 2nd stall, better reducing the power (not necessary to idle), then climbing power.
Excluding a spin stall, never reduce power. Your goal is to recovery airspeed as quickly as possible to reduce angle of attack. Reducing power only slows that process down and causes additional loss of altitude.
@@Semire1816 thats not what he is talking about. He is explaining the set up for power on stalls not the recovery. Some people try to set up the power on stall straight from climing speed instead of slowing down to 60 or so in the 172 and then increasing power and AOA as you do. That is the proper way to set up the maneuver
I would say no, it's not "wrong" to use both hands on the yoke - I sometimes use my other hand to help with back pressure but you will be needing that right hand back on the other controls very quickly to decrease or increase power as needed or trimming, etc. Do what works for you - this is supposed to simulate a take off (but other factors apply) so picture yourself climbing at too steep an angle - what would you do?
Thanks for getting back to me Ron! Currently my method is using both sets of fingers on the yoke while the back of my hands are planted against my legs. My double hands backed my legs method was recommended by my instructor to combat banking the wings while adding yoke back pressure during straight power on stalls.
If you are maintaining the degree of tight control you are demanding, then the stall should not happen in the first place. An actual real-life stall will be a result of lack of control, so this test is unrepresentative of real life. Don't try for heading or bank control - recover the stall when these are all over the place.
@@CocoEspada You seem to have taken my comment rather personally. I'm criticising the requirement, not you. If you are stalling, you are in a mess and you need to be able to sort everything out. And if you are trying to maintain your heading within ten degrees, you are not giving sufficient attention to the actual problem. You need to deal with the stall, restore stable flight and then - and only then - get back to navigation.
The requirement is perfectly acceptable because during a full power climb out into a stall there could be obstacles you do not want the airplane turning into. It is critical you perform the maneuver to the heading standards or work towards that complete requirement eventually. There is a reason the standards are set the way they are. FARs are written in blood and someone has likely died because they stalled the plane after takeoff and even though they recovered they ran it into a nearby hill or mountain side by not holding heading. Follow the maneuver requirements.
@@CocoEspada I'm sure it will be a great comfort to the grieving relatives that the plane currently strewn across the ground because of insufficient attention to stall recovery was nicely on the correct course.
@@donepearce the maintanence of heading is to demonstrate control of the airplane. obviously it is not representative of real life situations. but you want to make sure you are OVERPREPARED for emergencies, and that means executing emergency manuveurs perfectly
they tell us to forget all these when we sign up in the Navy and Airforce. the aircraft don't work the same way, the best survive near crashes on the simulation before touching an actual plane
The instruction given in this video is incomplete and/or incorrect. The power-on stall, partly because of the rudder input needeed to maintain coordinated flight in the pre-stall, will result in an incipient spin. It is crucial to immediately initiate spin-recovery technique, which means reduce power to minimum (not mentioned in the video) set ailerons to neutral (not mentioned in the video) release back pressure, use aggressive rudder to correct the developing spin (not mentioned in the video) then add power and slowly climb back to assigned altitude. This video will kill you.
YOu did not get it. This whole video is not at all about stall recovery at all. The purpose of this video is to recognize an impending stall and take corrective actions so that you don't get to use your spin recovery technique. And more to that, all stalls do not equate automatically spins.
When I first commented I thought this was just some old no name youtube video from somebody practicing their video editing skills. Quite frankly if this really is a product of Embry Riddle there is no way I will be paying that tuition. I'd expect better from a middling community college. It is like the creators really didn't have a solid understanding of the mechanics that underlie the skill and then created the film while they on were on coke. Jumps all over visually, excessive verbosity and rapid speech patterns without being information dense at all. Repeatedly showing 2 second stock footage of rudder pedals without explanation beyond some empty "coordinated rudder use" triviality bordering on tautological. The illustrated attempt at the explanation seemed either incomplete or truncated.
I'm a week away from my practical. This has really helped to calm my nerves because it is so easy to follow. thanks
We’ll never know
@@EvanAviator 😂
Stalls are only exploring you’re airplanes ability to fly on par with how hard you can send a car into a corner without the tyres breaking traction
Thank you so much for this video. I realize that I am someone who has a hard time processing audio learning, so unfortunately I find myself getting a little bit anxious when I'm in the plane and I'm in learning mode. I've already flown solo, successfully but unfortunately I let just a little bit of time pass due to weather and availability and now preparing for my cross-country it's as though I forgot all my maneuvers all over again because now I'm trying to figure out navigation logs and making sure I can get my cross country. My instructor is starting all over with me again. I'm almost beating myself up because of the fact I realize I really didn't comprehend the precise movements. Thank you very much for this video again. I'm soaking in as many videos as I can.
Hey everyone! Im making this comment from hell because I didnt put enough right rudder and I entered a spin, then ripped the wing off during recovery and crashed. My instructor cursed me moments before we hit the ground to eternally post comments reminding PPL students to maintain rudder control during the maneuver. Good luck!
madlarkin8 wtfffff
Hard right rudder at full power! Don't forgot to ease back on the rudder during the recovery, which I made the mistake of doing!
Wait. Your wind came off?!
Kinda wish i didnt read this
@@philipstubbs7399 lol why is that?
ive got about 2 more lessons until my first solo. this is helpful, thanks!
Thank God (and ERAUSSpecial) for these videos! I looove them!
Decades ago when I was a student pilot, it was required on your check ride to not only perform power on & power off stalls, but also spins. I think it was a mistake for the FAA to eliminate recovery from spins. If a pilot gets into a spin, they also need to know the recovery technique without hesitation.
More people were dying from practicing spins than from getting into one inadvertently.
@@GreenDentist419 That’s really sad
more would be pilots quit flying after being taught spin recovery.
@@GreenDentist419 They were dying from a lack of eperience in the training from the CFIs since not all schools taught it the same way others did. Enforcing the lessons instead of doing away with it would have been the best option. Now young pilots are dying since they don't know how to recover from a spin
Those are all still required on Canadian flight tests. I'm stressing out because I can only get the plane to actually spin half the time. It's so effing hard to get a cessna to flip.
Very good explanation, easy to understand.Thanks for making such video. Very useful for student pilots.
Cool
Excellent presentation. Worth watching again and again.
Thank you, your are clear with your explanations with are very good language which is very understandable for French people. Yes, I know, we are not good in English but it's like that !
French should stop that aversion to learn English language. Especially if you are into technology or Aviation. Im Spanish.
THANKS LOADS for both showing & Explaining the "STICK-SHAKER", I have watched video's
that ONLY showed the alarm-horn!!; I often WONDER just how SUPRISED a student would
be in a plane without a working alarm when he DOES-NOT recognize what a shakeing stick
is TELLING HIM!!!!!
That isn't the stick shaker, that is buffeting caused by turbulent airflow over the wings which is being felt in the yoke. A stick shaker is a mechanical device designed to noisily vibrate the control column to warn the pilot of an approaching stall
@@aarondynamics1311 WELL; of course a mechanical stick shaker is an artificial device used to WARN of the REAL stick shaking from buffeting to come!!!
High quality material
4:45
P 1800rpm
A straight level
T control YAW
Recovery
Full power
straight level
trim
My first time doing stalls I was crap scared. 💀
I needed this for Civil Air Patrol 😂
Rehman do you know what the cruise checklist is?
I quit cap to go to a part 141 flight school however I still pay for my membership
Thank you!
Thank you sir 🙏
Shouldn’t the fuel air mixture be full rich?
Yes
Hi can anyone help me out please, at 05:17, he applied full power prior to stalling. But later on, for the recovery at 6:55 he goes full throttle again. If he had full throttle entering the power on stall, how can he go full throttle again for recovery, do you pull the power out while stalling?
Good catch. yes he would have been at full power already. However when I did my checkride in the sport cruiser we only used about 80% full power (to simulate 100% full power) because that thing just would not stall.. so my recovery included adding more full power.
either they are at aout 80% power or they are just telling you to ensure you are at full power
This video is great doing stalls next and it’s hard to follow just reading seeing it makes this just click gonna keep watching new stuff as I get there got believe I didn’t think of this sooner
Thanks, I will try to remember when I fly.
I'm having such a hard time right now while practicing this maneuver. It's like I'm always so afraid of spinning the aA/C
Don't be too disheartened! That's actually pretty common. Talk to your CFI and see if they would be willing to demonstrate the "Falling Leaf" with you. For a lot of students, it seems to help them overcome that fear and really get a feel for the airplane in that speed regime.
You should not be afraid of a spin. The airplane will give you plenty of warning! The simple thing to do is just stay coordinated. Use diverting your attention techniques to glance down to look at the ball. Keep that thing centered and the airplane that had good dynamic stability will not spin!
Just use your rudder correctly. You really have to hold the rudder hard to spin the plane. Opposite rudder will easily stop a spin in GA aircraft.
@@lciummo1 If they're like me they're not putting in enough (usually right) rudder. I have to really stomp on that thing to just keep coordinated in power on stall. The plane just wants to exit stage left if I don't.
@@ERAUSpecialVFR falling leaf exercise is excellent for any student.
Hello,
Do I understand it right that,
Stall will happen when you have a large angle of attack at relative low speed?
But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right?
If right, What are those speeds and angle of attacks?
If not right, Then how come that fighter jets and other acrobatic planes can climb strait vertically?
I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move.
So why can't normal plans in a critical angle of attack give full throttle to gain more lift?
What you are describing is not AOA, you are describing pitch attitude. Angle of attack is not pitch attitude. Pitch attitude is simply where the nose is pointing relative to the horizon. AOA is the angle at which the airflow is meeting the wing. Pitch has nothing to do with stalling from a raw aerodynamic point of view. You can have the nose pointed straight up and the AOA could be zero if the aircraft is also moving straight up, the aircraft in this case is not stalled, no matter how slow it goes. You could also have the nose level (0 degrees pitch), but if the aircraft is descending rapidly with a small forward speed then its AOA will likely be quite high, possibly stalled. You will stall at high speed if you exceed the critical AOA by pulling up rapidly, causing the angle between where the nose is pointing and the direction of travel to build up too quickly for the direction of travel to respond. In this situation then lift will reduce, but may be high enough to sustain flight (for a short time), in this situation the problem is that the speed will rapidly decay because of high drag (causing lift to also decay), and control (especially roll and pitch) may be difficult.
@@Jamenator1
Thanks a lot for your good explanation.
However my question is old, I have understood it better now.
@@Jamenator1
Hello Jamenator,
AOA is indeed the most difficult phenomenon to understand it right.
I could not imagine that a plane would not always travel in the direction where its nose is pointing.
If a plane is not climbing with its pitch up, but moving parallel to horizon, then of course the angle of wind on the wings is different.
I thought before that according the law of motion "For every action, there is an equal and opposite reaction", would apply here. But in aerodynamics its different. The reaction of the wind is not exactly from the opposite direction on the wings. But at an angle. And that is difficult to understand The AOA.
Do a full power stall to left or right, pull your feet back, hold on to seat, do not touch controls. 4000 feet.
Why?
@@alexmoreland7938 you will spin lol, can be recovered but like bad idea
Why specifically does it pull left?
The aircraft has a left turning tendency because of the way the propeller rotates, which also induces a mildly spiraling stream of air around the aircraft that pushes the left wing and tail stabilizer down.
@@thespoopyghost1725you forgot to mention the prop taking a larger bite of air on the downstroke when climbing giving more thrust on the right hand side of the prop which also leads to a left turn tendency. I believe it's called the P-factor.
Question: You trimmed nose up 3 rolls after decreasing power at the beginning to reach the rotation speed. So when do you re-trim nose down?
In the video, you re-trimmed at the end when you were leveling off to cruise, but you trimmed the nose up again.
That's personal preference. I would suggest having your nose up trim set for takeoff in this scenario. After recovery set trim for hands off flight at whatever airspeed you finish the maneuver at. You may need to roll in nose down trim during recovery, depending on CG and/or aircraft type.
"Directional control during the recovery to climbing flight will require the use of rudder." (8:04) Surely all phases of flight require rudder for directional control! You make it sound as if rudder is an optional extra, only used under special circumstances. It is not. Rudder is the direction control - in the air, on the ground, all the time and at any speed. Period.
Thanks for the input, Kenneth! We certainly never want to diminish the role that rudder plays in maintaining coordinated flight. However, in straight and level, unaccelerated flight, rudder inputs should not be necessary, so the idea that the pilot should be making constant control inputs on the rudder could be a tad misleading. Also, the idea that rudder "IS" the directional control is a tad bit misleading, as it is completely possible, and at times desired, to fly the airplane in an uncoordinated state, such as intentional slips or skids. On the ground, with the exception of a high speed or high powered taxi, rudder is not responsible for directional control. In the Cessna 172, in most cases, directional control during taxi is accomplished with a combination of nose wheel steering and differential braking.
kenneth rodmell unless you're flying an Ercoupe! :-)
@@BB-jj1pt it's the same, you're still using rudder control in an ercoupe, it's just being controlled by the yoke/ailerons. Terrible design by the way. You don't always want ailerons and rudder to be deflected in the same direction
If you don't reduce the power first during power-on stall, and you raise the nose too quick, it is much easier to cause a 2nd stall. To avoid 2nd stall, better reducing the power (not necessary to idle), then climbing power.
Excluding a spin stall, never reduce power. Your goal is to recovery airspeed as quickly as possible to reduce angle of attack. Reducing power only slows that process down and causes additional loss of altitude.
@@Semire1816 thats not what he is talking about. He is explaining the set up for power on stalls not the recovery. Some people try to set up the power on stall straight from climing speed instead of slowing down to 60 or so in the 172 and then increasing power and AOA as you do. That is the proper way to set up the maneuver
Best video thanks
What's "altitear"???
Question: is it wrong to use both hands on the yoke when adding back pressure to induce the stall?
I would say no, it's not "wrong" to use both hands on the yoke - I sometimes use my other hand to help with back pressure but you will be needing that right hand back on the other controls very quickly to decrease or increase power as needed or trimming, etc. Do what works for you - this is supposed to simulate a take off (but other factors apply) so picture yourself climbing at too steep an angle - what would you do?
Thanks for getting back to me Ron! Currently my method is using both sets of fingers on the yoke while the back of my hands are planted against my legs. My double hands backed my legs method was recommended by my instructor to combat banking the wings while adding yoke back pressure during straight power on stalls.
Who wears plastic shoes??
Nicholas Sway ERAU flight instructors
Stall + Yaw = Spin
Toffy B be
Toffy B stall + not wing level & ball centre = spin for sure
Not true, you can stall in a slip all day and it will stall straight ahead. If you skid and stall, you're headed for a spin.
Fine. But no one wearing those shoes should be allowed to be in the left seat. Ever.
At least I hope they are comfy:)
If you are maintaining the degree of tight control you are demanding, then the stall should not happen in the first place. An actual real-life stall will be a result of lack of control, so this test is unrepresentative of real life. Don't try for heading or bank control - recover the stall when these are all over the place.
donepearce No shit genius. This is a requirement to just get the mannerisms down.
@@CocoEspada You seem to have taken my comment rather personally. I'm criticising the requirement, not you. If you are stalling, you are in a mess and you need to be able to sort everything out. And if you are trying to maintain your heading within ten degrees, you are not giving sufficient attention to the actual problem. You need to deal with the stall, restore stable flight and then - and only then - get back to navigation.
The requirement is perfectly acceptable because during a full power climb out into a stall there could be obstacles you do not want the airplane turning into. It is critical you perform the maneuver to the heading standards or work towards that complete requirement eventually. There is a reason the standards are set the way they are. FARs are written in blood and someone has likely died because they stalled the plane after takeoff and even though they recovered they ran it into a nearby hill or mountain side by not holding heading. Follow the maneuver requirements.
@@CocoEspada I'm sure it will be a great comfort to the grieving relatives that the plane currently strewn across the ground because of insufficient attention to stall recovery was nicely on the correct course.
@@donepearce the maintanence of heading is to demonstrate control of the airplane. obviously it is not representative of real life situations. but you want to make sure you are OVERPREPARED for emergencies, and that means executing emergency manuveurs perfectly
Can you recover from an inadvertent spin?
Helped me with some Microsoft flight simulator stuff cheers
04:54
❤❤❤❤❤❤
Flying: Power on Stalls
Turning stall is basically air drift?
More right rudder!!!
I'm thinking about going to a flight school next year(2022), but the video makes it look like I'll be on a suicidal mission.
Just go to six flag and try out the craziest rollercoaster 🎢. I f you don’t puke when diving down, you are good to go🤣
they tell us to forget all these when we sign up in the Navy and Airforce. the aircraft don't work the same way, the best survive near crashes on the simulation before touching an actual plane
The instruction given in this video is incomplete and/or incorrect.
The power-on stall, partly because of the rudder input needeed to maintain coordinated flight in the pre-stall, will result in an incipient spin.
It is crucial to immediately initiate spin-recovery technique, which means reduce power to minimum (not mentioned in the video) set ailerons to neutral (not mentioned in the video) release back pressure, use aggressive rudder to correct the developing spin (not mentioned in the video) then add power and slowly climb back to assigned altitude. This video will kill you.
I was going to say, he didnt mention anything aout ailerons or rudder use after stall lol
YOu did not get it. This whole video is not at all about stall recovery at all. The purpose of this video is to recognize an impending stall and take corrective actions so that you don't get to use your spin recovery technique. And more to that, all stalls do not equate automatically spins.
Still is only taught properly by fighter pilot instructors…if the stick is in your guts you’re stalling.
Reasonable info, but the composition is some horrible attention deficit mishmash.
Not quite sure we understand your complaint....
When I first commented I thought this was just some old no name youtube video from somebody practicing their video editing skills. Quite frankly if this really is a product of Embry Riddle there is no way I will be paying that tuition. I'd expect better from a middling community college.
It is like the creators really didn't have a solid understanding of the mechanics that underlie the skill and then created the film while they on were on coke.
Jumps all over visually, excessive verbosity and rapid speech patterns without being information dense at all. Repeatedly showing 2 second stock footage of rudder pedals without explanation beyond some empty "coordinated rudder use" triviality bordering on tautological.
The illustrated attempt at the explanation seemed either incomplete or truncated.
We're sorry to hear that you feel that way. We wish you all the best in your flight training. Safe flying!
@@mytech6779......waiting for your amazing instructional video
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