When slow, as with stabilized approach and deceleration coming into ground effect, the anti-turn control (rudder) should be the go to wing leveler. Aileron overuse aggravates wing wagging which is dangerous when low and slow.
Now put your hood down and keep the stall warning alarming. Maintain airspeed and altitude. Turn left 90 degrees; now to the right 90 degrees. Keep the stall warning sounding. Return to original heading. Descend 500 feet. Trim the aircraft for normal flight. Hood up. Private Pilot check ride, ERAU in 1971. Smith was Chief Pilot and my check ride examiner. The use of the hood in slow flight came as a complete surprise.
I failed this maneuver in practice last week. Instructor was pissed and sent me home to watch videos. This one is very helpful. I'm supposed to maintain 41-44kts at 8,000AGL.
Hope the video helps! Remember to keep your eyes outside. One of the biggest problems folks have with this maneuver is focusing on the airspeed indicator too much. The nose knows, and will tell you everything you need to know. :-)
If the instructor was pissed, sounds like you need a new instructor. I am a flight instructor, and a commercial jump pilot, and I find that to be unacceptable for an instructor.
Why are we supposed to pitch up/down to maintain airspeed when climbing/descending? Shouldn't it be enough to add/remove power to climb/descend at the same airspeed?
in General aviation. when you are climbing, you're usually using full power. so you can't add more power. and when you are descending you usually don't have any power input. and if you getting too slow. then you'll just pitch down to increase airspeed. and then you'll have faster descending speed(VSI). and it'll be just sooner until you start to fly straight and level again. so why add power?
If you are flying around terrain, you want to be able to fly around stuff without losing control by going too slow or cross controlling accidentally. Not all airports are surrounded by flat earth. Practicing near the limits at a safe altitude allows you to maneuver safely into a tight landing if the engine were to quit. Getting too slow and falling (stalling) out of the sky will kill you!
The reduced speed also reduces the radius of turn, allowing the airplane to turn faster. Imagine doing a 360 degree turn in your car at 5 mph vs. 50 mph. At a slower speed, you would be able to complete the turn faster and with a much smaller radius.
The slowest IAS in the video under dirty configuration was 20-30 knots - that's crazy! I thought the slowest (before stalling) speed would be 1.3*Vso, which is approximately 53 for Cessna 172SP.
THE HARRY BROWN PROJECT There is a very large position error at high angles of attack plus power reduces stalling speed, result = abnormal INDICATED airspeed. It’s pointless flying the aircraft with the stall warning blaring, what we are trying to do is AVOID flying at this speed, not encouraging flight at stall speed. If the stall warner sounds positively, take stall recovery action immediately, that’s what should be taught.
because extra stuff added to the instruments is *incredibly* expensive...not great for general aviation aircraft, which are supposed to be more accessible by the public.
Eyes outside (VFR) so camera ideal not good. Also why add latency to the mix? Most flying should be level unless you like flying inefficiently and taking longer than necessary to get somewhere. Can you afford a B-29?
😳Wow simer down know my friend.. these are the craziest instructions i have seen.. who the hec is going to remember all this.. just fly slow guys and forget about everything else😂
The ACS mentions maintaining a specified bank +/- 10 degrees (private pilot), or +/- 5 degrees (commercial pilot). There is no specified limit in the ACS as to what bank angle you can do slow flight at, only that whatever bank you were assigned, you maintain it within those tolerances, as appropriate for the certificate you're seeking. Hope that clears things up.
Depends on your prop and fuel mixture setting. Yes, this can generate a ton of torque on the motor, and burn a lot of fuel, but for the most part it's fine as long as you use the right amount of throttle, carb heat (side note: flying for extended periods of time with carb heat on IS bad for the engine, since it's unfiltered air), and fuel richness.
THE HARRY BROWN PROJECT. Good information but poor delivery. At the end of a sentence ‘pause’. That’s why there is a full stop there. You talk too quickly, are you on fire?
THIS IS THE BEST VIDEO TO UNDERSTAND MANOEUVRE.
Thanks so much for this video!
When slow, as with stabilized approach and deceleration coming into ground effect, the anti-turn control (rudder) should be the go to wing leveler. Aileron overuse aggravates wing wagging which is dangerous when low and slow.
That stall horn is sounds scary!
Now put your hood down and keep the stall warning alarming. Maintain airspeed and altitude. Turn left 90 degrees; now to the right 90 degrees. Keep the stall warning sounding. Return to original heading. Descend 500 feet. Trim the aircraft for normal flight. Hood up. Private Pilot check ride, ERAU in 1971. Smith was Chief Pilot and my check ride examiner. The use of the hood in slow flight came as a complete surprise.
I failed this maneuver in practice last week. Instructor was pissed and sent me home to watch videos. This one is very helpful. I'm supposed to maintain 41-44kts at 8,000AGL.
Hope the video helps! Remember to keep your eyes outside. One of the biggest problems folks have with this maneuver is focusing on the airspeed indicator too much. The nose knows, and will tell you everything you need to know. :-)
If you wouldn't mind sharing, what happened during slow flight? Did you not maitain ALT and or heading?
8k??? why so high. Are you in Denver?
If the instructor was pissed, sounds like you need a new instructor. I am a flight instructor, and a commercial jump pilot, and I find that to be unacceptable for an instructor.
Also I think you are thinking 8,000 ft MSL, not AGL
:))
throttle controls altitude
stick controls speed
easy button thinking lol
Rudder controls mixture
Seatbelt controls pitch
Pitch for your airspeed, power for your altitude
Why are we supposed to pitch up/down to maintain airspeed when climbing/descending? Shouldn't it be enough to add/remove power to climb/descend at the same airspeed?
in General aviation. when you are climbing, you're usually using full power. so you can't add more power.
and when you are descending you usually don't have any power input. and if you getting too slow. then you'll just pitch down to increase airspeed. and then you'll have faster descending speed(VSI). and it'll be just sooner until you start to fly straight and level again. so why add power?
6:41
Why is this maneuver necessary and what is it used for?
If you are flying around terrain, you want to be able to fly around stuff without losing control by going too slow or cross controlling accidentally. Not all airports are surrounded by flat earth. Practicing near the limits at a safe altitude allows you to maneuver safely into a tight landing if the engine were to quit. Getting too slow and falling (stalling) out of the sky will kill you!
Why would the plane turn faster when flying slower?
The reduced speed also reduces the radius of turn, allowing the airplane to turn faster. Imagine doing a 360 degree turn in your car at 5 mph vs. 50 mph. At a slower speed, you would be able to complete the turn faster and with a much smaller radius.
@@ERAUSpecialVFR Seriously an underrated channel. Great response and explanation!
What speed did you do your slow flight in clean config? C172s
flaps up
58kts
It should be very, very close to the rollout speed. Right about 55-60 kts
The slowest IAS in the video under dirty configuration was 20-30 knots - that's crazy! I thought the slowest (before stalling) speed would be 1.3*Vso, which is approximately 53 for Cessna 172SP.
Ive gotten a 172 to 0 knots groundspeed during slow flight
THE HARRY BROWN PROJECT
There is a very large position error at high angles of attack plus power reduces stalling speed, result = abnormal INDICATED airspeed. It’s pointless flying the aircraft with the stall warning blaring, what we are trying to do is AVOID flying at this speed, not encouraging flight at stall speed. If the stall warner sounds positively, take stall recovery action immediately, that’s what should be taught.
Why can't they make planes that you can see ahead of you at all times? What about a front Camera?
because extra stuff added to the instruments is *incredibly* expensive...not great for general aviation aircraft, which are supposed to be more accessible by the public.
They did, it's called the Concorde ...
Eyes outside (VFR) so camera ideal not good. Also why add latency to the mix?
Most flying should be level unless you like flying inefficiently and taking longer than necessary to get somewhere.
Can you afford a B-29?
60+ year old design might be part of it lol
3:15 SO MUCH LIFT
😳Wow simer down know my friend.. these are the craziest instructions i have seen.. who the hec is going to remember all this.. just fly slow guys and forget about everything else😂
I thought bank to be no greater than 5* during slow flight, you're recommending 20*
30 degrees is the standard for the Canadian Commercial Pilot License
@@piraquivefl Gotcha, I am looking at the ACS & there's no mention of bank angle during slow flight.
The ACS mentions maintaining a specified bank +/- 10 degrees (private pilot), or +/- 5 degrees (commercial pilot). There is no specified limit in the ACS as to what bank angle you can do slow flight at, only that whatever bank you were assigned, you maintain it within those tolerances, as appropriate for the certificate you're seeking. Hope that clears things up.
hidup indonesia , thanks bro
Does anyone know what headset this pilot is wearing?
Isnt this bad for the engine?
Depends on your prop and fuel mixture setting. Yes, this can generate a ton of torque on the motor, and burn a lot of fuel, but for the most part it's fine as long as you use the right amount of throttle, carb heat (side note: flying for extended periods of time with carb heat on IS bad for the engine, since it's unfiltered air), and fuel richness.
Yes
This manoeuvre is very difficult
Slow flight is really not that difficult once you memorize how to get into it
THE HARRY BROWN PROJECT.
Good information but poor delivery. At the end of a sentence ‘pause’. That’s why there is a full stop there. You talk too quickly, are you on fire?
Just show me the equation for lift = f(pitch, speed) and spare me the 10000 words it took to explain it in this video.
that is not the lift equation whatsoever