This is so foreign to me. I’m fortunate that the flying culture in which I spent my 35 year career emphasised coordinated turns, airspeed control, and wind assessment.

Ed, this presentation is new information! Good job pulling it together.

Thanks!

I’d love to hear about the changes to the laws and what opportunities this may present student pilots.

Excellent conversation! Thanks for sharing!

Would be good to hear where one can get such training..

Thank you...A lot of wonderful techniques to improve safety.

Need to add power? Carb heat hot, check carb ice. At altitude, re-lean. Google map check your departure airport so you know where you're landing in an engine failure. Came here for the tree landing, appreciated the oil-guzzling cylinder failure. I'm always noting places to land, but you reminded me to also pay en route attention to G/S (winds) for that purpose. Whereas I usually only care about the runway and the practice area, or en route fuel usage. I'll add constant wind direction to my list now. Good point. I can't decide whether you're incredibly unlucky or lucky. What happened to those golf-course-like patches of ground beside your tree? I can't see details, but they looked promising to me. Yes, unless there's shallow water beach or retractable gear water is not an option. Watch out for coastal quicksand too. There's that. What I don't like about highways is that a lot of them are only 2 lanes wide and you won't see a lot of obstacles, wires, until it's too late. If you commit and traffic or obstacles destroy your plan you're out of options, whereas a good field doesn't change although AOPA seems to think the impact will be really really nasty on the body and all those little internal organs that we've grown accustomed to. I suppose if you're about to hit an overhead sign on a highway you dive and burn off the momentum in the float. That dispels one problem.

Great Presentation!!

Guess what? I disagree. I regularly fly both VFR and IFR. I do not lose my IFR skills. Been doing this for over 40 years!

More ads than content. No thanks.

Thank you for your honesty. It's really nice to hear other "new" points of view and how similar they are.

I personally don’t use flap until final with P180! If high I slip then on final I start feeding in flap to keep my aim point constant! Speed control is critical over the numbers or wherever your aim point is!

Hello, everyone. Nice to meet you🎉 How many hour after I finish training be flight instructor

The 201 in pa-28r-201 refers to the wing shape, not the horsepower.

One of the latest short approach mistakes stall fatal accident. I learned them at 9 hours only. On a short wing Piper Colt, The Flying Brick. Soloed at 10 hours. kzfaq.info/get/bejne/btCWjZSi2dGcdqc.html&lc=UgwsZqdvNLKIFuzXFPh4AaABAg.A1SyVB9Uz2sA1Tpz7sEOyS

how lucky am I to come across this! I have a check ride coming up and I was reviewing my performance charts... my dpe is going to teach me even before the ride... this is awesome!

Vfr practice approaches are absolutely legal this guy doesn't know what he is talking about.

LOL. I'll never have a midair cuz I can't hold a standard cardinal altitude. How many pilots fly at 3382' when everyone else is at 3500'? LOL GOTCHA!

Instant thumbs down for the ads.

Attitude + power = performance! Climb, attitude power trim! Level off attitude power trim! Descent, power attitude trim! Level off power attitude trim,

I kind of fell into watching this backwards... I first watched the second video and learned about this presentation. I enjoyed, and learned a whole new perspective about the behind-the-scenes workings of the FAA medical certification processes. Thank you!

Thank you for this very interesting and informative presentation. I have a question regarding the MedExpress Simulator: If an individual uses that simulator, what happens to the information that the person submits? Is it stored, or archived, anywhere? And, is the information, specifically medical information, accessible by the FAA for use or consideration at a later time?

My left ear really enjoyed this presentation lol

It's also sad to recall that a root cause of the Tenerife 747-747 accident was that the Dutch flight crew was facing draconian penalties if they exceeded duty time, so there was excessive pressure to get going.

It was sad that a youtuber was recently killed in an airplane crash. But looking at some of her past posts, there were clear indications that her abilities were sub-par. Thinking back over the years, there have been enthusiastic pilots whose skills were well known to be inadequate, or whose risk profiles were not safe, etc. But in our culture, we value independence and trying new things more than we value accountability -- so we don't stop our friends/acquaintances from taking excessive risks, and people don't listen when good advice is given.

This is good stuff Tim

11m that a handy video for me

I would love to attend, but I can't take three days from work to do so. I really wanted to go, but just can't make it work.

I've had the pleasure of flying with Meg. She's incredible!

can someone post timestamps

Thank you so much. Very helpful

Jason...your ZEN Stick & rudder is really all it's about when performing this maneuver. It's actually quite simple to fly when you think and do it your way. I think you're spot on when you say that most pilots try to be too mechanical and they end up over controlling the airplane. It's really not that difficult when you finally figure it out. Excellent tips as always Jason..thks!

What a great video! Mr Machado is such a gift to aviation.

Thankyou for the tips, this has been purposeful.

Some good techniques anywhere, but especially in (not over) the mountains, you might look at John: As Art said, use all the runway. ACS now recognizes the value of acceleration in ground effect. Unfortunately the don't recognize the basic level in low ground effect acceleration to as much as we can get. Vx doesn't exist at high DA and Vy may be way too steep. Get as much free ground effect energy as possible. Dutch rolls will teach the absolute need to lead rudder to be coordinated. The nose going the wrong way initially looses efficiency needed at high DA. Find out about the energy management turn, or crop duster type turn that is a safe 1 g at any bank angle. This gets really important where horizontal as well as vertical space is limited. When the wind, our friend among low powered airplanes, is 30 the downdrafts and updrafts may be over 2,000 fpm. Attempting to maintain altitude in those conditions is dangerous. Pitching down in downdrafts will get us through quicker and pitching up in updrafts will give us free altitude because we will stay in it longer. We call it on course thermalling. Take off down drainage when practicable. Look for up free orographic lift. Use terrain to your advantage. Use wind energy to your advantage. And use the natural safety design features of the airplane. What does the airplane want to do in a turn, for instance. Paying attention to what the airplane wants to do when needing to turn steeply to miss things or stay in down drainage may make the difference. The design of the airplane is to fly. It cannot stall itself. A pilot pulling back on the stick is required. Use the terrain. Listen to the airplane. Don't fight the airplane. Don't fight the wind.

Such a great teacher! I absolutely love his videos and lessons. Hope he keeps doing this.

Really enjoyed the video. Thank you for this. Seems like a dream but watching this makes me feel like it’s actually possible. A lot of work obviously, but possible nonetheless.

Pete is the Chuck Yeager of today.

Hello! Yass!!! I'm on the case in Louisiana...Federal Register Authorization for Hunting Migratory Birds opens during South Migration. I'm DanAIR Drones & RFK- Research for Kids. My team of 10 pre-teen girls will visit all 64 airports in our state and hunt for nests near airports and/or work with Wildlife & Fish to move nests. Additionally, my husband owns Forest Tree & Landscape Service and I want to impress upon him the imperativeness of maintaining fence lines from vegetation and inspecting asphalt/concrete for evaluation and we are not looking so pretty from Google Maps so far. Wish us luck! If we are committed...these girls will become a NRA competition team as well.

Excellent video with lots of tips. Looking forward to watching the rest of the series.

Great presentation. I'm sharing it with my students.

thanks, good points!

the perfect video I needed

Ads every 4 minutes doesn’t help promote the channel. Definitely ruins the experience.

I was a NAFI member in 1967. Can’t believe today’s costs

Gary: You say that you never fly VFR, however you are a CFI. When you instruct a student in VFR, do you fly IFR??

Subbed, saving this video for later! Got my first flying gig as a CFI with a university, super excited! Thanks for this great resource

Cutlass is a retractable gear, 180HP constant speed prop aircraft. Complex but not HP.

Just bought the digital book. Can’t wait to dive in. Great presentation.