Thank you! Glad you liked it. This one is quite an old video. You dived deep into the archives!

Hahaha it's a good saying, and very very true.. The panel is very clean.. The cleanest I've seen in a while

Boy, if that isn't true. You almost need to start turning BEFORE power is cut. :) Too bad I can't see the future... With a 172, I can usually give an 8 to 10 second count before turning because they love to float.

if your in a cherokee 6 youll beat the brick to the ground

Haha sounds like you have a good instructor.. It's always good to get some real world experience! Or as close to it as possible!

Yeah, it's amazing how often things fail when there's a flight instructor in the right seat. :-) When I was doing training for the mountain airport I used to fly into, "flaps failed" was my instructor's favorite call. I got reasonably good at putting the plane into a really hard slip to get low and slow enough.

I slapped the hand of my instructor when get my instrument ticket because he kept fiddling with stuff. We had agreed that he could tune the radios or ask me to simulate a power failure. It was my plane, after all.

Thanks Ken.. It really does just drop as soon as you lose power

Nice!

Thanks man! Glad I could bring it to you!

Thanks!

Hahaha thanks man

Agreed there's no better feeling!

Steven Mason The thing drops like a brick so it's really weird base to final.. Feels so low..I went to a CFI seminar at the FSDO and they are big supporters of teaching gliding approaches.. I'll be doing that with my students.. I'm glad you enjoyed it!

Yeah, I've never done one in a PA28 of any kind, so I can imagine the drop is crazy. I fly an RF-6, which is a French rag and cable bit of kit which is really light and with LONG wings, so it glides relatively well. I'd guess the stubby wings of the PA28 aren't conducive to a great glide angle. I've always found the effect of the drag flap really interesting in glide -- it almost acts as an airbrake. As usual; great flying. I love your videos mate; thanks for sharing them. Regards from the motherland!

Haha thanks man.. Glad you enjoyed it! I had to throw the gangnam style bit in!

Hahaha it's instinct isn't it? It was just a subconscious thing to have my hand there!

Brilliant man! Good luck on the solo! The Arrow is a fuel injected engine, so no carb heat.. All the fuel to air mixing is done in the servo regulator..

NICE! He was taxiing because every time I landed, my sunglasses would fog up.. So I asked him to take controls while I cleaned them!

Cool man! Glad they are helping! I pull the prop back to reduce drag. The Arrow drops like a brick so any drag reduction is really helpful.

LewDix Aviation I wonder if a DPE would allow that on a checkride? Theoretically if you loose your engine and oil pressure (not all the oil just some of it) the prop is going to go to a low pitch (high rpm) setting. I would figure the last thing you would want is it going to full feather. I would think one would want it generating some thrust to make it to the runway. Not trying to be a smart ass, just honestly curious.

Single engines don't feather

I always practice power off 180s and such with the prop at full RPM (full forward) because it's likely that with an engine failure, the prop governor will cease to operate. Yes, that really sucks in an Arrow because they sure don't like to glide as well as other planes. Always prepare for the worst!

sr8621 a constant speed can, dumb ass

The hump is awful!! Makes things difficult! No time in a Cherokee 6

youness mesbah it's fuel injected

Thanks! There is no requirement to start the 180 with the gear up.. That's why I do it with the gear down.. Also, it is one less thing to worry about during the maneuver!

youness mesbah you talking about carb heat?

Same camera, the Hero 4, but 60fps instead of 30.

neal mcconochie it doesn’t feather per se. You can bring the prop lever back when the engine is idling to reduce drag, but it’s not a true feather. If the governor fails in a single engine constant speed, the blades automatically give you a finer/lower pitch so you can get as much power from the engine as possible. On a multi, the props on a failed engine automatically revert to a high pitch to be in line with the relative wind and reduce drag. They feather.

No

Yea.. Constant speed prop, retractable gear and flaps = complex

@@LewDixAviation Excellent...I always wondered what the big deal was. Now I know, thank you good sir. Keep up the Great Videos.

No carb ice was suspected

No carb heat on an Arrow, only alternate air due to fuel injected

Gadi Amit It's power off 180 practice, there is no throttle required as it's simulating I have no engine. Ideally prop should be full forward, but in a situation where you need to reduce drag to increase glide distance it's not a problem to bring the prop back. Did it on my checkride

Gadi Amit it's been a while but if you were in a true no power situation you wouldn't be able to feather the prop because the lack of oil pressure from the engine and the fact the governor on a single is reversed from a twin. I agree reducing drag is great but in a real world engine failure, not reduced power situation, I didn't think it was possible.

I used to teach these with props forward in the Arrow for this reason. You can glide enough with the added drag. I was always more comfortable with having the extra power available if I needed it.

@@LewDixAviation Again, my apologies, but I agree also with the other comments. I don't think feathering the prop is a good idea either. I added a previous comment about the late change of flap settings from zero to full on very short final. I think two significant areas of risk were introduced into that training session, and I do not believe either is necessary.

@@kenstallings1811 No apologies necessary man. Since this video was posted over 6 years ago I’ve read many articles and spoken to manufacturers who support that in a power off situation if the prop is windmilling, to move the prop control to low RPM. The reduction of drag helps. Now, there’s something to be said about putting yourself into a position where you have to do this. If you do things correctly you won’t have to. But in a true emergency, you can bet I’m going to try and do everything possible to have a positive outcome.

youness mesbah there's no carb heat in a fuel injected aircraft because there's no carburetor

Nah

@@LewDixAviation yeahh. Intermittent Forward Slip Syndrome??

@@outwiththem 6 checkrides, 2 airline type ratings, 100% pass rate for students. I think I would’ve been caught out by now if I was “scared of forward slips” 😂

@@LewDixAviation I never said YOU. Your student did that. Some are scared of forward slips because are "Weird". or "difficult to do for me". (LOL). I learned them on a No flaps Piper Colt at 80 mph approaches when around 10 hours only. Soloed doing them at 13 hours doing 3 short approaches and touch and goes. That was a normal solo in that airport. If you could do only 2 second forward slip, you land too long, no touch and go done because of that, have to stop and taxi back like an idiot. Hot weather back taxi. CFI pissed off by your cowardise and clumsyness. They let you go. Why? Because you can only do Mild Maneuvering. I was taught EFATO 4 kinds in 1996 by the other commentator named airplaneEmergencyTurbacks.. Glad you are not one of the many Mild Maneuvering CFI in USA that cannot teach EFATO. Too many can only teach mild maneuvering. And when have to do Hard Maneuvering like EFATO, or short approaches, or low legal 400 agl circling windy approaches, they crash. Jon Kowilski of FlyM8, Jason Schapper and FlyWire Scott Perdue are teaching EFATO lately too. My CFi convinced them to learn those turnbacks from safe altitude. Now you and them are Hard Emergencies CFI and Hard Maneuvering CFI's. Congrats..

@@LewDixAviation Take a look at that channel of airplaneEmergencyTurnbacks. Videos of 30 pilots practicing turnbacks EFATO. also videos of short approaches, low go arounds, accelerated stalls and other hard maneuvers. He was a Hard Maneuvering CFI. He retired with 11 emergencies and no accidents.