She does not miss any point in her explanations and if you listen her carefully, she always tells you why - Salute to Cyndy!

my favorite CFI youtuber. So much clear even she doesn't use any fancy effects or music. Just simply getting into the point! Thank you

Your tutorials played a major role in getting me through my PPL, not just the exams. Your tutorials are very easy to follow. If we ever meet I’m buying you a drink. Thank you

By far the best explanations for those learning to get their private pilot. I'm not sure how old this is, but it's presented well in a very understandable format.

This is the best explanation of management of the aircraft in slow flight that I have come across.

Best cfi on KZfaq

I just bought a Piper Saratoga. Going from Dakota to Saratoga. I’m in Transition Training Now. So I’m watching Your Videos again. You got me through my Private Pilot training in 2016. Love Your Videos Thanks for Sharing.

Love the lesson, but I do have to mention something. She spoke about the importance of rudder correction to prevent slippage. The first time she described the tendency for an airplane to turn to the right. I did some research, and I believe that a single propeller airplane actually has a leftmost slippage tendency, which would instead require correction with the right rudder peddle. She switched things up the second time and describes the opposite (and correct) information which I corrected her on earlier. I don't want anybody to feel confused here. Regardless, this was a phenomenal lesson Cyndy.

You are just amazing mam. You probably the best instructor out there.

Wow! Love the way she explained the concept. Thank you so much for developing this video on Slow Flight

EXCELLENT!!!!!!! WHAT A LESSON!!! I HAVE NOT UNDERSTOOD THEORY BEHIND THE SLOW FLIGHT THAN IN THIS VIDEO. INCREDIBLE. YOU NOTE DOWN THE POINTS SHE IS TELLING AND FOLLOW THOSE POINTS AND NO WAY YOU CAN BE WRONG.

This is a great video about slow flight. Every time I see a video you have available for aviation I’m always reassured I’ll get a good explanation.

Cyndy, well done. You have a great teaching personality and demeanor. I find it super easy to follow and understand you, thankyou

So even though pitch and power both affect altitude and airspeed, in slow flight you use pitch to adjust airspeed and power to adjust altitude, got it!

Thank you Cyndy! Your ground lesson are excellent.

Thank you very much, Cyndy. The best explanation of slow flight maneuver that I've come across.

Your videos have helped me so much, thank you!

welcome back! happy to watch you .. again

Nice video!! Liked and subbed!! 😎

Nice video. Full flap will give you high drag and essentially make speed control easier with faster responses to power changes. However, personally, if I was flying slowly due to bad weather or some similar situation, I would rather use take off or not more than 15 deg flap. This is due to a useful rule of thumb in that, lift increases up to around 16 deg of flap, with a relatively small drag penalty, with increased angle of flap, we get a slight lift increase, but a corresponding large drag increase. 15 deg of flap will allow for safer operation close to stall speed, and it will be easier to recover the aircraft to straight and level flight, if I end up on the back of the power or drag curve (same thing). Especially in a SE Cessna with those big fowler flaps.

just what I needed to get my slow flight configurations right

Thank you very much Cyndy for your very informative videos! It is very educational!

OMG i was doing so many things wrong on Flight simulator, NOW I understand. Fantastic lessons, Mrs Hollman

Great videos Cyndy. you have inspired me to become a pilot.

You are awesome! Just discovered all your videos! Thank you so much!

Thank you Cyndy, bit scary coming up to that slow flight, stall horn went off several times doing this today...But I made it!!!

Thank you so much for these lessons, Cyndy. Very helpful.

Every instructor forgets to tell that it is the ELEVATOR TRIM SETTING FOR Hi ALPHA SLOW FLIGHT that bring plane into this mode of Power for altitude & Elevator for speed

this lesson is so good, i have watched it so many times already, thank you

Very smart explanation. Clear ,concise and to the point. Thank you

Awesome video! Very helpful, thanks!

Before clearing turn, it is a good idea to lift The wing of clearing direction first to do an initial scan of that area. Great presentation!

Very good briefing. Although it may have been covered prior to this presentation, it may be useful to refresh on Drag increase as the angle of attack increases in order to maintain level flight at lower airspeed. Thrust reduction is required to initiate deceleration, and the pitch attitude increased to maintain lift for level flight, and then thrust restored in order to “capture” the desired speed. Flaps are used to enable flight at slower speed, with the nose lower to the horizon, ie a lower pitch attitude giving better forward visibility, but again the increased drag will require thrust restored after the initial reduction, in order to “capture” the desired lower speed. Half flap gives more lift and drag for a given speed, Full flap probably much more drag for not a lot of lift increase, but again a lower pitch attitude, and probably much more thrust than for level flight in the clean configuration. I would suggest thrust reduction in smaller stages to enter a descent, because if you do not know the numbers , you can get too rapid a deceleration , lots of yaw.....most single engine pilots aspire to fly multi engine and single engine skill is required , and this situation is a “gotcha”.... If a more measured thrust reduction gives say 300ft/min , then another measured reduction in thrust/RPM closely monitoring your speed, and yaw, until 500ft/minute. This is I recall the minimum descent rate in a holding pattern, and anything above 100ft/min likely to cause lots of ear wax to pop from your passengers ears, or even your own !! Nevertheless, my comments are not criticism because I think this will have been covered in previous briefings. PS. While single jet A/C do not typically give yaw with thrust change, multi engine single engine work definitely does, so this exercise has massive value for those who aspire to a commercial career. At low speed, smooth use of controls to maintain balance, and care with aileron, to prevent wing drop stall/ incipient spin.....the killer if this occurs during a finals turn at say 500 ft agl.

Thank you Mrs Hollman 🙏🏼

1- carb heat on 2- reduce throttle ~1500-1700 rpm 3- enrich mixture light left rudder 4- add flaps (in white arc) 5- increase throttle Carb heat back off

Great explanation! Thank you!

Cyndy! You are the bestest! My continuing thanks.

Thank youuuuuu, I have to demonstrate this today

Thank you!!!! Very helpful explanations

Nice, clear and succinct!

Love your content!

Great vid, u should post more.

Great explanation

great video, thank you

Vmc is a multi engine reference speed at which you can still maintain directional control....

Great video!!!

This is the most clear one on KZfaq, I hope you can rerecord one , since this is a little old.

your the greatest!

This is the best explanation video I have come across. I’m studying maneuvers and this really helped me understand slow flight better. Thank you !

thank you thank you!

Thank you

Thanks a lot.

very good

you're amazing

Thanks dear

Thank you Cyndy :-)

You’re the best 👍🏿👍🏿👍🏿👍🏿👍🏿👍🏿👍🏿👍🏿👍🏿👍🏿

My DPE on my private Checkride told me to do slow flight in clean configuration. Just a curveball they might throw at you.

So below 80 knots? The slower you fly the more fuel you conserve? Is it bad to be a little bit piched up for a long flight? Can his be done in AP?

isnt it that due to torque effect, itll yaw left, so I apply right rudder? why left..here.?

When pitched up, how do you ensure you're safe to decend during slow flight? Would you have right of way?

Where did you get your model airplane?

One good way to remember is ....Pitch for airspeed and Power for Altitude

Old school tutelage. 👍

What is difference between course and heading?

Embry and Riddle is confusing

Darling I love you so much

2:57

CAN U WRITE A LITTLE smaller?

Total misinterpretation of region of reversed command. So many instructors think it means pitch and power reverse. Total fantasy. LaLa land. You are not flying a V22 Osprey. Here's what the FAA says about the regions of command: "The “regions of normal and reversed command” refers to the relationship between speed and the power required to maintain or change that speed in flight." When you reduce speed from cruise to best glide, drags decreases. But when you reduce speed from best glide to minimum speed, drag increases. That's the region of reversed command - the one in which speed decreases and drag increases. The last time I did slow flight, I reduced power to idle at slow cruise, and held altitude by increasing pitch. I did not change the power from idle until just before the bottom of the green arc (flaps were up). It only took 1800rpm to hold airspeed at the bottom of the green arc. Pitch was still holding altitude just as the PHAK states in Chapter 5 - increase pitch to hold altitude at a slower speed. To recover from the slow flight, I increased power to full - the rpm went from 1800 to 2300, and it felt similar to a normal acceleration during takeoff. I reduced pitch gradually as needed to stay exactly on altitude. I was solo during that flight. If I had had more weight or if the density altitude had been higher, I would have needed more pitch to hold altitude, which would have increased the induced drag, and which would have required more power to hold speed. That is the important lesson learned. And a puny little 6 foot propeller pointed horizontally is not going to oppose the weight of the airplane and control altitude like the two huge engines and rotors pointed vertically on the V22 Osprey. That's ridiculous.

Thank you