As an Ag instructor, the most common error during steep turns was failure to lead rudder to get the nose moving the correct way going into the steep turn and failure to continue using rudder to push the nose around in the turn. Modern airplanes have wing engineering to mitigate but not eliminate adverse yaw. We may think we are coordinated but unless we lead rudder the nose will move the wrong way first. The maneuver that proves this is Dutch Rolls, what some now call the coordination rolls, to 45 degree banks. Unless we lead rudder, the aiming point cannot be held, especially when bringing the wing back up at the now a bit slower airspeed. This is not your problem at your level of instruction, but Ag is conducted entirely during maneuvering flight. Airspeed is life here and stall is fatal. We make zero level turns while holding the nose up on the horizon with elevator pressure. In order to get the shortest possible diameter of turn in the turn back to the crop, we use the extra free ground effect energy in the field to pitch up wings level and slow down. As soon as we lead rudder and start the bank with aileron, however, we release back pressure to unload the wing. A 1g turn of any bank angle is possible unless we load the wing with back pressure to hold the nose up on the horizon. We don't need the nose up on the horizon. We need the nose on target. 300 or so fatalities in GA per year is too much. Especially since we are teaching pilots to stall during maneuvering flight around the airport. I know it is not a part of the school solution, but somebody should think about teaching pilots to turn smartly with the wing unloaded. The critical angle of attack is not what causes the airplane to stall. That is when the airplanes stalls. A pilot pulling back on the stick is necessary to cause the neutral dynamically stabilized airplane to stall. The airplane cannot stall itself. Saturday a C-140 pilot got too close to the airplane ahead on final, turned steeply while holding the nose up on the horizon, stalled and spun to his death. He had 400' of perfectly clear vertical space available to allow the nose to go down into as designed for safety. Why did he hold the nose up on the horizon?

Thanks. Will try this on my next flight. My steep turns are inconsistent

Wonderful, elbow tricky was so useful. thanks from UND Aero cast.

Appreciate it, one or two new ones for me in there.

Great videos guys, love em! It would be really cool if you guys could do a 3MT on Vo Speed and how it changes with weight! I know a lot of students like myself/UND aero community have trouble understanding the why. And exactly why we have Vo as well, thanks if able.

So as an instructor i was taught never to trim in a turn as its a short manoeuvre. When the student rolls out they have all that back trim to get rid off.

Nice tips....much easier imho to prevent that initial pitch up while rolling in using a side-stick....if you have the opportunity to fly with one.

Power on stall exercise please

Nhưng tôi có rất nhiều cách đáp máy bay vui vẻ lắm luôn

how to trim on landing

Great information. thanks. Video tip. Don't read; speak naturally. you know this information. It doesn't need to be verbatim. A more natural sound and look makes for a better presentation. thanks again for the information.

Ta muốn cho tất cả các ông bà cha mẹ anh chị em biết hạ cách mấy bây vui vẻ lắm luôn mà không phải chết hay bị cháy nổ nè các bạn thừa biết lúc bay lenh, vậy lúc bị gãy cánh thì chúng ta có cách xử lý được ta chỉ cho nè các bạn cho máy bay hạ luôn và tìm vị trí gần nhất và khi cho đáp về đất các bạn cho khép cánh lại luôn vì khi bị gãy cánh thì sẻ bị đảo rất mạnh và sẻ xảy ra hư hỏng nặng vậy các bạn chỉ cho phần đuôi đáp về đất mà vẫn cho bây lên đến khi phần đuôi về đất là các bạn cho bây lênh và cứ như vậy phần đuôi chà ở đất đến khi tốc độ chạm lại là tất nhiên phần đầu vẫn thẳng lên trời như là bay lên mà không bây rồi mới cho về đất và chà thắng lại là an toàn