V1 Rotate: Six Things to Know Before Launching Professional Flight Training

Looking back over the progression of professional flight training, there are a few things that airline captain Sam Weigel now wishes that he knew then. This week, Weigel details six of those. For one, use of the trim is a skill to be honed early and used often. "Early in your training, get in the habit of constantly trimming and you'll find the flying much easier," Weigel says. For another example, go-arounds shouldn’t be considered failures, either, according to Weigel. He says all his scary landings stemming from botched approaches during training could have all been prevented with a timely decision to just go around. "Let me tell you something that will make things easier,” he says. “An approach is a maneuver that ends in either a landing or a go-around, and either is a perfectly normal outcome."

[@pork_friedrice]

Great content, I am looking to start my aviation journey within the next few months and I’m scouring UA-cam for valuable content, yours definitely is, thank you

[@flysport_tedder]

10:10 I'm glad to see you landed "long" here too. it's difficult to land in that direction at Tieton!

[@khandakarabdulhalim8940]

Good job

[@warren5699]

Adjust glide angle with power? To maintain glideslope or to move the airplane higher or lower to stay on glideslope, I use the elevator to adjust the force that opposes the weight - the lift vector, just like your jet does when auto-coupled.

[@TheFlyingZulu]

In light aircraft when flying at the low end of the power curve you adjust pitch for airspeed and power for altitude.

[@warren5699]

@@TheFlyingZulu I never have in nearly 48 years of flying. Light aircraft are designed the same as all other aircraft. Lift opposes weight and thrust opposes drag. Could you please give a reference for pitching to airspeed and power for altitude?

[@TheFlyingZulu]

@@warren5699 So you're saying a small 180 H.P. C172 is designed the same as a B737? While I get you a reference for the "region of reverse command" as it is called in light G.A. aircraft, think about what I just asked for a minute.

[@warren5699]

@@TheFlyingZulu You can make even a broader comparison - everything from a Piper Cub to the Airbus 380. The designs are of course different but they all still operate with the same basic four forces and same basic controls that move the airplane about the same three axes. Now that I know your reference is 'the region of reversed command', that is located on page 11-11 in the PHAK. One thing to note is that this concept applies to "an aircraft", meaning any aircraft. Also a related idea to note can be found in chap 1 of the Airplane Flying Handbook - "The purpose of flight training is to develop the knowledge, experience, skills, and safe habits that establish a foundation and are transferable to any airplane. The pilot who has acquired necessary skills during training, and develops these skills by flying training-type airplanes with precision and safe flying habits, is able to easily transition to more complex and higher performance airplanes."

[@TheFlyingZulu]

​@@warren5699 "Light aircraft are designed the same as all other aircraft." That's what you typed. My links I found for you were deleted... I guess because links aren't allowed. Anyway Flight insight has a great video about Vx, Vy and the region of reverse command with regards to light G.A. aircraft... which this Flying Magazine video is about. And the Website Ask a CFI has a great explanation on it as well. Search them up if you want.
Did you read the section you referenced on page 11-11? I quote... " *In the region of reversed command, a decrease in airspeed must be accompanied by an increased power setting in order to maintain steady flight.*" In other words if you don't increase power you will lose altitude, thus power helps control altitude at low speeds. If you can't wrap your head around this you should get up with a flight instructor and try it out for yourself in a light G.A. aircraft such as a C172.
Also I'm not sure if you're talking about this concept as a whole or just figure 11-14, because figure 11-14 applies only to small low powered, fixed pitch prop aircraft. The power required curve is more uniform on a jet powered aircraft. In other words a jet is able to supply more thrust at lower power settings than a prop driven aircraft.
I'm not sure what you're angling for in the last few sentences you typed though... We're talking about how a light G.A.aircraft can use power to climb and pitch to control airspeed while at slow airspeeds... Such as how you asked "Adjust glide angle with power?" in your initial post. That's all I have to say for this though, like I said get up with a flight instructor who is experienced in flying smaller prop aircraft and they can explain and show it to you.