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They want you to have the knowledge, but the skills outline that you have to be able to perform it to standards too. Not sure I understand the comment that they’re not looking for you to be able to actually do steep turns and only teach it.
i would like to be able to show you how much more effective ailerons are at steering on the landing rollout than rudders are. if you are teaching tailwheel you should definitely learn my method because you will be able to prevent ground loops that you can't stop any other way. you will also believe my statement that almost every single ground loop is caused by improper aileron inputs. you need a 4 or 5000' runway to be able to drive down the runway on the mains in order to learn this method a lot more quickly than on a shorter runway with less ground time. after your touchdown use a combination of power/elevator input to keep a nice level pitch attitude without going too fast where the wheels are chattering and begging for you to slow down! now when the nose starts to go left move the aileron left just a tiny bit and watch that nose go back to the right. when the nose starts to go right input right aileron and watch it go back left. use rudder for secondary steering as needed especially while you are becoming proficient at using primarily ailerons. so now the ailerons are never in a static position as they are always moving to counteract the changing wind. i guarantee you will never forget this if you do it enought to become proficient at it.
the beauty of a conventional or tailwheel aircraft is that it is sitting in a pitch attitude of Vy before you even get in it. so every ounce of energy produced by that monster A65 continental in converted to getting that aircraft off the ground. in a nose wheel aricraft energy is spent just getting the nose to a Vy or climb pitch attitude. so this is why on a normal takeoff with moderate winds it makes a lot more sense to just keep the nose where it is before you even started the engine, at Vy or best rate of climb speed. i have always found it ridiculous to worry about rotation speed in any single engine trainer. you are NOT in a 747 so just hold the nose in the pitch attitude it was before you even got on the runway and it will take off when it is ready. if you continue to hold it there after takeoff the aircraft will stabilize at Vy. you have no business looking at anything inside the cockpit on a takeoff in a taildragger, period, nor do you need to look at anything besides the runway and which way that nose is trying to go. terrible advice to have a student look at anything inside the cockpit any time you are anywhere near the runway on takeoff or landing! so please explain to me why it is so important to get the tail up on any normal takeoff with light winds?
Sorry the video was not helpful. Check out our private pilot ground school if you need a more in depth explanation. learn.fly8ma.com/courses/premium-private-pilot-ground-school/
ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-94vSzPU7TDw.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-e13AgmgkM_Q.html Hope these help, feel free to reach out if you have any other questions! learn.fly8ma.com/courses/premium-private-pilot-ground-school/ For more detailed explanations check out our Private Pilot ground school!
What is the Faa's View on communications crossing a runway? Is there a Far on saying the active runway vs both directions? To me , saying the active only , removes confusion for everyone , perhaps miles away setting up to land. Especially on calm days.
If you are at a towered airport you must be cleared by the tower before crossing the runway. At non towered airports its best to be clear of your location and intentions before crossing an active runway.
Do you need a college degree to become a pilot? I want to fly for a 135 operation and I’m wondering if you need a college degree. I can’t get a straight answer for this question thanks.
Hello mate, I’m going to start air cadets this year and then go to flight school at 15 (I’m 12… I’m becoming 13 this year and I’ll get to do air cadets) so I’m just preparing myself :) thank you
The STEEP SPIRAL vs The EMERGENCY DESCENT. These are two separate maneuvers in the CFI ACS. Can anyone explain what is the difference? Why you would choose each one? Comments?
Steep spirals simulate an emergency but is executed as a ground reference maneuver. Whereas a emergency descent the purpose is to get down as quickly and safely as possible.
Great video but isn’t the example you gave her about opening her owning her plane for tours falls under 119.1e and wouldn’t need operating certificate?
Left-Turn Tendency: - P-Factor - When plane climbs, the right propeller takes a bigger bite of air. - This asymmetry in thrust causes the aircraft to yaw to the left. - Torque Effect - According to Newton's third law of motion (for every action, there is an equal and opposite reaction), the propeller spinning to the right (clockwise from the pilot’s perspective) creates a reactive force that tends to roll the aircraft to the left. - Noticeable at high power settings, such as during takeoff and initial climb. - Spiraling Slipstream - The slipstream (or airflow) generated by the rotating propeller spirals around the fuselage of the aircraft. - Causes yaw to the left - Noticeable, at lower airspeeds with high power settings, where the slipstream effect is more pronounced - Gyroscopic Precession - Gyroscopic precession occurs due to the gyroscopic properties of the rotating propeller. - When a force is applied to a spinning object, such as a propeller, the resultant force is felt 90 degrees ahead in the direction of rotation. - For example, during a nose-up pitch change (like during takeoff), the force applied to the propeller results in a yawing moment to the left. - Noticeable during rapid pitch changes, such as during takeoff or abrupt maneuvers.
Man you don't know how much you been helping me with trough this process on getting ready to start my ppl, i really appreciate all your work , thanks a lot ang god bless u and you love ones!🙌
I am 14 yo and I freaking love planes and choppers , I started to see these videos yesterday and I am gonna keep watching them , who knows, maybe I can become a pilot in the future😊😊
When executing a go-around you apply full power and return to pattern altitude while continuing to fly centerline of the strip. At which point you would make your turn on the crosswind leg before turning to enter the downwind leg.
As a non-pilot, but is aware of the stress that occurs in the industry from training to tenure, this is an incredibly fast evolving environment. I appreciate hearing about others taking the time to consider the mental health implications of what it takes to maintain air travel. It’s important to set realistic expectations to maintain a sustainable and healthy balance on the rocket ship of growth in flying. Thank you for helping protect the dangers.
Not all aircraft especially those used for training have autopilot. The autopilot feature isn't something that can be remotely controlled outside of the aircraft for obvious safety reasons.
My CFI checkride got moved from 30may to 5jun, and so I had to in the middle of checkride prep, go from pts to acs. Not a big difference, but big enough to have to put my binder in a different order
