You're truly an extraordinary all around instructor/mentor. The way you talk to the audience is seamless with the video's audio/timeline. Nice work dude. I learn so much from your videos (and podcasts) and I feel like anyone (aviator or not) could learn about flying or just teaching in general from your videos. Keep it up, we all notice your effort and appreciate your passion for aviation and education!!!

Oh, that's the stuff! Great tips, and way of thinking, as always.

Thank you sir! As usual perfect response and VERY helpful!

Again an awesome video! Very helpful!

PauL, THANK YOU!!! I KEEP WATCHING YOUR VIDEOS. THANK YOU!

Perfect! I’m pretty much in that part of my training as well so this is gold! Like everything in this channel

I am kind of a light relaxed big picture pilot. Your videos are a nice refresher on the details. Thank you.

4 hour private pilot student here. Just started. Best aviation channel on youtube. hands down.

Sure wish I lived closer for recurrent training. Love the instruction style.

Cracking videos. I struggled with forced landings in training. Often spending too long trying to find a perfect field.I often do a power off from the overhead at my home airstrip when convenient.

In a 172 I was taught that the first action is to just trim full nose up and almost let go of the yoke - it will climb then settle into that 65ish best glide while you are working everything else out.

Great video. Thanks for sharing. I wish you the best. Take care and God Bless.

Pure gold. Great videos.

Great video training

This so much fun to watch from a glider pilots perspective. 😂 (You are an amazing flight instructor)

Always good to be ready for this. I just did a flight to Tahoe and you really think about it up there. However we always need to be ready, especially on departure. Thanks Jason.

good info!

Great tips!

Jason - That;s awesome that youve been instructing for 20+ years. Nothing replaces experience.....and I am happy to hear that you are ALWAYS learning...even after 20 years of teaching. You speak the truth. I got my CFII in 23 years ago, and I'm always learning too. I guess that's one reason flight instructing is a great profession. Keep it up............. I fly in AZ and WI. Tailwinds bro

Loved this video!

Some great point made.

Very informative Jason. As a private pilot it is very comforting to know that we have the CAP out there looking for us should we ever need them. Thanks for all you do in sharing with us. I know that putting these video's together is a lot of work on your part and it does not go unnoticed.

Brilliant!

I love your instruction style and will definitely translate it when I train my students as well. One thing I will mention about the partial engine failure is to also take the time to look in the NRST page and and start flying direct to the nearest airport, at least start to fly in the direction. Maybe it wont fully quit and can give you enough power to get you there safely. At the same time simultaneously running checklists and scanning for fields like monkeys incase it does give out.

These keep getting better! Doing my CFI training now, and you’ve been a great quasi mentor through all the TFP content lol. Question: what are your thoughts on using customized ForeFlight checklists?

BTW, you have NO IDEA how much I wish I could study under you! I am a 60 year old new pilot and doing this just for the love and fun of it! YOU are my kind of guy! PLEASE keep up the good work! You are THE most conscientious and methodical CFI ever! Thanks!

Awesome!!

I do most of my flying off the big island of Hawaii here not many options ditch it in the water or lava rock would open the plane like a can opener

TFP on Patreon!? Wishing you all the success! I have benefitted immensely from your podcasts, and guest appearances on KZfaq. You are a top shelf instructor, and I can't wait to get behind your Patreon channel. Cheers

Have you heard of Pacific State Aviation at KCCR? what you think about that flight school?

So it’s worth mentioning that glide performance changes based on if the prop is idling vs. stopped. I just watched some pilots test the theory that a idling propeller causes more drag then a stopped prop, and it turns out the stopped prop causes more drag, in a 1000’ descent at best glide they got 13 seconds more travel with the engine idling over being dead in a kit fox. meaning in training it’s important to recognize that you’ll have a change in distance to your landing target over what you trained for which, could be crucial knowledge if you were over water, in the kit fox that 13 seconds is the difference of around a quarter mile so if you were crossing a body of water at 5000’ and think you can glide about 8 miles based on idling engine out simulations, and your water body is 16 miles across you could end up over 6000 feet from the beach you wanted to land on, very wet and cold waiting for the coast guard.

Interesting format for a forced landing, I'll have to try it some time. Where I fly we teach the '360' method. Arriving at a high key altitude(rate of descent^2+approximate field elevation+200ft buffer) overhead the landing point in the direction of landing, then executing a rate-one left hand turn to a low key point at the left wingtip when banked, arriving approximately 500ft below the start altitude. After reaching the low key; flaps, tightening or widening the turn, and slips are considered to correct the geometry and get down to the field.

nice final landing.

Best teach him slips to the extreme for braking. Blanking out lift on the trailing wing is something needed to be taught. Some planes it's ill advisable to do a heavy slip with flaps. Most lift is at the wing root and slipping blanks air flow their first.

Awesome

For all you new pilots in training. Remember one thing throughout your flying life. There is NOTHING that replaces "experiences". Learning is defined as 'a change in behavior based on experience'. It's like learning to play a musical instrument. You can think about it all you want, but until you pick it up and play it, you won't become good. If you ever decide to become a flight instructor, I can tell you first hand that your learning curve will sky rocket. You will fly a lot and learn something new each time. You will fine tune your skills and ADM. You also need to be able to provide knowledge transfer (teach), and if you really want to learn something, then teach it. Tailwinds everyone!

Another awesome video Jason! I was always taught to pitch for best glide in the event of a power loss. However, recently I have heard many CFIs recommending holding altitude and letting the speed bleed off. In my mind pitching for best glide will give me more altitude and thus more time to find my best field/problem solve, as opposed to holding my altitude. Am I completely wrong or is there some logic to my thinking? I’ve been watching/listening to TFP throughout my flying career and can’t tell you how much you’ve taught me. I am definitely a safer pilot because of you and your content. Thank you. 👍

Question: were learn to guage too-low/high by how our aim-point moves down/up on the windshield. This helps on final. But what tips do you have to guage it from downwind or base - when the aim spot is in the side window? With a working motor.. no big deal because you can compensate with power on final. But on power-off it needs to be gauged earlier in order to determine the pattern.. square or shortcut. Any tips? I've had issues with this and always felt like a fail when I needed to power drag the airplane in on a power-off attempt.

Excellent stuff. By the way you do doors open as part ot (C) check systems and not on short final ?

When I was learning to fly, even on non "engine failure" lessons the instructor would often have me do a glide approach, and I still do them now if the traffic allows it. I also lost track of the number of times when we were out (doing something different) that they'd just casually reach over and pull the mixture. It's uncomfortable but I always appreciated experiencing it suddenly and in a place where I wasn't perhaps familiar with the "best" place to land.

Talk about not many options that first try. Coyote Hills? Nothing but urban area and small slivers of marshy reserves. Great tips as usual. I plan on printing out an emergency engine failure list like that. We have the larger book in the side pockets, but digging it out and flipping through the pages is not ideal under pressure.

Jason! I got myME-Comm-Inst today!!!

PLWP A - AIRSPEED : 60KTS W - ING FLAPS : 20 S - SELECT FIELD (THEN RETRACT FLAPS UPON REACHING SAFE ALT. AND SPEED) R&E - RADIO AND ELECTRICAL EQUIPMENT : OFF W - WING FLAPS : 30 A - AIRSPEED - 55KTS M - MASTER SWITCH : OFF D - DOORS : UNLATCH T - TAIL : LOW LANDING I - IGNITION : OFF B - BRAKES : HEAVY ELWP A - AIRSPEED : 65KTS (FLAPS UP) ; 60KTS (FLAPS DOWN) M - MIXTURE : IDLE CUT-OFF F - FUEL SHUTOFF VALVE : OFF I - IGNITION : OFF W - WING FLAPS : 30 M - MASTER SWITCH : OFF D - DOORS : UNLATCH T - TAIL : LOW LANDING B - BRAKES : HEAVY

I have watched this video a couple times over the past year. I know it’s part of training but are you ever worried about shock cooling your engine?

I wish I lived in an area that possessed safe landing areas. But, no, mountains, forest, basically you're f--ked if you lose an engine. Still trying to reconcile that level of risk.

A-airspeed B-best field C-check system D-declare emergency E-exit/secure

Why discontinue the forced approaches so high? I’ve always done them down to the last 20-100feet before touchdown. On the actual flight test the approach discontinues much much higher so passing is a breeze, vs actually needing to manage altitude or bleed altitude to hit the touchdown zone accurately.

I'm wondering if step 1 should be amended taking into account the high number of stall spin accidents in GA. Pitch down immediately, then look at speed, trim, etc?

I have a question Jason. Your 3 tools 1. Flaps 2. Approach Geometry 3. Forward slip. One of my favorite tools to practice is forward slip. In your sequence forward slip is #3. At that point you , if it is all done in sequence, by the time you get to forward slip, you already have full flaps in, right? Am incorrect in the fact it is not recommended to do forward slips in a Cessna with more than 10 degrees of flaps? So how to accommodate this fact to accomplish tool #3? Or am I missing something? Just trying to get straight in my newbie student head!

I realize this is an old video but were are doing engine out practice right now. Did I miss an explanation of what you mean by "Geometry"? Also when you say "high tight base" do you mean you are higher than your normal approach altitude and you dive in for the final?

And what if there is no field around? ._.

What is an ideal area to practice SPOT LANDING?

Just don't stall the plane and you will probably survive an engine out. We have a tendency to pull back and stall 100ft above the ground.

I hope he never has to use it, but he looked in control.

Would you please make a video about "Engine out at night"?

Partial failures are 3-4 times more than total fails. Those 4-6 air cooled cylinders can fail 40 times more often than car liquid cooled engine cylinders do. Baby those cylinders, Dont overheat or undercool them.

shouldn't his hand be on the throttle throughout that runway landing at the end?

Don’t believe everything they say on the internet Jason. Have you ever tried shutting down the engine for real in flight while stopping the prop completely? Do so (in a safe environment close to an airport and don’t forget to prepare the plane for a quick restart) and be surprised how much better the plane behaves than while idling with or without power. I have. You get a fair glider for the price of a C172.

Imo, important information and music don't tango well.

Awesome !!