Absolutely. Being under the hood is the definition of simulated instrument. Has nothing to do with whether you’re flying approaches or not 👍

@@NorthwestAeronaut thanks

Well… a lot has changed over the years lol. You probably wouldn’t recognize it today. Come on out for a visit. 👍

Glad it helped! Let me know if I can help with anything else!

Great to hear! Let me know how it goes after you go put it all to use 👍🙌🏻🙌🏻🙌🏻

Not sure what you mean by induced skids? There was no skidding here. Also, while you can practice it anywhere and with any ground reference, it doesn’t quite have the same effect if you can’t really be close enough to the ground in order to see the centerline and have a point of reference to how you are truly traveling over the ground.

Glad you enjoyed it! Thanks for watching! 🙌🏻🙌🏻🙌🏻

I’m pretty sure I’m showing you the outside for the majority of all the time that it is relevant to do so. At what point would you like to see outside where you are currently seeing me?

@@NorthwestAeronaut I was hoping for more visual from inside the cockpit out over the cowling to get a feel for about when the plane touches the ground and just before. I am trying to improve my landings and that last couple of seconds is critical for me to achieve good landings. Otherwise the video was fine.

I appreciate the feedback. I think the best thing you can do is simply take these techniques and go out and try them. No camera angle from anywhere on the plane is going to match what you see in real life. So it’s just going to require you practicing the techniques and exercises yourself to really benefit you. Let me know how it goes 👍

Never mind I looked at your website and you are in Oregon…lol

Haha yep!

I’m going to sign up for a discovery flight with you sometime in the near future.

I’m happy to help with that if I’m Able but just so you know I’m booked out about 4-6 weeks this time of year 👍

Great, thanks for letting me know!

Thanks man! If you like this one, you’ll love next week’s video! 🙌🏻

Thank you!

Glad it helped! Thank you!

Thanks Brian! Glad you asked this as it wasn't something I could really get into the details of on short final there during the video lol. So here's how I approach it - First of all, you have to consider than a large majority of the time, the winds are going to differ aloft than they will on the surface. Even from just 50-100 high, there could be a significant change in wind velocity or direction than what it is at the surface, depending on the airport etc. So I you put in a correction early, you're just going to have to re-correct once you're over the runway anyway. At the same time, when you've now put this correction in early, you've increased the drag on the aircraft because you're going into a slipped condition. This extra drag is going to require more power to overcome in order to stay on the proper approach path, and when it comes to stability of an approach, changes in power are one of the most de-stabilizing things you can do, and fighting against that extra drag will simply create more work for you and the airplane. So I find that staying coordinated all the way down 1. allows you to focus on just one thing which is maintaining position with centerline, rather than two things (maintaining position and alignment) and 2. allows the plane to adjust to the actual surface winds as you round out which shows you exactly what correction is ultimately going to be necessary at the moment of touch down. Sometimes the surface winds are significantly calmer than the winds aloft and the plane will basically straighten itself out in the round out. Lastly, I can only guess here, but I imagine that some of the trouble you're having with the swaying of the nose and feeling it out when you've tried in the past may be due to lack of proficiency in the coordination necessary with the ailerons and rudder when putting the correction in. If you check out my video "shapes in the sky", the first rendition of the exercise on there is a great way to get more comfortable with this coordination of the controls and you may find that with a little practice on that, this crosswind technique becomes a lot easier. Also, my video coming out next week on "how to practice crosswind landings when there isn't a crosswind" should give you some good things to try to get more comfortable with it as well 🙂 Sorry for the novel but I hope that makes sense and let me know what you think!

@NorthwestAeronaut thank you! Some good points in there. Yes I'm totally comfortable with xwind up to max demonstrated and am not really having a problem... just like hearing the differences in approach and reasonings which is great yes thank you. Once I did my tailwheel things got a little rudder happy after getting back in the Cherokee 🤣

Go get it! 🙌🏻

Thanks buddy! 🙌🏻

Thanks man! 🙌🏻🙌🏻🙌🏻

Nope! You’re doing it the right way! Sheppard air is not a substitute for ground school it is a test prep. You are absolutely supposed to do a ground school like kings first before you even look at Sheppard at all. So you’re doing it exactly the right way. You’ll do great! 🙌🏻

Honestly I don’t think they even sell them anymore, but they actually aren’t what I prefer anyway these days. I just recommend the standard ASA jiffyhood. They tend to work the best in my experience. 👍

lol you would NEVER make a mistake lol and yeah someone was very excited in the tower 🤷🏻‍♂️

Yep! Always trim for configuration changes unless it’s a temporary change. You saw that I was hands off once I was configured for slow flight, so whatever is required in your plane to achieve that is what you should be doing 👍

So maybe I was unclear in the video but I did not mean to imply that you’d get a BETTER glide with 10 flaps… I mean that at the end of your glide, 10 flaps can be used to give you a short extension under the right circumstances. You can see a demonstration of this in my other video here… towards the end 👍 kzfaq.info/get/bejne/ga2fl7yKxqeyh5s.htmlsi=OufsBVxE9Eib0Szj

@@NorthwestAeronaut thank you for your response.

So it really just comes down to your interpretation of what is up and what is down lol. The way the switch is mounted in this plane is basically parallel to the floor. So “forward” is flaps up and “backwards” is flaps down. If you were to reorient that to be parallel to the firewall, then up would equal flaps up and down would equal flaps down. Don’t know how your switch is oriented but ultimately as long as you know which direction does what, then that is what matters 👍

I am a flight instructor 👍🙌🏻

Absolutely! You could volunteer that. And at the same time ATC can and would Do it if they really needed to. But always an option! 😊🙌🏻🙌🏻

You're very welcome! Thank you for watching! 🙌🏻🙌🏻

Thanks Rick! Good to hear from ya!

Thanks! So from a practical stand point you can start it from any altitude, but for check ride purposes you’re typically going to want to start it at least 3500 AGL. 👍

How’d it go!?

Thanks for the kind words! In a practical sense if you’re high enough to require a slip to get down, you should know by the time you turn final and therefore shouldn’t have any power in. For the purpose of demonstrating a forward slip and purposely staying high, you just want enough power to maintain altitude until you’re ready to do the slip. Let me know if I can be of any more help! 🙌🏻

Nope. Because the safety pilot can only log the time that the other pilot is under the hood. 👍

@@NorthwestAeronaut So basically your PIC time should always match your total time?

@@bryantmiranda3908 in this particular type of situation, yes.