Hey everyone. Jason Schappert
here, MzeroA.com. Welcome up to the cockpit.
23 Mike Zulu is what we're flying today and we're talking about
ACS slow flight. Remember slow flight
has changed quite a bit. For those of you who grew up like myself
with PTS slow flight, well it's quite different. Remember, PTS
slow flight, we used to have it hanging by the stall warning horn. We'd get as
close as we could to that stall and just hold it there. That's not exactly the case
anymore. In fact, slow flight has changed quite a bit. They don't want us hanging
by that stall warning horn anymore. And it makes sense. The FAA
was worried, the FAA realized perhaps and they said listen we don't want
people to hear the stall warning horn and just not think anything
of it. Hearing the stall warning horn should cause a reaction. You should
hear it and you should do what? You should institute a recovery, start
a recovery in this case. Not just get used to hearing the stall warning horn. So that
is what they really set out to establish. Now I want to read to you literally,
verbatim how it's explained to us. How
new ACS slow flight is going to work here. We're told to establish and maintain
an airspeed at which any further increase in angle of attack
increase in load factor, or reduction in power would result in
a stall warning. For example buffet, stall warning horn,
whatever it actually may be in that case. That's what they're kind of warning us of in this case.
They're saying that now. They go on a little bit further to say, listen
you're flying along and some turbulence brings on the stall warning horn. That's fine as long
as you do what? We can recover in this case. It's a continual
it's a prolong hearing that stall warning horn and not doing something about it. That's what's
going to fail us. So don't think, man the stall warning horn came on. I instantly fail. That's not the case.
You show the right technique, you show the proper recovery, you'll be fine in that case.
Let me show you ACS slow flight in the dirty
or landing configuration in this case. I already did my clearing turns just a little bit ago, but
since I've been talking a bit, I do want to just still double check.
Everything still looks good. Carburetor heat's coming on. Pre-maneuver checklist is already complete.
Bringing some power on back here and I'm going to go ahead and bring in some flaps.
Flaps are going to give me a tendency to climb up, so be watching that. Working in
some flaps here. There's 20 degrees. Now I want to get to, where is
that speed right? You have to know where is that stall warning
horn going to come on in this case here? And you're going to have to be leaving in a little bit more power
in this case right. I'm already getting almost...right there. There we go.
Holding my altitude real nicely. Got tripped up real nicely. Just a little but
nose down. There we go. I am right
about two or three knots faster than the end of the white arc. My stall warning horn at this point
comes on a little bit late though in this case. Maintain my heading.
Maintaining my altitude. Not in a climb, not in a descent. Hands free.
Holding it in ACS slow flight. Now they also continue
on, they say what happens if that stall warning horn now comes on in ACS
slow flight. Well let's do just that here. Let's go ahead and let's bring
it on back. Remember any further, any abruptness, any change in load
factor, I'm increasing that right here. There's my stall warning horn. I go ahead
and do what? Full power, carb heat, recover. Flaps go right to
20. That's assuming again if the stall
warning horn did come on. If you're flying this and it comes on, that's what we do. Through
70, flaps at ten. This is my recovery. It may not necessary be your recovery in this case.
And a positive rate of climb, flaps up and out. And resume
back to cruise without losing any altitude in this case. That is what
is so important here. ACS slow flight.
It has changed quite a bit in this case and I want to
make sure you totally and you fully understand it. Compare
to PTS slow flight. So I have a question for you in the comments. Is ACS
slow flight going to create safer pilots? Is ACS
slow flight going to reduce the accident rate? I just want to know your opinion. Time will
tell. But I would love to know your opinion of ACS slow flight.
Really can you see both sides of it here. I mean the
FAA says I don't want you hearing the stall warning horn, or if it comes on your need to
institute that you need to recover. But flight instructors, myself
and some others, you'll say well are we taking away from stick and rudder skills
by not learning how to control the airplane at it's true minimum controllable airspeed.
You'll hear from a lot of instructors, myself included, that oftentimes
I teach both. This is Jason's slow flight, that's what I'm calling PTS slow flight now,
showed me this. This is how you're going to do it on a checkride by the way. And I make sure to differentiate between
the two so my students fully understand that and I encourage you
with an instructor to do the same. Practice old school slow flight and practice
the new school slow flight as well. So I can't wait to read your opinion, your
comments down below this video. I hope you all are just having a wonderful week
able to do a lot of flight this week and in the coming months. So listen, enjoy
the rest of your day and most importantly remember that a good pilot
is always learning. Have a great day guys. We'll see ya. I wrote the
Private Pilot Blueprint with the intention of, if I could do my flight training
over, what I wished someone would have told me. And I want
that book to be yours for free. All I ask is that you pay shipping.
Visit PrivatePilotBlueprint.com to get your free
copy.