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That may be his / her technique. Powering down to idle initially can help increase your deceleration and allow you to get to your target speed quicker. I like to replicate the procedure / profile for an approach and landing in which powering to idle is not the "normal" but a lower target RPM that can keep you more stabilized. I wouldn't say setting the power to idle initially is wrong, but I personally find it's more helpful to closely mimic each required ACS / PTS maneuver to those flight regimes that we do all the time, such as take off, climb, cruise and approach to landing. Thanks for the comment and feedback!

Thanks! I've been slowly working on some more when I have the time. Hopefully soon!

Unfortunately its a product of sub par equipment. At the time I was using an adapter that plugged into the aircraft audio output jack for the headset and then into a cellphone that recorded one of the video angles. The plane itself is older with similar age avionics. Also, unfortunately, the quality of the audio wasn't noticed until after the videos were complete and they were uploaded to my computer. The practicality of redoing all the videos wasn't there, so just had to do with what I had. I do apologize about the poor audio, but hopefully the video was useful nonetheless!

Thanks for the feedback! As I mentioned in another comment, the audio was sort of out of my control, and not noticed until after the fact. I didn't really have the ability to redo all the maneuvers and footage, so I tried to clean it up the best I could and decided it was better to post as is than post nothing at all. Hopefully its content was still useful. Thanks!

@@PilotRight It was still useful. I was just making sure you were aware of the sound issue. Thanks again

Bottom of the green ARC?

The low end of bottom of the green arc is reflective of Vs (Vs1), or stall speed in the cruise / clean configuration. I believe on this particular aircraft it was 50KIAS.

Great question! There really is no set distance for each ring of a class B airspace (or honestly, any airspace, although others have some "normal" rings). Each class B airspace is made specifically for that airport and are designed around the airport, its runways and approaches, and any surrounding airports / airspace. The only way to know for sure is to either get out your sectional and plotter or use your digital charts and its associated distance measuring tools. It can be tricky, particularly in the more complicated class B airspaces. That's why a good preflight and understanding of each airspace is so important! Thanks for the great question!

You are correct when it comes to any type of stall recovery. When and aircraft (or more so their wings) stall, keeping the ailerons neutral during the initial recovery is important to prevent "aggravating" the stall and potentially putting the aircraft in a spin. When adding aileron deflection while the wings are stalled, you can actually cause one wing to become more stalled which can create rotation and around the vertical axis and thus creating a spin situation. Once you correct the stall, which can ONLY be accomplished by lowering the angle of attack, and the wings are creating lift again, then ailerons can be used to bring the wings back to level. Hope this helps and thanks for the comment!

Thanks! I'm glad you enjoy them. And sure! When I get a chance I'll do a soft field video as well.

It is in the works! I know its a little late coming considering when I finished and posted this one. But hopefully soon. Thanks for watching and keep a look out for Part 2 soon!

Thanks for the comment! The documents included in this video are for the aircraft itself (independent of who is flying it). So the documents a pilot requires to have with them is separate. Pilot's license and medical would be required for the pilot. A journey log or logbook actually does not need to be carried with the pilot (unless its a student pilot on a solo cross-country and the logbook has the appropriate endorsements). As for insurance, I actually need to double check, but I do not believe you have to have proof of insurance on your person. Thanks again and I hope this helps!

Thanks for the comment! With the older carbureted engines, the manufacture recommends using carb heat not only as a de-ice but anti-ice. With throttle reduction such as these maneuvers, carb ice is more likely due to the rapid cooling of the air through the carburetor from the venturi effect when you reduce the throttle rapidly. Basically it makes sure you don't unknowingly get carb ice with low power settings. Most newer engines and fuel injected engines don't have this issue. Hope this helps!

@@PilotRight I ask because I have a PA28-181 and seem to have this discussion with my cessna friends all the time. On the PA28 the carb air intake runs through the oil pan that is hot. It’s my understanding that carb heat is not recommended via the POH unless needed. On the Cessnas with the same engine, their air intake is run a different way so carb heat is needed all the time, in the decent when out of the green arc. If you have different info, or if your POH say different please advise. I don’t use it in my plane and want to make sure I’m doing it correctly

Piper pa28 use carb heat which is draw directly from the exhaust. The use of carb heat is both Cessna and Piper are used for the same purpose and effect regardless of where the heat originates. The use of carb heat allows hot air to flow into the carb at low RPM preventing the “venture effect”. This hot air flow also robs the engine of RPM. Which is why it is turned off during normal flight conditions and is checked for such effect during ground run up.

Read the POH….no need for carb heat every time.

@@XRP_Rocketry he’s not asking what carb heat is, he’s saying that the main intake routing keeps the air warm enough to negate the need for carb heat unless in a situation where you develop carb icing.

I know, I apologize. I didn't realize the audio was deteriorating as the flight went on until I got it uploaded. I just wanted to post something to for some quick help with some students I have. My goal is to try it again with better audio soon. Thanks for the input and blue skies!

Thank you! I'm glad it helped.

Thanks for the question and comment! Usually the radius for the airspace around and airport is measured / starts from the center of the airport itself. Occasionally a NAVAID / VOR will also be located there, but the airport itself will be where the airspace starts from. Check your VFR sectional for the actual dimensions and layout. Hope this helps. Thanks!

@@PilotRight thank you so much

Thanks for the kind words and support! I'll keep them coming. Thanks!

Thanks for the feedback and kind words! I'm afraid my eye-liner skills are not up to par with my airspace and aviation knowledge, but I'll definitely keep it in mind!

Thanks James! I hope you found it useful. As for the magenta shading, you are correct in that it pertains to Class E airspace. In the case around MSP, it actually means the same it does anywhere else. It is just a much larger area / circle than normally seen. Class E airspace inside or towards the shading (usually towards the airport it is around) has a floor of 700 feet AGL. Outside of the shading, or away from the airport it has a floor (normally) of 1200 feet above the ground. As an example if you are sitting on the ground at LVN (just south of MSP) you would still be in Class G. If you went straight up, at 700 feet AGL you'd be in Class E. If you continued up once you hit 4,000 MSL (not AGL), you'd hit the bottom of the Class B. I hope this helps! Feel free to ask any more questions, and hopefully I'll have time to add more videos soon. Thanks!

Thanks for the explanation! I figured that's what it meant around a Class B airport but I wanted to make sure. I just earned my Part 107 certificate and want to get out and get flight experience.

Thank you very much!

Thanks for the comment! And you are correct. Most class B airspace is up to 10,000 MSL which is different than most other airspaces surrounding airports. But as you mentioned, if the field elevation is already 5,000 MSL then the airspace will only extend up to 5,000 AGL. As always, check the current sectional chart for actual airspace dimensions.