What is happening, MZeroA Nation?
Jason here.
Welcome back into this awesome five-part flight maneuver series.
Last week, with steep turns.
Links to that below, if you haven't watched part 1.
Part 2 is today.
We're talking slow flight.
Slow flight in the clean configuration,
then slow flight in the dirty or landing configuration,
meaning with flaps out.
Remember what the ACS says?
A lot of my old-timers and I myself, I'm an old-timer,
we used to do slow flight where we hang it by the stall warning horn.
We don't do that anymore.
In fact, the private pilot ACS says, "To discontinue if that were to happen."
So, at the first sign of a stall, right?
That could be buffeting, sloppy controls, or a stall warning horn,
you have to discontinue.
So, the goal is to get as close to the first sign of a stall
without actually setting that off.
Let's start in the clean configuration here.
So, once again,
it's all about the foundation, getting a strong start.
So, nicely trimmed up.
I'm at almost 3,500 feet, about 40 feet low from my 3,500 feet.
But, everything else looking really, really good here.
Nice strong configuration.
Let's start with slow flight in the clean configuration.
By the way, my clearing turns are already done.
I'm going to stick my head out just one more time.
Everything looks good.
In our aircraft, we have a carburetor.
So, carburetor heat's going to come on.
And, I'm going to bring the power on back to almost like a run-up RPM.
For us, that's about 17, 1,800.
I pitch for airspeed.
I power for altitude.
Here's a common student pilot error.
And, we're all student pilots.
You want to bring back the nose right away.
While you do that, you're going to end up climbing.
So, instead, you bring the power back.
Slow down level straight ahead.
And then, adjust to get the speed down a little bit.
Then, adjust.
And, the controls are going to start to get heavy.
You have two options.
You can sit here and try to fight it, or you can utilize some trim.
I just gave it--
two just throws the trim.
No science behind it like we did with the steep turns.
Just trying to loosen it up a little bit.
I'm still at that--
I'm still at that 1,700, that run-up RPM here.
All is looking good.
And, I am right about my 67 where I want to be, roughly.
65, I might push it to, because, at about 60,
that stall warning horn is going to go off.
Now, here's the kicker.
You built a strong foundation in level flight.
Why not build a strong foundation in slow flight as well?
I got a little bit of a sink right now.
What should I do?
I pitch for airspeed.
I power for altitude.
Give it some power.
Just hold it here.
You should be able to go hands-free.
Now, here's what's going to happen.
The checkride examiner, your instructor, whoever, is going to ask you to do turns.
Your ailerons--
Look at this.
If we were flying the airplane normally, we'd be all over the place.
There's hardly any air flowing on our wings.
Let's turn back around to west.
Left turn west.
Clear left.
You have to baby your way through the turn.
It's a little bit of footwork.
It's a little bit of aileron.
The maneuver is called what?
The maneuver is called slow flight.
Take your time.
It doesn't say you have to do it in a certain amount of time.
It doesn't say a certain amount of bank you have to make.
It doesn't say any of those things.
It just says turns to headings.
It also says climbs and descents, too, which I find very interesting.
It doesn't get practiced a whole lot.
Alright.
I got a little bit of a climb going, which is actually good.
I could use that.
Sometimes, in the turn,
you have to give it just a millimeter more of power.
I realize that's not a scientific RPM setting.
But, you know what I mean.
I'm hands-free.
I'm using a lot of my feet.
I'm keeping the aircraft coordinated
as we continue to come around all the way around to west.
Everything is great.
Going to get that pretty sunset coming into view in a second.
Awesome.
Look at that.
Coming around.
Alright.
I'm going to just use the sun as my rollout point.
That's west enough for me.
And, I roll out,
using a little bit of rudder, a little bit of aileron.
Awesome.
How do I recover?
Very simply.
However, don't forget this.
You're still being graded in the recovery.
The maneuver is not over once they say recover.
You're still being graded.
So, watch this.
I'm going to make a mistake on purpose.
This is a common mistake.
I used a lot of trim to hold this for me.
A common mistake is to do this:
carb heat, full power, and not be ready for that.
See how the nose comes up?
Now, I got to fight, fight, fight, fight, fight, fight.
Look at that, 500 feet per minute.
I'm going to blow my maneuver.
And, I still got a lot of trim to take out here.
So, now, I got to take all that trim back out.
You need to be ready for that and anticipate that.
Now, don't trim up for level flight just yet.
You got full power in.
Build up your speed.
Then, get your power back to your cruise power setting,
about 2,300 RPMs for us.
And then, trim again.
Now, what about slow flight in the dirty or landing configuration?
Same little procedure here.
And, you're practicing.
You're getting better, not only for landing.
Slow flight helps with landings,
but you're getting better as well for your stall recoveries.
The procedures are very, very similar.
Carb heat's going to come on.
Power's going to come back.
Again, I'm doing about a run-up RPM.
And, you have two options here:
babying the flaps or dumping the flaps.
It's up to you.
I'm going to baby them
because I think that's the best way to do it.
I've shown videos in the past where I've just dumped them in.
There goes 10 degrees.
Remember, flaps have a tendency to make the nose come up.
Now, with my previous exaggeration of the recovery, we're around 30--
Actually, we're like 35.
80, somewhere around there.
Dump it in altitude-wise is what I'm talking about.
Next notch of flaps.
Here come full flaps.
I will not need as much trim in this configuration here.
Alright.
We're holding that 35-80.
Watch it.
You're going to need to add power, perhaps.
If you get back within the green arc,
you could even turn carb heat off at some hot days in the summer
with a big instructor and yourself.
You might be out of the green arc.
It's just me today.
So, if I had someone here with me, it's possible.
Alright.
I'm losing altitude.
I'm busy over here talking to you.
Give it some power, Jason.
Give it some power.
Lower that nose a little bit.
I'm a hair slower than I'd like to be.
But, no warnings or anything like that.
Carb heat's coming off.
I am in the green arc now.
I'm trimming the nose down, believe it or not.
Now, I got it stabilized.
Nope, not quite.
You should be able to fly just with two fingers,
or certainly, hands-free.
A lot of power, so I've got some right rudder in there.
Slow flight in the dirty or landing configuration.
How do I recover?
Just like I would a power-off stall,
which is next week's videos.
Don't miss those.
Carb beat comes in.
Full power.
They have to push forward.
Flaps go right to 20.
This is it for 2-3-Mike-Zulu.
You got to check your aircraft's POH.
Right to 20, through 70.
And, I'm talking speed.
Flaps go to 10.
Positive rate of climb.
Flaps up and out.
Need some trim.
Back to cruise power setting.
And, life is good, MZeroA Nation.
Slow flight.
Why do we practice slow flight?
We practice slow flights, actually, to get better at landings.
Before you land, when those controls are sloppy--
By the way, you want to try the same thing with cruise power.
A little bit different, right?
We practice slow flight to get better at landings.
MZeroA Nation, you all are the oxygen to what we do.
We truly view you all as family.
I love your comments.
Leave us comments down below this video.
Can't wait to see what you're up to.
Have a blessed, amazing, outstanding rest of your day.
And most importantly, remember,
that a good pilot is always learning.
Have a great day, everybody. We'll see you.