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Good Luck on the check ride William!

@@ThrustFlight I passed!! Thanks again.

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110 kts is the speed for first notch of flaps in c172

@@squidboii thank you!

It’s a way to practice how to control a plane in landing configuration.

They both are

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My school has us slow all the way to the stall horn then add 3knots and make that the target speed.

You can fly the slow flight maneuver within the airspeed range as defined by the ACS. The lower airspeed limit is implied as 1 knot/mph above where the stall warning horn would sound. Some POHs give this number, others may not and you would just need to note where that stall warning comes on during training. The upper airspeed limit = (lower airspeed limit) + (10kts). This is stated in the ACS by clarifying what specific speed you should establish and maintain (PA.VII.A.S3) and then it gives you an acceptable margin of error at +10/-0 kts (PA.VII.A.S5). The closer you can fly to the specified airspeed without busting the lower could indicate a higher level of skill, but the goal of a check ride is not to demonstrate perfection, only one's ability to fly within the standards. Aiming for perfection comes at the risk of busting a minimum. So give your self the highest margin possible by aiming for the middle of that 10kt range.

Warren, well that's exactly what Liz is saying. You don't control altitude in slow flight by pointing the nose up or down (pitch) but rather by increasing or decreasing power. The reason it's called "Region of reversed command" is because if you were flying at a typical cruising speed with no flaps, the way you control altitude is through pitch, not power. But for obvious reasons, slow flight training teaches you how important it is to apply "reversed commands" in scenarios of well... slow flight.

@@bkman66 Huy - That's not what the region of reversed command means. If you want to understand what that term means for airplanes, you need to get the definition from the FAA, not use the definition of Reverse from the Webster dictionary. 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. Speed and power, not pitch and power. In the normal region of command (above best glide), less power is required at a slower speed. In the region of reversed command (below best glide), more power is required to maintain a slower speed. I know that it somewhat confusing but next time you fly, if you can, do this test. If in a Skyhawk, fly flaps up at 85, 75, 65, 55, and 45. You'll find that less power is required to maintain speed at 75 than 85, less power to maintain 65 than 75 in the area of normal command. But in the area of reversed command, you'll see that it takes more power to maintain speed at 55 than 65, and more power to maintain speed at 45 than 55. See fig 11-14 in the PHAK. Chapter 5 PHAK - "as thrust is reduced and airspeed decreases, the AOA must increase in order to maintain altitude". Sometimes I bring the engine to idle at cruise, hold altitude with back pressure, and don't touch the throttle again until nearly at the bottom of the green arc, nudging in just enough power to maintain the bottom of the arc. Pitch has held the altitude throughout. With that said, at critically slow speeds (really at all times), the pilot has to be careful to not pitch the nose too high so as to cause a stall. This is just the reality that there are limitations with how much the pitch can be raised. The last time I did slow flight full flaps at the bottom of the white arc, I only needed 1900rpm to hold airspeed. If I had flown into a downdraft, I would have had to raise the nose to hold altitude - that would have raised the induced drag, but I had quite a bit of extra power that I could use to maintain speed. But what if the downdraft got stronger and I had to use full power to hold airspeed? That would be the limit - any further increase in the downdraft would mean a loss of altitude. I couldn't raise the nose any more because that would have raised the induced drag further, causing a loss of speed and a stall.