My in structure took almost 2 hours to explain these things to me and I spent around 80 dollars for these 2 hours and I didn't understand from him very well, and this video is just 8 minute and for free and I understand this subject very well, I love you, Cyndy.
Since I don’t live where Cyndi does, I watch her videos to brush up on lessons I’ve had with my CFI. Believe me, if it was feasible to travel around so Cyndi could just be my CFI I’d do it!
1- carb heat out 2- power to 1500 3- flaps in (white arc) 4- start descent 5- power out 6- nose up to stall 7- release back pressure & add full throttle with right rudder 8- push carb heat in and retract flaps
really surprised these videos don't get more views. the instruction is clear and concise. Thanks for the review, we are doing this exercise for real in a couple days.
I I have enjoyed your videos very much, and I think you have a gift of explaining aviation in a clear understandable way. You are an excellent instructor!
You are a great teacher Mam. I review your videos before every going for my flight just to make sure that my basics are clear. Thank you for making these amazing videos.
After going thru my commercial check ride I concluded that if you get yourself in a stall at departure then you may not me competent enough to get yourself outta the stall. It’s just easier to not stall in the first place. I remember my multi comm add on. You have much less room for error. BE58 was my multi trainer that was a powerful plane.
THANKS for explaining both the "SEPERATED-AIR"--stall reason & the IMPORTANT BUFFETTING, or "SICK-SHAKER" effect!!! SOME planes Don't have WORKING alert horns!!!!!!!!!
Hello Cyndy, you teach in an awesome way that I’ve never seen before, are you teaching in some flight school around the world? If yes I really would like to know because I’m thinking about to change school after my PPL. Thank you for your video’s
This may be a stupid question but when you recover from the stall and you go to full throttle do you take out the flaps before or after you go full throttle? Thanks
During a recovery right above the runway, as I point the nose down to increase air speed, do I give it full throttle slowly?? I dont know how much a small increase of airspeed is going to do when at 10 feet above the runway or lower, if i only go off of the small airspeed increase from tilting the nose down.
reducing power, in this case cutting throttle, without carb heat risks the carb icing up, stalling the engine, and preventing a restart in flight. The venturi effect in the throat of the carb (reduced temperature due to accelerated air flow) drops the temp of the aluminum throttle body to temperatures well below the vapor point of fuel. Liquid fuel does not burn. In extreme temperature differential, the moisture in the air can freeze to ice and restrict or block the throttle body or manifold passage, preventing any air fuel mixture into the combustion chamber. The result is a dead engine that may not be able to be restarted in flight. To prevent an emergency landing while preforming a maneuver which requires a drastic reduction in throttle, add carb heat heat before cutting throttle to avoid an icing situation, and potential in flight emergency.
fuel ratio would need to be enriched if significant altitude was lost, in order to compensate for denser air. In her example of 2000 ft or less, I would not expect a significant performance loss, unless you were above a field at a very high ground level already. (3000' agl over Denver, maybe. 3000' agl over Houston, no. ) But, no. Reduced rpm's should not affect mixture.
All of you are explaining not good. This is all about go around situation. It's very simple .when you come to land and for some rison you have staling situation you just nicely straight airplain nose and full power.that is it.All you guys confusing by your stupid explanation.
You are such an underappreciated and underrated treasure. Thank you for these videos.
My in structure took almost 2 hours to explain these things to me and I spent around 80 dollars for these 2 hours and I didn't understand from him very well, and this video is just 8 minute and for free and I understand this subject very well, I love you, Cyndy.
Since I don’t live where Cyndi does, I watch her videos to brush up on lessons I’ve had with my CFI. Believe me, if it was feasible to travel around so Cyndi could just be my CFI I’d do it!
Another tip:
Rudder work is essential as the speed drops right before the stall. Do not use your aileron if either wing wants to dip.
1- carb heat out
2- power to 1500
3- flaps in (white arc)
4- start descent
5- power out
6- nose up to stall
7- release back pressure & add full throttle with right rudder
8- push carb heat in and retract flaps
Ive been watching videos on this for two days and yours is the first I understood. Thank you.
You are EXCELLENT.....GREAT TONE, GREAT TEACHING, GREAT PATIENCE
really surprised these videos don't get more views. the instruction is clear and concise. Thanks for the review, we are doing this exercise for real in a couple days.
I I have enjoyed your videos very much, and I think you have a gift of explaining aviation in a clear understandable way. You are an excellent instructor!
I have my check ride next week and I am so glad I found you on youtube. You are great!!!
Wonderful video. You did a great job explaining everything. 👏🏻
You are the best teacher in the world
Wish will be my CFI😊💎🦋
These are the best videos I’ve seen anywhere. Thank you!!
Cindy Hollman is the best pilot teacher.
You are a great teacher Mam. I review your videos before every going for my flight just to make sure that my basics are clear. Thank you for making these amazing videos.
Thankyou for your explanations, I understand perfectly, you are a really good teacher, 👩🏫 I really appreciate all this information.
After going thru my commercial check ride I concluded that if you get yourself in a stall at departure then you may not me competent enough to get yourself outta the stall. It’s just easier to not stall in the first place.
I remember my multi comm add on. You have much less room for error. BE58 was my multi trainer that was a powerful plane.
wow you are so awesome thanks cyndy I enjoyed every second of the video and learned.
THANKS for explaining both the "SEPERATED-AIR"--stall reason & the IMPORTANT BUFFETTING, or "SICK-SHAKER" effect!!! SOME planes Don't have WORKING alert horns!!!!!!!!!
Tnx so very much for ur straightforward, uncomplicated and jargon-free explanation
Awesome and beautiful explanation!
Excellent explanation - thank you.
HOLY COW look at that wing, now that is skilzzzz
Right? How effortlessly she drew the two wings was like, wow!
You’re the best ever ! Thank you for your time explaining us
Very well explained.thank you
Thanks Cyndy,
Amazing job explaining, so clear!!
Hello Cyndy, you teach in an awesome way that I’ve never seen before, are you teaching in some flight school around the world? If yes I really would like to know because I’m thinking about to change school after my PPL.
Thank you for your video’s
her school is on linkedin and google
great lesson, thank you!
How funny! Your name tag is obscured, but the title of the video is Power off Stalls - Cindy Hollman
It’s blurred to hide the company name where she was employed
Good explanation, thank you.
Very good
Only one thing, when Stalls, leave the airplane past the horizont and then aply power
YOU ARE THE BEST
More I reveiw it ,the more I understand it
This may be a stupid question but when you recover from the stall and you go to full throttle do you take out the flaps before or after you go full throttle? Thanks
Thank you
Virtually impossible to stall a 172 with full flaps. It just slowly descends.
I'll take that any day
You said retract flaps on recovering you got to be careful retract gradually you need to say that
Can you discuss instrument training?
During a recovery right above the runway, as I point the nose down to increase air speed, do I give it full throttle slowly??
I dont know how much a small increase of airspeed is going to do when at 10 feet above the runway or lower, if i only go off of the small airspeed increase from tilting the nose down.
When the Ad for this video is for your ground school. 😬
you great thx
I wanna go to your fly school
5:02
Again, why carb heat and what about the fuel. mixture?
reducing power, in this case cutting throttle, without carb heat risks the carb icing up, stalling the engine, and preventing a restart in flight. The venturi effect in the throat of the carb (reduced temperature due to accelerated air flow) drops the temp of the aluminum throttle body to temperatures well below the vapor point of fuel. Liquid fuel does not burn. In extreme temperature differential, the moisture in the air can freeze to ice and restrict or block the throttle body or manifold passage, preventing any air fuel mixture into the combustion chamber. The result is a dead engine that may not be able to be restarted in flight. To prevent an emergency landing while preforming a maneuver which requires a drastic reduction in throttle, add carb heat heat before cutting throttle to avoid an icing situation, and potential in flight emergency.
Ok I get that. But don’t you need to adjust the fuel mixture?
fuel ratio would need to be enriched if significant altitude was lost, in order to compensate for denser air. In her example of 2000 ft or less, I would not expect a significant performance loss, unless you were above a field at a very high ground level already. (3000' agl over Denver, maybe. 3000' agl over Houston, no. ) But, no. Reduced rpm's should not affect mixture.
Copy that. That’s what I was looking for.
I think carb heat needs to go on with power off manuvers and on manuvers when throttle is full
Thanks baby
All of you are explaining not good.
This is all about go around situation.
It's very simple .when you come to land and for some rison you have staling situation you just nicely straight airplain nose and full power.that is it.All you guys confusing by your stupid explanation.
4:38