AOPA Rusty Pilot Webinar With Guest: Rod Machado W/Missing Videos

welcome to don't get rusty where we have fun talking about the things that help keep you proficient today we have a special guest an aviation celebrity raw machado who is with us and he's going to be introduced in just a second but before we get going with that i'm just going to say very quickly that we encourage interaction we have people standing by ready to answer your questions and if you have a good question no pressure it will actually be answered on the air and so pablo and stevens stephen say hi hi even as our producer he's he's in the background helping keep keeping everything running smoothly and so i i will first answer the most important question that we get over and over during every broadcast well what is that it's like you get wings credit and the answer is yes you do get wings credit and you know what you have to do nothing if you actually register with this webinar with the same email address that you use for your faa fast team uh wings uh email then it will be automatic you have you actually have to do nothing and so don't worry about that at all and also yes too this webinar will be available on recording so if you look at the aopa live youtube channel in about 24 hours then you will see the recording of this webinar and so my name is keith west i work at aopa i am a flight instructor and what i do at aopa is that i work with flight schools to help deliver a better flight training experience totally dedicated to fight training as we all are here at aopa and my colleague pablo morelia pablo introduce yourself buddy hello everybody pablo morelli senior director of electric technology it's great to be here uh usually we're in the other order but i gotta say with keith and i'm very happy to say chris gets to introduce our very famous guest here chris hey hi yes i am thrilled it's chris moser and i also work at aopa and i'm a flight instructor and i have the distinct honor of getting to introduce one of my uh favorite aviation authors if not my favorite um rodma shot on i know he is the proud owner of a cessna 150 where he breaks subsonic slow flight records uh all across the board so rod um go ahead and introduce yourself thank you chris that's that's very kind it's a pleasure to be here with uh with you folks you're a great group of guys and unfortunately steven doesn't have a sag card so he can't get on the video someday we'll give him one and but thank you chris that's very very kind yes i have a cessna 150 that as i tell everybody it only has two throttle settings fly no fly and that's it fly no fly and sometimes it's no fly no fly it doesn't matter which way you push it and it's a it's an airplane i use for training and for fun and uh i really do enjoy it very very much and um you know just i let me mention this if i may i four years ago i stopped writing for aopa and i do miss writing very very much and i did that for one very important reason and i'm saying this for all the people that haven't read their magazines in four years and honest i had a guy i'm not kidding a couple weeks ago he wrote and he said i didn't see your article in aopa pilot this month and i said i'm catching up on my reading he's catching up on four years worth of reading so apparently he's missed it's very strange but anyways uh i did that so i could work on my business and that's what i've been doing for the last four years focusing on uh writing e-learning courses developing e-learning courses and working on more educational materials videos and things like that and it's just fun aviation is just a fun place to be but i do miss writing for aopa it was one of the most enjoyable 18-year experiences of i've ever had so uh that's it and you guys are with a great organization too obviously so well thanks right yeah we appreciate that and uh and we certainly miss your writing in the article as well but i know you've got some amazing stuff you're gonna share some really cool stuff with us today and uh i know that we'll be i know keith and i'll be doing our plugs for the awesome books that rod creates but also i know you got some good online content as well so check it out on youtube you're very very kind you know and and i got in in all seriousness um and you you do have like i say some of the best i think like the go-to references that chris and i use because we have both worked on creating the high school curriculum for aviation aopa exactly and so you know when when we have a question you know yours is one of the first references we turn to and i tell you um all of my instrument students one of your courses that i really love is the the instrument scan course you know where you talk about the scan and i think i haven't found any other resource that describes it in such you know in such helpful detail let me put that but um i'll give you 3 000 hours to stop talking like that that was so nice i do appreciate it very very quickly we're going to turn it over to you roddy and you're going to you're going to be talking about things to help keep uh keep people proficient right exactly absolutely absolutely and let me just say you know just to be a good citizen here i uh i always wear my mask i was going to wear it today just in case my computer got a virus but i i decided not to and uh it is a uh again it's a pleasure to be here um let me start off my program uh today and what i'm what my intent is uh through our program here is to give the folks out there some idea of what they can do to keep themselves proficient given the fact that we've been under lockdown during this zombie apocalypse and it is a i don't know any better way to explain it than that it's kind of like a zombie apocalypse light with this covid virus but so many people can't get back into the airplane uh until or if they get back in the airplane three four five six months will pass so i want to add a little uh insight as to what the best way is in order to get back into the airplane and perhaps improve your performance without having to spend a whole bunch of money uh in an airplane because that can be very expensive trying to regain your skill and proficiency so we'll discuss that but let me start off by saying that no matter who you are and that includes me and that includes everybody else in my opinion we can always benefit by having somebody else look at our performance and uh critiquing that performance in an honest reasonable way and uh if you have somebody that can give you that kind of critique you you gain so much from it and again i've been very fortunate to have friends that highly experienced friends and i've been flying now for 50 years instructing for 48 and i'm always learning something from people i keep a very open mind about it whenever i get in an airplane and i kid you not i'm not making this up i'm saving the stuff i make up for at the end of the show and that'll be making a bunch of stuff up but right now when i get in an airplane with somebody i look over and i say listen i want you to do two things number one i want you to go ahead and watch the hobbs meter if it over speeds let me know and we'll make an emergency descent and land as soon as we can the second thing i do is i say if you see that i'm doing anything unusual wrong strange or that you think i can improve upon feel free to make a comment and you have to keep an open mind like that and you know sometimes you just get into bad habits and if you benefit by having people uh help you improve it's good having an observer on occasion and my wife is always willing to do that whenever i'm flying so she helps me hey what's that and uh i said that's the altimeter she says it moved a little bit i said the altimeter setting just changed look it's back where it is supposed to be right now so we do that all all the time in the airplane but i was taking i was flying with somebody out of san diego a couple of years ago and his a36 bonanza out of montgomery field now you don't have to make this stuff up again that comes toward the end of the program uh i we're climbing up as we're climbing out he reaches over raises the gear and i kid you not as the gear comes up and is tucked in the belly his feet come underneath the seat and tuck underneath the seat on climb out he's sitting there in what looks like uh the lotus position he he's in a yoga position on climb out as if he's meditating as if that's supposed to be a good thing to do on climate and i look at that and i go no no no no no no i look over at him and i say excuse me lotus blossom i said where are your feet supposed to be and he he looked and goes uh oh i said use your words use your words and i said what about putting them on those petals with the bright shiny wax that still is on them just like it was when it left the factory and uh he is oblivious to the fact that he needed to use rudder on climb out and so that was a that was an interesting thing so we flew and uh because i like fluent and we gave him some great experience to help him with the uh you know the idea of flying uh keeping control of the airplane that means using all the flight controls the second story is just before the covet uh crisis struck and i think this was in december i flew with a fellow on a flight review and his cessna 150 it was a cessna 150 lando matic by the way and uh by the way that was originally the name for the cessna 150 in case you are not aware of that that was in the publication system 150 land-o-matic until the lawyers got to look at that and looked at it very carefully and realized hmm there's nothing land-o-matic about this airplane you know you've got to land it yourself so we are in the practice area and i said bob give me a departure stall we'll call him bob because uh that was his name and so bob takes the airplane puts the power in there normally you can do this with 65 power but it's a cessna 150 so it doesn't make any difference whether it's full throttle or throttle back you know you're not getting 65 power oh you are but anyway so we come up as we're coming up to the departure stall he establishes the attitude folks i see that ball moving to the right and that little ball and the inclinometer is moving to the right i'm feeling it on my rear end airplane wants to yaw to the left he's taking the controls turning the controls to the right and i'm going no no no no no no no i go here we go so i tighten my seat belt shoulder harness pull my seat belt tight and folks as we got up to the top airplane stalls and airplane rolls right into a spin now i could have prevented that but sometimes there's a reason for letting or allowing a student to enter a spin like that he was a rated pilot he had some experience so this is not new to him and it shouldn't be new to him so anyway the airplane's spinning down through the practice area and uh you know i said bob it's a good idea to keep you know this is what you wanted to do what do you intend to do he goes uh i i i'm going to let you fly so i took the patrols recovered and but his the sense of how to keep control of the airplane was not something he was thinking about it's not something he was trained to do and that's a very important thing and he benefited from having somebody watch his performance as we all can and here's the deal when people fly airplanes and they tuck their their feet underneath the seat or they don't use rudder to properly control the airplane to keep the nose pointed in the direction the airplane is actually going what happens is they start to lose confidence in their ability because they can't predict what the airplane's supposed to do or what the what the airplane is going to do and it's the ability to predict what the airplane's going to do ultimately determines our confidence level and that's that's the key so you think okay what what is it that makes an airplane or a pilot uh or allows a pilot to more properly predict what an airplane is going to do and if i may be reductionistic here let me say that you can kind of break it down into two categories pilots that fly attitude in other words fly by looking outside are far far better at being able to predict what the airplane will do versus what i call panel pilots and that's their antithetical counterpart panel pilots are people that focus on the instruments and there are a lot of beautiful instruments to look at in airplanes nowadays especially with the you know widescreen tvs we have in airplanes and the other fancy uh built-in instruments that we put in there or we install in there and it's beautiful to look at it's like christmas every day in some uh cessna 172s or 182s or larger aircraft and uh attitude pilots though are pilots that don't have to look at the panel to find out what the heck is going on now think about it who are some of the most confident pilots you know um let's see aromatic pilots maybe why um sometimes when students get me there yes it happens all the time every day every day is aerobatics in the practice area with students sometimes especially doing full flap stalls when they don't stall coordinated but hey so real quick rod i apologize i want to interrupt but there's been a couple people that have asked if um if this is a they can't see the presentation or whatever so just so everyone who's on this is audio only today rod is speaking from his heart who was i tell you what i'll project mentally because i'm psychotic yeah i'll do that yeah well but anyway the point the point there is that uh uh aerobatic pilots are confident because they fly attitude and that if that doesn't strike you as being so incredibly logical and uh then you know i don't know what will but instrument excuse me uh panel pilots not instrument pipes but panel pilots are people that really are required to or require uh excuse me the panel pilots are people that need the instrumentation to tell them what the airplane's doing there's a problem with that which i'll explain it in a second but by flying attitude you become a far more confident pilot now i'm talking about attitude flying and that idea sometimes is an idea that most many pilots i won't say most but many pilots are not familiar with and because they've never had it expressed this way they've never had somebody talk about it in a way that makes sense to them and again i'll show you on what it means to be or how to be an attitude to pilot uh shortly but right now the the most important thing is that i can tell whether you're an attitude pilot or whether you're a panel pilot somebody that needs their instruments in order to be able to fly their airplane by doing one thing if you fly with me then i'll cover the instruments while we're downwind in the traffic pattern and have you land the airplane and if you can land the airplane with some degree of aplomb uh poise and confidence uh without yelling screaming asking what the number for 911 and doing all kind of crazy uh gyrations there uh then i know you're an attitude pilot because attitude pilots don't need their instruments to fly the airplane but if as happened at john wayne airport aka orange county this happened 25 years ago a guy in a comanche 250 turned downwind i happen to be on the ground holding for takeoff and i hear this tower tower this is comanche 3-4 papa emergency emergency i'm thinking oh no a pilot's in trouble that gets my attention quick so i'm listening and the controller says what's the nature of the emergency and the guy goes and i'm not making this up uh the guy goes my air speed has failed air speed failure warning warning my day and uh his airspeed failed that's that's not an emergency that's training every day with my students at john wayne airport aka orange county but it gives you an idea there's a man that relied on instruments for his mind by the way i do this i did this with one student and i've told the story before but it's a good story i distracted her as i do all my students in the downwind i tell them look look barbara there's a there's a balloon out there doing a bag over and she'll she'll look out for the balloon you know doing an aerobatic maneuver a bag over a confident balloon pilot i might add and he'll look out there and i take my no peeky and i i just kind of wet it a little bit a little little bit of saliva the no peeky is basically a soap dish holder with 50 suction cups on it and right there on the air speed indicator and barbara looks back and she looks over and she goes oh no no no no i said yes yes yes she said what is that for and i said that's to simulate airspeed failure and she looks at me and goes like that i look away and all of a sudden she reaches over pulls it off the airspeed indicator and i hear all those suction cups releasing from the glass i look back she's holding it up looking at me and look at me giving me the you know that that evil eye and i said what did you do that for she said i simulated fixing it so that is what you gotta do your fly was it's because they're they do things like that and anyway i have to say that uh the faa is partially responsible for and several major universities for promoting this idea of emphasis on instruments now again i i i'm not anti-fa or any major aviation university of course i'm a big supporter of uh both of those groups whenever they do things right i'm not a fan of bad ideas and many years ago i think it was about 15 years ago in conjunction with the major university there was a comment there was a move afoot to create the combination private and instrument rating and therefore you'd start on your private and you'd work on instrument training at the same time when you took a look at the syllabus for this thing it would it looked like the code for the navigational system on a boeing triple seven it was insane but on the sixth lesson there right there in the syllabus if you could find it between the other lines of code you would actually see fly ils approach and so you start on an ils approach on the sixth lesson and i'm thinking that that is that that's amazing that is a bad idea that's like opening a restaurant and naming it hitler's fish and chips who would eat there uh no one would i mean it's a bad name to name a restaurant bad idea this was a bad idea and as a result one of the instructors at the universities that was using this uh syllabus said to me yeah my students could fly an instrument approach but they just couldn't land yeah that gives you an idea that when you're dealing with a a syllabus or individual a different syllabi that teach a reliance on instruments versus attitude flying that's a problem and that's what you get and you essentially several students in that university were unable to fly and lost a great deal of money as a result and it was a real shame because it did not help those students out anyway the point is that one has to learn to develop a reliance on attitude versus instruments that is so fundamental so here's the deal with attitude flying then i'm going to show you a video and by the way um keith could we actually show video number two first is that possible versus yes yes we can just tell me when you're writing okay very good not yet uh in just a second here but the uh the thing is if you're going to use your instruments to tell you what the airplane's doing you have to do three things you have to be able to scan the instruments you have to be able to interpret them and then you have to be able to apply what you've scanned and interpreted in terms of control of the airplane those are the three pillars and fundamentals of attitude or of instrument flying now if you were to do that when you fly think about this if you have to rely on those instruments you have to keep moving your eyes look at the instruments you maybe you look outside on occasion and hopefully more than on occasion but you're taking what you see and you're converting that into the mental picture of flying an airplane the problem is that's why people study 40 hours to become an instrument pilot because it takes a long time to learn how to do that and just like when you take your three hours for primary training on instruments the instructor tells you now i want you to forget everything you're feeling forget your physical sensations and pay attention to the instruments of course they should be more specific about that they're not talking about forgetting the sensations of pain hunger and loneliness they're talking about the physical sensations of the seat of your pants and uh the uh the discombobulation you get from spatial uh disorientation so the the deal is it's antithetical to flying attitude and therefore you know then you couple that by the way with the fa's emphasis on uh integrated flight instruction which is not where you bus students from one airport to the next i'm talking about you introduce a maneuver visually introduce it on instruments and then introduce it visually again sometimes the emphasis is placed on instrument flying rather than visual flying so students lose focus on that and therefore when we wonder why pilots aren't as confident it's because it's the lack of predictability of what their airplane will do because they in a sense don't know how to get the big picture fast enough looking outside gives you the big picture almost immediately so what does it mean to fly attitude or be an attitude uh pilot how do pilots like aerobatic pilots fly attitude well actually pretty simple because being an energy pilot uh involves one little equation and i'm going to give you a math equation is that okay is it okay to actually discuss because math is hard you know five five out of four five out of four people have trouble with math i mean according to the stats and i was reading usa today that said uh you know 56 percent of the people have trouble doing math equations i'm thinking man imagine that nearly 20 percent that is truly phenomenal so uh take some time in that some of these are just for me by the way so there are only five attitudes you have to remember or use when flying attitude when flying basic using basic attitude flying concepts and the the equation is attitude plus power equals performance now i want to be very very careful about this and would you guys mind if i do a psychological intervention experiment with you yeah you should go ahead could you excellent take your finger and put it in one ear underneath your uh your ear piece right there can you just do that yeah go ahead pablo take your time on that and uh no like this yes exactly exactly thank you very much because what i'm about to say is so important i don't want it to go in one ear and out the other don't take it figure out now there are people from my last webinar with their finger still in their air so you could you could take it out the um the deal is that uh it's attitude plus power not attitude plus throttle position that is very important because full throttle especially in my cessna 150 latimatic doesn't always mean you're getting full power full producible power if you're at 10 000 feet and altitude 150 is never seen so attitude plus power equals performance that is the key so let's go ahead keith if we can enroll video number two and this is the basis of attitude flying or stick and runner flying it's also a philosophy of flying that simplifies airplane control given that almost all your flying will use one of five different attitude and power setting combinations here's a handy aid that my friend ralph butcher uses to identify these attitudes and when i say handy i mean it involves an actual hand take a look at this by placing your ring finger parallel to the earth your thumb represents the attitude for best angle of climb now it's an approximation or you might say it's a rule of thumb your pointer finger represents the attitude for best rate of climb your middle finger represents the attitude for cruise flight which keeps the cockpit level while the wing sits at about a three degree angle of attack your ring finger represents the attitude for best glide which keeps the wings cord line nearly level with the horizon and the fuselage pointed down about three degrees below the horizon yes the cord line is level with the horizon on most airplanes during a power off glide at best glide speed remember the relative wind is striking the wing at a larger angle even with the cord level with the horizon because the airplane is descending in this instance finally your pinky represents the attitude for the power off approach speed on final approach with your typical flap setting applied now this is just a handy memory aid but it is a technically advanced one you might say it's a digital one so make flying less complicated by keeping these attitudes and power settings in mind on that video all right yeah i was going to say you are new let me uh let's ride on okay you know when um when i learned to fly in the early 80s that's one of the things we got it was a power plus attitude equals performance and quite honestly it took me 20 years to understand that but you know keith what do you think the issue was with with that and in other words why did your instructor not emphasize that enough or did i thought you know i had a great instructor but i just think that i was unwilling to actually sit and think about what it actually meant because you know you kind of get turned off by mathematical formulas but until you sit and think what does this actually mean you know it just it just didn't sink in deep no i don't think we've gotten away from that now because i don't i teach that to my students now but i never hear that practically in any other context no more it's it's very rare to hear at the airport and i run in those circles where you know you instructors know those things but they don't emphasize that it's it's always on takeoff first thing you do is you pitch up and look at the airspeed indicator to get the attitude that you want but you shouldn't have to do that again with those five attitudes when you pitch up you know for example on the takeoff apply power and you sense this is what i do i apply power look at the engine instruments to make sure that they're they're all in the green and where they should be then i look right and left to make sure nothing's coming off the airplane and when i say nothing's coming off the airplane i'm talking about fuel streaming out of the right tank of the airplane which i've had happen uh when i trusted the gas boy many years ago to or excuse me excuse me human fuel resource manager to make sure that uh there was the gas caps run properly and uh i i've i've had let's see uh i've seen the pager fall off of it was on the nose of the airplane my pager and it felt because as i'm looking i see my pager falling down and it i left it on the nose of the airplane fortunately it landed on the center line and for two weeks it rested there and that wasn't damaged because and then i finally got it back and so you let you accelerate you feel the acceleration if you don't feel it you pull the throttle back and you stop the takeoff simple as that you have to sense how fast your airplane's accelerating whether it's normal and then when the airplane feels like it's ready to fly and you can take a quick glance at the airspeed it should be somewhere up approaching uh the the green uh beginning of the green arc you rotate and you look at the attitude and you place it in the attitude and then you get the attitude you want for acceleration climb attitude and then trim its attitude power and trim for every maneuver that you make and if a pilot were to think on every maneuver he or she makes that uh when going from one attitude to the next climb to bank to a turn to a decent climbing turn a descending turn attitude power and trim then you put yourself in a position where you are always looking outside you never have to look at the instruments to confirm what the airplane's doing that is such a confidence-building exercise and when you say keith a great observation why is it that that would be something that we wouldn't normally think of we hear about but we don't emphasize it we don't use it and i think the emphasis is on for precision flying we've got to fly uh you know proper air speed proper altitude yes you have to do that and that emphasis by the way is made even more so when you're flying with a primary flight display because you're looking at numbers now instead of an analog needle so this reinforces the idea you want got to keep everything proper and precise which is good but you can do that with basic attitude flying and a good example of that is i know all three of you folks can probably make steep turns um and hold your altitude within 20 uh to 50 feet within 20 feet with a definable horizon without ever having to look inside the airplane would you agree with that of course you can do that yeah absolutely hey rod um i'm sorry to interrupt but apparently there's a lot of video problems for whatever reason a lot of people couldn't hear it even at the highest volume secondly a lot of people had it either shut off or not start and i've had at least three just come in now that say can he tell us what the middle finger is for no it's not the middle no no you got to strike that to be my last a lot of them said they just cut off there and they just don't they're like what happened to the finger really you know this is why it's important to put gasoline in the home generator but uh anyway that's just me this is the best angle of climb best rate of climb cruise best glide speed and approach right here these are the attitudes and uh for crews it's almost a level attitude because the airplane has a built-in three degree four degree angle of attack the angle of incidence and this is the attitude right here for best glide where the cord line is almost level with the horizon and uh but remember the chord line is level with horizon because it has a four degree three to four degree uh angle of attack angle above the nose down attitude here so you point the nose down for for best glide and that the wings are almost perfectly level with the horizon excuse me the cord line is almost perfectly level with the horizon and when you put flaps in that's typically the attitude for your uh approach attitude with some degrees of flaps in i did have a guy come up at the seminar one time and he actually did this he only had two fingers he said yeah i felt bad for the guy he only had two fingers but at least he had two and uh he said well what about what about me what what kind of attitude pilot will i be i said well you'll make a great glider pilot right here because that's a nice glide attitude and you're qualified to fly the space shuttle right here but we're going to have to bend this one down here a little bit more anyway that was uh that was the uh strange experience i had with uh by the way you can tell the people here uh tell everybody who's watching uh that this will be on the video that will be on uh youtube and uh so you know they'll they can find it there if they missed it i'm sorry they're having trouble with that you know i will say that somebody said that they're 64 years old and the finger explanation is one of the best things i have seen so that was my wife yeah she's uh thank you thank you very much that's very kind of you to say so um let's see let me show how this works and by the way one more thing here too uh you have to think about attitude stop the reliance on instruments and i might suggest that you go up with a flight instructor although you can do this now i tell you what i i have to be careful here because i have a lot of faith in my average fellow pilot but i know that there are some folks out there that might do this wrong i was going to say that go ahead try it at the airport put a no peeky over the airspeed indicator then practice landing in the airplane better to do that with a flight instructor if you're not comfortable doing that which most people might not be uh do it with a flight instructor and uh have them cover up or her cover up the panel instruments and make landings what incredible comforting maneuver that is once you build experience that because you can fly by attitude and it's a it's uh it's quite a jump for most people what a confidence builder second thing is uh trim and i cannot tell you how important trim is because the emphasis of flying an airplane excuse me the emphasis i place when a student is flying an airplane i place emphasis on maximum efficiency with minimum effort and this is not you know the lazy man's guide to flying this is a way with minimum effort to be able to have more time to think about what's going on in the cockpit around you to think in terms of collecting connecting and conveying which is what pilots should do in an aircraft flying should be a reflexive behavior the physical skills of flying an airplane and in many cases it's not in many cases pilots are spending too much time thinking about physically flying the airplane and that should be reflexive and if it's not and then atc makes demands on you for example then all of a sudden now you find you can't you can't properly fly and a good analogy of that is using a cell phone carnegie mellon university and their cognitive neuroscience department came up with an interesting uh observation about how use of a cell phone detracts from our the uh consciousness we apply to driving a car and the folks at carnegie mellon know something about how we think because uh if the university has the the word melon in it so you know they know how to use their melon i think they said when you use a cell phone hands free or with the earpiece they say it is a 34 drain on cognitive resources isn't that something so even though you can drive a car reflexively using a cell phone is a drain on cognitive resources well just imagine if you're in an airplane and you're not you're flying's not reflexive and then atc asks you for for information and you can't say by because you've said it 35 times already and now you could find yourself behind the airplane although it's almost impossible to get behind a system 150 because of the slow speed it flies nevertheless you don't want that to happen to you so true rod one of our commenters bonnie sue said i had to memorize all configurations when i started flying and it took me many years to stop thinking um when i try to use the left brain i get confused as you know what i should do and why the the analogy i'll make was with dancing if you've ever taken a dancing like ballroom dancing class if you're thinking one two three one two three you get so confused that you can't really do it you just gotta let yourself go and it kind of becomes something that's instinctive it's a great observation exactly and and i've always found my dance partner gets really upset when i keep saying one two three one two three one two three and i might i might also add i might also have to i don't dance anymore at my advanced stage i don't do that mainly because it's embarrassing when people come up looking for my medic alert bracelet so uh i decided i'm done with dancing i will let other people like you young fellas i'll just watch you dance but the point is um when bonnie said uh you know having to uh stop thinking what she's actually saying when she got the point where she could operate reflexively and that's that's very important and by the way you're not getting to that point if you're a panel pilot you will get to that point if you are an attitude flying pilot because you have five attitudes i i mean there are only five basic configurations plus the power and the trim configuration by the way what most people don't realize is you don't even have to look at that the tachometer as an example if you put the airplane in a climb attitude power your your ears will tell you whether you have enough power or not or whether you're getting the initial power to establish the initial climb so we don't rely on that sense but that's an attitude of flying sense and therefore something you want to uh develop so you know when when i take my students up early stage you know i tell them look there's only three things that you have to worry about on this flight one is controlling the attitude two is always be trimming and um and three is scan don't don't focus on one thing you know and so because i believe that cognitive load that what you're talking about people only have a certain amount of information that they can take in and so you just have to limit you know what what you're focusing on is my belief what do you i tell you you are now my new best friend really i'm calling buzz aldrin and telling me he's number two now uh chris didn't mean that don't take it personally chris i'm gonna elevate you back up to number one as soon as i'm done uh stroking uh our keys here but the uh the the deal of limited bandwidth is such a fascinating concept because um there was a wonderful book written called the fire uh uh the fire within and oh my gosh it's not back here these are all rental books anyway i'm gonna go back to the library in about an hour but uh the it was a wonderful book and the gentleman who wrote it said that ultimately when you look at the bandwidth of human consciousness we can remember seven bits of information at one time in other words that was a an observation made by a psychologist many many years ago that seven to nine bits of information is what we can recall in short-term memory when you convert that to binary digits zero and one that's basically 2.3 bits of information in other words two yeah two to the third power uh bits of information yeah two to the point eight power excuse me so basically seven bits of information uh the bandwidth is so small in human consciousness that it's easy to get overloaded and when people talk about hey you know um i use i'm multitask no you don't one of the biggest misconceptions in all of aviation is multi-tasking in the sense of dividing consciousness as a pie you know 100 of the pie goes here and another 100 can go here no a slice goes here and a bigger slice may go there but your time sharing is what you're doing there is no sharing of equal amounts of consciousness in that state in in that case and so uh consequently it's easy to get overloaded which is why the word stand by is such a powerful word hearing so we have so we have just a handful of minutes here before we go to uh to taking questions did you did you want to roll another video i mean i'm really eager to see the ones on one on trim yeah yeah exactly i'm having so much fun with you folks it's uh it's amazing i could talk to you guys all day i mean everybody else is listening too but it is it's amazing let's do this let me show you what i do in the traffic pattern we're going to play two more videos here one let's run the video number one trimming for hands offline this is me in the orange county traffic pattern and i want to show you how valuable trim is and i want you to watch how i use the trim when uh i turn bass because i'm i don't mess around with the trim i i move the trim in a very uh aggressive manner go ahead okay i'm on downwind now at john wayne airport and i've reduced power carb heat on i'm turning base and watch as i pull the power back i'll establish the attitude look at that trim i just made in this case looks like five quick twists of the trim from experience i know that's going to allow me to maintain that attitude right there and that attitude for that power setting allows me to fly hands off and that's my objective in the traffic pattern i want to let the airplane do as much of the flying as possible in other words maximum efficiency with minimum effort by the pilot and i'll do the same thing when i turn final approach i'll establish a new power setting if necessary and a new attitude and then i will quickly twist the trim to maintain that attitude again maximum efficiency with minimum pilot effort and if you're using the trim to maintain the attitude you see over the panel typically you don't have to twist the trim more than three perhaps four times to keep the airplane exactly in the desired attitude okay um yeah that's uh well let's play that look for traffic uh and trim but the uh look for traffic is a an accelerated video that's about four times the normal speed and i wanna show you how i look for traffic in the airplane but go ahead and play it and uh there's no sound on this so i'll talk you through it okay and what's uh what's happening here is remember this video is sped up about five times and i'm looking for traffic this is the way that i teach my students to look for traffic look turn crosswind and lower the nose right there see if anybody's coming in on the 45 and turning downwind here and attitude is established for climb that's the attitude for level flight at uh 90 knots or it's actually 80 knots downwind and see how i'm watching for traffic and i don't show this to be like the kamikaze pilot the guy who has to do all his bragging ahead of time i'm showing you this because uh me i have a big yellow streak down my back when it comes to uh air a collision avoidance and uh i make sure i watch that trim right there and there's the attitude for bass and that's the attitude for now 70 knots i turn final and then i'm going to slow it down to 65 knots and i'm going to re-trim and this is going to take me right down to the runway now the other video was uh was right down the touchdown but anyway so the point there is that uh attitude is great but you got to maintain the attitude that you choose you have to use trim don't use trim in a in a in a wimpy manner take trim the airplane so that the force that you feel on the airplane on the yoke almost disappears it has to almost disappear because of some effect known as weber's law which is it basically says when the force gets down to a little amount then detecting changes in that smaller amount is far far more difficult to do so get rid of all the force at one time and then trim the final trim by watching to keep the attitude where you want it should only take four twists of the trim wheel to accomplish that so that's the way that works and by the way let me let me also say this before i forget it number one you get wings credit for this program all right and that's not that's not buffalo wings credit at wendy's and i want to make sure that's clear because some people are going to try to claim wings credit at wendy's and ask for buffalo wings not going to happen this time and not yet maybe aopa will work out something like that also number two the letters a o p a uh a o capital letters aopa if you go to rodmanshadow.com anybody watching this all aopa members for the next three days get a 25 discount on anything in my store anything there oh that is awesome yeah this is capital letters aopa that's the discount code for the next three days why don't we remember that um i recommend you wear your shirt i know you have an aopa tattoo on your chest underneath there right next to the ship right you got to yeah it's not always chest hey rod one thing i wanted to throw into is that um i know for me like like keith i didn't really get down this idea of attitude flying i think it was i'm thinking back it was during my cfi training i finally got a cfi um that noticed that i was flying looking at the instruments and he covered up all the instruments on me and forced me to learn how to fly steep turns and everything else and at first it was like nerve-wracking for me but then what i realized very quickly with him showing me all that it was way easier to fly that way and so now i make a point when i'm working with my students right away i watch them and it's like a lot of times the ones that fly flight sims you can tell i cover all this stuff up and i teach them that and so what i wanted to say was that for the folks out there that may not know how to do it here i was i already have my commercial certificate and still didn't know how to do it that there's no shame in this it's it's but it is freeing and i think it does free up some of that cognitive load because it is i don't now i don't have to look at the airspeed indicator i can look at the pitch attitude i know what it should be i can listen to the throttle i know where that should be i know exactly what it sounds like when i pull it back to 2100 now like on like on going on a downwind exactly so exactly so just that just that thought of that this is very possible and it will make it easier and it's it's just you guys got to learn how to trust those pictures and and learn them well and i got to tell you your flight instructor that flight instructor uh sorry keith um he's now my new best friend and uh so number three this is number one number two and he's gonna be number one all that is right in here okay it's all all those things are right in uh here with this look on how to fly seriously i was i was um researching for the uh the webinar i did on landings and i wanted one of your i wanted that book and i couldn't i didn't have enough time to wait for it to come by mail so i got it pdf but i'm going to go and use that aopa um code to gifts so i can get the hard copy oh uh talk to me after the seminar before you do that okay yeah i'll give you a very special deal anyway so go ahead we have questions yeah did you did you want to run another video or we are we're done with the videos well let let's see i i do have a couple of other videos uh oh well let's run the coordination video coordination one yeah that's a good one all right here we go remember we're going going mute guys now i'm going to use rudder and aileron in coordination i'm going to add just enough rudder so that the nose appears to pivot about the longitudinal axis as i roll in and that tells me that i'm using the correct amount of rudder to compensate for the adverse yaw caused by the lowered aileron on the rising wing so i'm going to turn to the right here i'm applying right aileron and enough right rudder so that the airplane appears to pivot about the longitudinal axis at least until it begins turning now i'll come back around to the left and watch for the pivot again as i change direction as i roll out on dana point i'll use just enough rudder so that the nose doesn't yaw opposite the direction of roll now i'll roll to the left using enough rudder so that once again the nose doesn't yaw opposite the direction of roll all right and that gives you an idea uh as a compliment to attitude flying is that we can actually turn coordinated without having to look at the inclinometer and that's how you do it for entering and exiting turns this is what they mean by flying by the seat of your pants uh assuming you guys wear pants when you fly i recommend it and especially on your check right so well you know one of one of the questions that we got that i recall was that somebody asking how they can learn to better use the rudder how to how to do this coordination and and speak speaking of myself i mean i learned to fly in pipers and it we really didn't require a lot of rudder input and then i flew in the navy jets and so honestly jets are easier to fly you can fly with your basically your feet on the deck and so i honestly did not learn how to control the rudder until i learned to fly in a plane that required it the light sport aircraft because you know they get they get so twisty that you have to use the rudder and the other day i was flying with a fairly new commercial um student and uh and he's like well and i said more writer more writer and how do you know that i said because it's irritating when you don't have the rudder and you know you if you learn to build that sense so i'll i'll i don't know if you have any comments yeah i do and that's exactly what the inclinometer's purpose is ultimately it's a biofeedback mechanism when the ball's out to the right you should feel pressure on the right side of your derriere and the more deflected the ball is to the right the more pressure uh you should feel on your your derriere and thus you learn to correlate that as a a means of determining whether you are flying coordinated or not and that's why flight instructors are always saying three things more right rudder let go i've got it and do you want to pay me now [Laughter] that's half of the flood instructor program in those flight schools you've got to be able to say that with authority and intensity the but yet ultimately you can do so much you can make so much um of your flying's you can do attitude flying to such a degree you don't even need to look at the inclinometer and even if you had a poor sense of derriere feel uh you could still fly coordinated by looking outside so to a degree for entering and exiting turns primarily but yes so i've been watching pablo here and he's reading intently so i can tell that he has a bunch of questions that he's just dying to throw at you is that right what do you read that is correct although part of it was the news on nbc news sorry rod no just kidding um okay so yes there's a lot of questions uh there's they were coming fast and furious so there are several landing ones several rudder ones so if they're not in order i apologize if that's okay just ask away all right so uh somewhat there's some comments as well so like this one there's a cfi i strongly double eye excuse me i strongly encourage students to fly other planes like a j3 cub where real adverse shot is obvious therefore use your feet so that was just a comment and uh to see what the response was to that even more letters yeah well thank you chris for that segway good point two words glider training some practice in them or very simple steam gauge forces a person's head outside the cockpit you notice attitude the sound of wind and of course what those rudder pedals actually do absolutely agree or disagree yeah yeah now i mean is that is that the best way though i mean like i i don't have a glider i think there's a glider club near me but um is that just one of the best ways you guys see or you know is it the recommended way or do you guys think simulators and other stuff as well listen i learned to fly in tail draggers and i am i am just i'm a super big fan of tail draggers piper cub uh requires a lot of router usage but for that matter almost any tail dragger does so uh but more so piper cub and uh probably one airplane that doesn't require much rudder usage would be the original cherokee 140 which fred wick equipped with a rudder nailer on interconnect springs and the intent was not to use to over you know to keep people from using rudders that was the intent for that was to allow pilot to rest basically relax his feet in cruise with a uh moderate application of aileron for a turn it's not meant to be you know keep your feet on the floor during traffic pattern work so and by the way you just mentioned this in wolfgang langovicia's book stick and rudder in 1942 he said in 10 years we will not have rudder pedals in airplanes because pilots won't need rudder pedals right in a stick and rudder and the reason for that is the air coupe was an airplane developed by fred wick one of the most amazing airplanes i've ever flown that i love that airplane doesn't have router pedals one version does but they don't do anything and the uh air coupe uh basically was the considered to be the ultimate airplane of the time and uh wolfgang langevich realized its potential and thus made that prognostication on that never came true never came true and why did that not happen number of reasons but you know that's for a different seminar okay all right so this is uh you'll notice why this one was an obvious one i had to mention nice job as always guys uh uh gotta drop off now call with kevin you're not supposed to type in yourself though this guy's name is george brown and he says give my best to ride i had the pleasure of contributing a sidebar in his life sport book what's his name george brown yes yes of course yes wanted to point that one out very nice returning to flying after three months off has been interesting oddly landing seemed to be the hardest part what advice would rod offered to get back to acing those landings yeah here's here's my advice one of the getting back to landings typically means that most people when they approach they've been away from flying for a while to them air speed is life and what that means is the more of it the more life you have and that's not quite correct that's a misconception that's like believing that the iron age was a time when people wore neatly pressed clothing that's just not true the the deal is flying at a speed that's about 30 percent above the airplane stall speed for the present configuration means that you're pretty much right at the bottom of the drag curve and what that means is that as you increase the angle of attack for flare the induced drag increases and therefore the airplane doesn't want to float and therefore probably bounce and so on the airplane just starts to decelerate number two i have two videos on youtube under rod machado one is called the runway expansion effect and the other one is called knowing where to look when you flare and this this was an observation i made about 10 years ago it just blew me away it's uh basically because i'm lighter now than i was 10 years ago by stroke of luck and uh what i find is that as i've gotten older my peripheral vision has decreased i used to have wonderful peripheral vision now it's kind of like this i i i don't get much visual acuity beyond this area right here when as a flight instructor whenever i'd flare the airplane i would just use my peripheral peripheral vision peripheral cues to tell me whether i'm near the edit or near the runway for flare i could sense what's going on out here just like most experienced pilots would as i've gotten older i can't do that what i had to do was revert back to what i teach students to do when they first start landing and that is look to the left of the nose of the airplane where to the left of the cowling to the right of the window stub and uh right where i can see the horizon and i can see the runway so i see the runway and the horizon up here i get the i get both of things that i need and that way i can sense runway depth perception closure rate and attitude and what because i was starting to land hard for lack of a better phrase and then i couldn't figure out yeah i've been doing this for years why am i landing so hard and not being able to make a smooth landing i i just tried that and reverted back to the way i teach students and changed everything for people that are older typically above you know say older is more than 50 years old but you know if your peripheral vision is decreasing like it does after 50 then you might consider doing that and look at the videos on youtube though that's a very important thing two of those videos under rod machado excellent so we're now at about an hour in and some people get upset that if we run over an hour and and we don't run over an hour but we're going to stay here and answer questions for as long as people have questions you know honestly that we're interested in and uh let me let but let me say um you join us please for our next don't get rusty which will be september 10 as always at noon eastern and the topic which i will be presenting on is 60 seconds to a perfect landing i mean how is that for a promise right we're promising you a perfect landing so we want to see you in a month okay but don't go away we're going to stay here with rod and answer questions for some for some time longer and so i imagine pablo do you have do you have that i do i do and i think just to promote that keith is i think we're going to take about what's our our x factor i think it's 10 minutes per second so in an hour we'll tell you how to do a 60-second landing excellent yeah yeah if you only got one thing you want to stretch that out it's not going to work okay so mariana a 16 year old flight student says i'm 16 flight student i rot at a uh at sut in north carolina i'm struggling with landing a lot bold i've been flying since i was 12 and still having issues i'm going to assess the 152 any tips on how landing can be easier i'm also taking your class from ndcde i love it okay yeah and his name was what i i didn't get the name uh this was mariana mariana maria yes okay consider this uh by way of explanation uh or by way of um short story when fred wick created the air coop it doesn't have rudder pedals you land in a crab configuration it has spring gear uh if you're landing in a crab configuration because of crosswind the spring gear straightens the airplane out so you just fly it down to in the crab touch down on the runway the airplane will straighten out and you lower the nose all right think about this no rudder pedals just yoke and throttle that's it and it has brakes of course redwick was able to solo students in 4.6 hours in the air this is back in the 1930s 4.6 hours and again by example i taught somebody to fly in the air coop actually i've worked with several people in the air group but i taught one person ab initio no experience in aviation whatsoever but he was an ex-green beret so he's always cool no matter what you couldn't couldn't faze this guy but i soloed him in 4.7 hours in the year coupe at a tower controlled airport so he was familiar with the radio he knew how to work it and no it doesn't matter where you point it and things like that you got to point it toward your mouth so why how come it takes 40 hours for some people to learn to land an airplane and yet fred wick his average was 4.6 hours and here's the reason if you just if you didn't have to worry about the rudders then you're coming down to land all you have to worry about is establishing the attitude trimming and then wait to the point where the airplane should you should begin the flare so you know where to look and you use in one of the videos that i have on youtube it's called the runway expansion effect you use that you use you're knowing where to look and also the fact that you know what the attitude is for flair if you if you've ever driven a truck or an suv it's almost at the same attitude not for the roundup but for the flare the attitude is about the same uh when you actually get down close to the ground within about a foot above the ground you're at this you're at the same altitude i should say i didn't want to say attitude but you're at the same altitude above the ground so you know what that looks like when you look out the window as you're driving these clues are all available to you but why did fred wick allow them to or students solo in 4.6 hours and the reason is they didn't have to use rudders what does that tell you they just flew attitude came down flared things like that but they didn't have to use rudders so if you don't have to use rudders you'll be able to land a lot sooner or learn to land a lot sooner what that means is people who have trouble landing have difficulty maintaining the airplane's attitude the proper attitude and its longitude the airplane's longitudinal axis relationship with the runway center line uh keeping the airplane nose aligned if there's no crosswind or keeping it at a slight angle if there is a crosswind and you need rudders to do that ultimately rudders keep control of the uh point the nose where it's supposed to go ailerons used to keep the wings level if you don't master rudders before you start landing or you don't feel good with that it'll take longer to land and that's my uh response to that point on youtube and also just to throw a tip that i know that you gave me rod uh is that perhaps it might help her too to do some of the low approaches as well to start getting that longitudinal um alignment down yes yes yes exactly i'm sorry i'm so thoughtful of other people i was offering you some water here in case you you wanted it i feel like you guys are so cool thank you oh thank you i'll have one of those but um yeah it's really not too difficult in in this i've always been amazed why it takes people so long to land this this is amazing and it's not because because i'm a great instructor my students don't take long to learn to land it's just that you have to apply the the principles of attitude flying and you need to learn how to control the airplane right from the get-go and sometimes it really works to your benefit to go out for an hour with an instructor and just make low approaches along the runway you know at six feet above the runway height let the instructor control the throttle you keep the airplane where it's supposed to be nose straight wings level or at a crab angle and uh you know i guess one last thing uh when we had the what was the corey lydoll crash uh with the sr-22 remind me uh this was the case remember in the hudson where uh he made the 108 degree turn hit the building well we don't normally have experience avoiding things keith you would because of the aircraft you flew in the military but we don't have experience avoiding things as we're approaching them in the air we don't understand closure rates and things like that one of the reasons for uh the uh cory crash well in an airplane you don't have experience with runway closure rates until of course you actually get down and start landing right and think about this if you if you think about it from this perspective it's amazing we can learn to land based on this observation one out of a six minute circuit in the traffic pattern about 15 seconds is spent in the attitude where you're actually approaching the runway and need to flare that's where the things that's where the magic happens but it happens very quickly and so we make six uh 15 seconds we make six maybe 10 landings in one hour and 10 should go landings and then that is 150 seconds so that's two and a half minutes in one hour of getting experience where it really counts and then we do that for a couple of hours i'm amazed that anybody can land anyway that we learn to land that fast so get more experience in the environment by flying where let's say the airplane's six feet above the ground instructor controls the throttle you keep that airplane exactly where it needs to be and watch how the control responds so it doesn't have that spook factor that we normally experience when we first start doing landings all right so pablo what's that what do you have next okay uh angle of attack indicators have become very fashionable these days how does this instrument fit into rod's approach to attitude oh you really know how to ask the right questions pablo and whoever that i'm the filter i'm the filter i want to be a filter too someday uh i think filters is a good job that's a great question excellent question okay next question let's go ahead let's move on here's the answer to your question i am i am not a fan of an uh angle of attack indicator not at all you do not need one in a general aviation airplane if you want to put one in there fine good more power to you i mean if you need up need another instrument to plug up the hole where the adf was removed in your airplane great put one in there do you need one to fly an airplane safely no people have been flying airplane safety safely for years without an angle of attack indicator and there have been four major studies on angle of attack indicators over the past 20 years four of them not one and i'm going to repeat that not one has offered any conclusive evidence that having an angle of attack indicator an airplane makes you safer and makes you less likely to stall an airplane not one and the pegasus study was the last study done and i think they paid a lot of money for that study and all due respect to the people that did it i could only find one salient point in the pegasus angle of attack study and that was as i quote and i'll read it from memory we've determined that a pilot using an angle of attack indicator can fly a stabilized approach for the last 20 seconds on final approach in other words you can ensure stability of the approach with the angle of attack indicator yeah well i got news for you i have 15 hour students can fly a stabilized approach without using an angle of attack indicator angle of attack indicators are i think we look for the next big thing to keep people safe in an airplane but you know what angle of attack indicators drain your visual resources and when you are stumped or frightened or distracted by some element of threat let's say in an airplane and you're overshooting the runway and you're trying to look at the runway center line you're worried about overshooting and something distracts you you're not looking at the attitude indicator you're looking at the thing that's scaring you and this is how people get themselves into stalls along with the lack of skill and basic rudder usage and the better source would be to have something that lets you know you're approaching a stall from an audio point of view in other words uh and a sound something that oh yeah the stall horn would be great if we actually had a stall horn in the airplane that oh wait we actually have a stall horn you know what the fa said when they did this nasa did a study many years ago nasa said you can see i get excited about this right i try to calm down nasa said in 75 percent of the stall spin accidents were airplanes the pilots have actually survived the stall spin accident the pilot did not recall the stall horn going on in most or activating or the stall light but it was the stall horn that was referenced here and you can see it probably didn't i have a comment on that i mean i agree with your overall principle but when aoa uh indicators first started coming out i was a fan and the reason because and flying navy jets we flew angle of attack but there's a huge difference that i realized and the difference is is that um the weight of our airplane could be vastly different depending on what we're doing yes yes aoa works then but you know with the planes that we fly they fly they stall at the same airspeed pretty much within a couple knots and so there's no reason for the aoa you are now my new best friend again back on top chris back on top because that is so true it's how much did your navy jet weigh go ahead say it i dare you don't deny it oh like um you know like 30 some odd thousand pounds okay great it's got the word thousand in it and that's a that's the key right there and the the reason that's important is it's hard to sense what an airplane's doing with that much weight not in a not in a general aviation airplane and that and and by i would ask pilots this in my seminars i would ask i'd find out who the 747 captains were that were general aviation pilots and that was the key and then i asked them if i were to cover up your airspeed indicator in this airplane could you fly this airplane and most of them said yes they said yes because they had attitude flying skills and they could still sense the airplane but let's face it it's much harder to do in a bigger airplane general aviation airplanes don't need that and by the way your airspeed indicator for and based on what you said keith your airspeed indicator in a 1g condition or or in less than 45 degrees a 30 degree bank i'll use that number your airspeed indicator is almost a direct representation of what your angle of attack would be assuming that you made a you know you plotted it out 90 knots at max gross weight 90 knots is this angle of attack 80 knots is this angle of attack and what have you there's almost a direct relationship there assuming it's you're not pulling more than one g pull more than one g um you know more than the g's you 1.14 in a 30 degree bank then that calibration starts to go away not only that but the draw on the elevator control also is a direct relationship to the angle of attack and by the way that's why the the air coupe was a an airplane that you couldn't stall and heaven's nose i tried it was installed because fred wick limited the amount of aft draw and this by the way is another reason why a reason why students that i've had in the past who were pregnant could install the airplane that is a matter of fact they just couldn't pull it back and uh the male analog of that would be is if you uh have a beer belly you're probably one of the safest pilots out there in terms of skulls so the fa should advocate you know drinking beer eating pizza for all males to reduce the stall potential and increase decrease your insurance rate too i'm sorry this is what happens when i'm left alone without adult supervision no no affront to you my uh my good friends no we we've never claimed to be adults or experts uh so okay so following up on following up on that one someone just asked when you talk about pitcher altitude and power isn't the aoa indicator a better representation of reserve lift and attitude when trying to avoid a stall so what you know no my response is no with no disrespect to the yes oh it's yes of course of course reserve lift but why why does that why is that of any more value in my opinion since you have to look at it and you should be looking outside when you're making an approach uh to land why is that any more value than the five other indications that you're approaching the critical angle attack seat of the pants feel the sound the airplane makes uh the the air speed indication the kinesthetic sense of motion and the the feel on the controls and whether you realize or not most airplanes have stick shakers too yeah that i'm really stick shakers that's normally the instructor in the right state saying let go let go so that's what i mean by stick shaker hey by the way just as an aside rich stole's book um stalled awareness he made a very interesting point about this and rich said a stick shaker is a far more effective stall awareness mechanism than a a horn a light or an angle of attack indicator he said it's the best well he actually didn't say angle of attack indicator so he said horn or light and we don't have stick shakers on small airplanes do we maybe someday someone will invent one and by the way at the founders prize ea's founders prize eight years ago there was a gentleman there who offered a stick shaker that fit on the control column and when the airplane got close to stall it would shake the column which i thought was a novel idea simple easy to use and a very valuable thing to having an airplane rod um we have a question here i'm going to jump in because it was kind of one of the things we sort of promised of course they said great webinar like always but it says what are a good set of maneuvers to perform in the practice area to maintain proficiency if you do not get to fly often oh what a great question great question excellent question now real quick real quick by the way i've actually gotten this question a lot again i think people joined late because there's a lot of people on this one yes will i see this again will it be a recording how will i get it all that stuff can we make a quick reference to that please stephen or keith oh yes of course i'd love to do that because we are going to be on the aopa live youtube channel in about 24 hours this whole webinar will be completely recorded and posted for your viewing pleasure for as long as you as many times as you want to there you go thank you excellent excellent and they're going to use the video enhancement on my uh my image there so that'll be better for everybody involved um yeah great great question and uh here's my answer to that question there's one maneuver i can have you do other than flying the traffic pattern by the way which is uh look i've been flying for 50 50 years and teaching for 48 and you know i i've got all those hours that you get from teaching students one hour one hour at a time and you know what i love to do i'd love to go fly the traffic pattern i love to teach but i love to fly in the traffic better because it's a great assessment of your skills it's a great assessment of your skills but it requires all an application of all the little things you learn everywhere else believe it or not you you do a shondell in the traffic pattern if you plan it right going from crosswind to downwind you have to lower the nose if you get the altitude right and lower the nose and roll out at the same time it's kind of like a combination uh schondel and lazy eight and i find that interesting because uh it's a great way to assay or test your skill but the way i do it in the practice area is this one maneuver you have to do in practice and if you do it uh it'll you can really test your chops and improve your chops too and that is start from cruise go right pull the power back carpet power back however you have it in your airplane slow the airplane down to flight at minimum controllable air speed if you don't want to go down to minimum control of the layer speed because that apparently is an anathema now according to the faa there's no longer a reference to minimum controllable air speed in the airplane flying handbook by the way they got rid of it and but go down slow down until you hear the stall horn or see the stall light you're about five to seven knots above stall and then add enough power aggressively but not too aggressively to hold that attitude and maintain that altitude and then uh go back into straight level flight doing the same thing all the while holding altitude then try it by adding flaps as you slow down slow down minimum controllable air speed maximum flaps hold that altitude and then if you really want to up the ante here start a turn at a 20 degree bank start 10 then go to 20 keep the airplane coordinated and see if you can hold altitude at minimum controllable air speed man you've got that throttle all the way in it's passed through the firewall because you're trying to get its maximum power as you maximum it's not passed through the firewall don't write that down it is uh it is the way to test to see how well you can control the airplane and then if you want you can actually start a climate minimum controllable air speed never going to happen in a 150 but you can start a decent which is my 150 specialty and you can start the decent minimum controllable airspeed go down to an altitude level out that is an insanely great way to see how well that you fly the airplane if you can do that uh you've got some serious skill so that's what i recommend and what else pablo we got time for a couple more questions yeah all right we'll do a couple more here for as long as you like so okay i'm giving up eating i find it to be much more fun being here [Laughter] so when you were talking about covering up covering up instruments someone says it's difficult to determine flap speed and gear speed with the airspeed indicator covered don't use flaps then or use flaps you know like in a 150 when you get down to 90 knots use flaps uh and then cover up the instruments just don't add any more power yeah a good point a good question but like not something that you need to worry about if you just do it like i said it okay how about nighttime unusual recovery training comment okay i'm just reading them the way they're asked so there's no comments and stuff it says how about nighttime unusual recovery training comment with little ground visual references yeah well that's why we wear a view limiting device right so uh day or night time doesn't make that much difference and uh yeah you can detect shadows and uh clues more easily during the day but um i i think uh you know the unusual attitudes can be practiced during the day and expect the efficacy to apply at night so that's what i would do although i have to say this you know the best way to teach somebody unusual attitudes i found and i was shocked when i first tried this but when we're talking about wearing a view limiting device right foggles or a hood although you can make the case that the airplane is a view limiting device especially if you fly 195 can't see anything out of that airplane but the deal is that i put the hood on them and then i have them close their eyes just haven't fly the airplane you guys do that too yep i've done that too yeah just have them close your eyes and give me a turn and it's amazing what they end up doing yeah what's what's amazing is i've had students that were able to fly that way and somehow another managed to fly with their eyes closed i'm thinking how are they doing that i i don't know maybe i should make them wear ear plugs so they don't get any sensory uh clues but anyway for most students though they end up being so discombobulated and they're controlling the airplane which adds to the confusion when you say okay look outside because what they think's happening is not what's happening so yeah that's i don't know if it makes that much difference at night although i do have to know i do have to say it's a lot spookier at night and this is why flying or getting in the barony chair the fa's uh bearing chair is a very very important thing to do have you folks ever ridden in one of those things before yeah really yeah i have and i logged it so uh they spin you around and uh you're supposed to tell you know they have you lift up move your head in a few different directions and then you uh look up and you are totally confused hopefully you don't stay that way for too long so it's an amazing example so okay but training at night and unusual attitudes is great too i you know perfectly fine and do it okay all right next what is the definition of stabilized approach yeah that's a very good question and basically it's a it's an approach where the uh airspeed the uh descent rate and the airplane's trajectory remain within specified limits now for large multi-engine airplanes the fa says 500 feet per minute um the uh plus or minus uh i think five knots on the or 10 knots on the air speed indication uh and so i'm not sure they offer a specific number for small airplanes in terms of stabilized approaches but those three things uh altitude airspeed and uh trajectory are constant and don't change to any great degree that's what it would mean and um unless you folks add to that uh help me out here because i don't think they have anything any specific definition for general aviation airplanes i do they do know they offer that individual companies offer that specifically for their airlines and it does it varies it's not all the same um but i will say this if an airplane when you so if i had that video to show i would show you what a stabilized approach is um that the airplane is the attitude is uh uh is set on final approach the airplane's lined up with the runway and very very little is changing even in extreme excuse me let me watch my words here properly uh even in uh a turbulent condition you can maintain a reasonable facility of the airspeed if you maintain the attitude because it'll it'll move you know depending on the gust that you're receiving but it'll eventually come back or center on the air speed that's associated with the attitude and the power study so you know that's where i'm going to pitch my uh next webinar 60 seconds to a perfect landing because one of the things we demonstrate is how very little once you get it stabilized how very little the control inputs are and i think one of the biggest problems a lot of people have on landing is over controlling the aircraft right yeah that that's very true and this is where the weber's law comes into effect too because if you have a tibetan death grip on the controls and uh uh forgetting that you may be using the tibetan death chance uh then you know you're you have no sense of how much you're actually pulling on the control keeping a lighter grip on the controls is important i don't use two fingers because that means fewer sensory inputs there you go here we go i don't use two fingers and can somebody make my screen wider and with two fingers there's limited sensory input when you put all your fingers there's more sensory input because you have more nerves connected to the yoke you just can't squeeze hard because then you lose the ability to from a tactile point of view to measure how much pressure you're applying so that's that's important light grip full grip and that also helps with the yeah and one of the keys i think that too is it's like that key of getting it set up early because if you're behind on the downwind when you're pulling the power and bass then it just makes the final more difficult and then getting that light touch with trimming it and everything is critical and then saying learning how to trim and let go and in fact i know one thing i learned that i'd share with my students too early on is that if the airplane's doing something weird relax what you're doing because it's probably you yeah it's like usually the airplane just wants to fly and so learning that that was the airplane fly basically it was built to fly and uh by the way uh keith can you it's a good point very very good point chris um keith can you allow me to screen share for a second to show that one video sure because it i think it's very instruct this is a stabilized approach if you can do it okay we can we can uh we can try that let's see okay here we go and uh it's actually bigger than in the real airplane it's amazing and uh here's the uh turn to base now again look everything's predicted i know exactly what i'm gonna do i'm turning base the power is bought brought back to flight idol and i know that scares some people but power off landings are should be all the rage but they're not and uh let's see there's the attitude i've trimmed it up hands off flying look mom no hands i don't do this with passengers in the airplane by the way and uh raising the hands but now there's the attitude this airplane is perfectly stabilized i'm turning the attitude is right exactly where i want it to be the air speed 70 knots now it's going to be 65 knots for this airplane there's the roll out i've called the tower to have him actively activate the runway centerline widening device i've added a little bit of nose up trim and took a little bit away the airplane is now trimmed for hands offline the airspeed 65 knots i'm looking and just making sure there's nobody look you got to look for traffic here folks and the vasey lights are white but i don't understand that because they were red the last time i landed so the hands are flying right there and the airplanes lined up with the centerline this is a stabilized approach vertical speed is uh fixed and you'll just watch the runway expand here not now not now but right there and that told me i needed to flare there's the runway centerline and bingo the magic word i learned in church bingo and that's how that works all right i'll take that back um all right cool i think well and if i could just come in the video real quick too one of the things i noticed too that i've i've noticed recently as an instructor with people helping get stabilized as well is the pitch attitude when you're on downwind turning bass and turning as well i've noticed that sometimes pilots will put the nose down or pick it up during a turn which then throws their air speed off but if you look in your video consistent during the turns and on base that helps to keep the air speed stabilized as well you know that's a great observation and here here's why when people make a left turn from downwind to base they they're looking over the center of the cali they're not looking straight ahead they're looking over the center of the county they shift their vision and what they see is the right side of the cowley rays above the horizon and they lower the nose this is why for proper attitude flying in a turn you look not over the center of the county you look directly ahead of where you are and you pick a three inches let's say the horizon's three inches above the horizon above the cowling and for all your turns that aren't too steep um then you maintain that attitude for a turn keep the horizon light three inches above the county right over the center of where you're sitting not over here don't look that way don't look that way and you'll make uh be able to maintain a precise attitude when you start descending pull the power back you got a new attitude now maybe it's four inches that's your turning attitude it's a great observation though and that's part of attitude flying so excellent well i think pablo has one last question okay yeah all right um so someone says uh wait that's it okay so someone was asking about dutch roles for rudders for rudder use is that a good training technique it's an excellent technique it's actually called a coordination role a dutch role is something a swept wing jet aircraft does uh that is a uh uh that that is a a maneuver you don't want to do all right because it's it's it's a stability problem in a jet aircraft so what we do uh is more properly called a coordination role which kind of sounds like something you get at a sushi place i'll have a elephant roll and a coordination rule while you're at it it comes in the shape of a little never mind i'm sorry go carried away but uh adult supervision again but coordination rules are very very effective and you put the nose on the horizon and you pick a uh an attitude or a reference directly ahead of you and the role is to the right and to the left about 20 30 degrees of bank and you keep the nose perfectly aligned with that reference directly ahead of you and uh it works out very very well don't worry about keeping the the ball in the inclinometer centered because it may not remain centered depending on where the inclinometer is placed in the airplane and i flew a light sport airplane with a nick clinometer that was way up in the top left-hand corner off to the to the left and when you roll uh you the ball would be thrown off to the right into the left wasn't a problem when you're established in the turn but when you roll you could never get a coordination on that but you can't look directly over the nose and see that calm down all right well rob we thank you so much for joining us on this webinar we had a great time as always and you know we were thinking about going to a more serious format but you know obviously it just didn't work out today never does don't even all right anyway um was effective so i think so just one more thing if i had remember the letters aopa aopa obviously um though that is the code for the discount of 25 uh off anything on my website for the next three days aopa go to the put the product in your cart go to to check out put aopa in the discount window it's 25 cent percent discount not anything that uh i have in the store and i'm getting pretty hungry too so i'm going to have to go to a good size we thank you for that and uh if you if you want to see the recording it's going to be on the aopa live youtube channel within about 24 hours so stephen if you would jump in and end the webinar for us we'll call it a day goodbye everyone and thank you guys for being such a great great person you kicked pablo off but he deserved it so [Laughter] just wonderful folks aopa should be proud to have you it's just a real pleasure working with you and thank you rod you

Channel: Rod Machado

Views: 7,404

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Id: LmqxtFSHtCo

Length: 91min 4sec (5464 seconds)

Published: Sun Sep 13 2020