5 WEIRD Maneuvers that Will Make You a BETTER Pilot (with Free Pilot Training)
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- čas přidán 28. 08. 2024
- Tired of practicing the same flight maneuvers over and over and not improving? Try these 5 WEIRD flight maneuvers, and see if they help you improve! In this video, we discuss the PAC method, accelerated stalls, cross controlled stalls, the Phugoid stability maneuver, and the region of reverse command! If you have anything you would like to share, please email me at: sethlake@vsl.aero. I look forward to hearing from you!
#vslaviation
#freepilot training
I've been watching your Private Pilot ACS playlist to study for my checkride, and a few weeks ago I finally had my checkride and passed. Your PPL ACS playlist was monumental to me for understanding the ACS and understanding what the checkride was going to be like. Now that I'm a licensed pilot, the next thing on my mind was how can I become a better, safer pilot and how can I really master the airplane, and this video really taught me a lot as well and to me it's another important tool in learning to become a better, safer pilot. Again, thank you for making these amazing videos.
Will, thank you so much for your thoughtful feedback. It is really good to hear you found the content useful and had a successful checkride. Keep striving to become a better pilot!
You know it’s an excellent teaching video when you watch 50 min video but it feels like 5 min because every second of this video is so interesting and educationally perfect!!!
Thank you!
What a cool video. Seth Lake has such an incredible depth of understanding.
Thank you for the kind words!
There's nothing better than those who selflessly share valuable knowledge for free, helping to make this world a better place. Your generosity and dedication are truly inspiring. Thank you for all the amazing videos and for being such a positive force in the aviation community. Keep spreading the knowledge and positivity!
Thank and kind words! I'm passionate about the aviation industry and general aviation in particular. I owe much of my success to the generosity of others who've shared their knowledge with me. It's my pleasure to pay it forward.
Perfect example of how most instructors are not teachers. I learnt more here than my PPL training up to circuits.
Great!
This is such a next-level teaching that all student pilots need to learn and master! You guys have real chemistry together and are easy to watch and learn from! A great video! Thanks for taking the time to bring so much much-needed teaching and giving an understanding of those 5 maneuvers that make us safer and better Pilots!
Thanks! I'm looking forward to doing more stuff with Josh!
Great video! Retired corp pilot here but love doing primary and tailwheel instruction. On the cross controlled stall I recently had a commercial pilot come to me for additional training in his Citabria right after he got his tailwheel endorsement from another CFI. He and a friend went to an airport nearby and ran the airplane off the side of a runway and took out a runway light and put a large gash in the fabric on the belly. We started working on basics and moved onto takeoff and landings. This model Citabria has no flaps so we were using slips when we were high on approach. He had trouble remembering the control inputs for a slip and would put the airplane into a skid low on final or even on a base to final turn. We left the pattern and I had him climb to 4000’ and stall the airplane in a slip and then in a skid. I warned him before the skidding stall what was going to be dramatic so he would know what to expect. The slipping stall was benign. The skidding stall we were upside down before he even knew what happened. That stuck with him and no more confusion on which rudder to use. All your other examples are excellent as well and will incorporate them into training in the future, thanks.
Cross-controlled stalls are so much fun to teach. I love taking a CFI student up and asking them what happens when a plane stalls while not coordinated. They ALL say it will spin. Then I do a cross-controlled fully developed falling leaf stall and calmly look over at them as we gently float down without spinning and ask them to explain what's happening. It always elicits a satisfyingly confused look. Good learning takes place.
I once had a CFI applicant attempt to perform a skidding stall instead of a slipping stall during the checkride. Had we been in an approved aircraft, I would have let it happen and taken the opportunity to evaluate his spin recovery techniques. However, we were in a normal category 172, so I had to take the controls, and he had to demonstrate it again on another day.
BIG difference between cross-controlled (slips) and skids.
Great video! Buc-ees t-shirt just gave me a hankering for some BBQ brisket.
I do love my Buc-ee’s!
Just make a list of maneuvers that cause most accidents, Use AQP from D Gryder and also add accelerated stalls- like overshooting a runway to align with a tailwind on base. Strong wind GRM turnbacks to be used on EFATO/ROTOT. Turnarounds vs Turnbacks, IFR 180's from VY, strong Strong Crosswind take off and Landings, strong crosswind late and low go arounds, TROUBLESHOOTING if partial power VS EFATO TROUBLESHOOTING (Use the proper sequence for either). Yes they are different. and more. I had 11 different emergencies, 4 on take off LOTOT/ROTOT. Landed all. No accidents ever. I flew Bush Pilot and Cargo pilot in South America and USA.
Thanks for the feedback.
Seriously one of the best flying flying videos on CZcams. I can’t wait to try all these out.
Thanks!
This is a true gem. I feel like I just learned more about flying in this one video than I did in 4 years at a flight school. Thank you for sharing this info. Great video!!
Wow, thank you so much for the feedback!
This is top notch guys! Kudos
Just yesterday I passed the PPL checkride (in Argentina). So now it's time to perfect myself. I loved this video, especially the PAC viewpoint, in the vein of the book Positive Flying, by Richard L. Taylor and William M. Gunther.
I liked the "more power for going slower" and for soft field landing.
Thanks!
Congratulations!
Wow, good stuff!
Such an awesome video... I'm fresh off of an instrument rating studying for commercial and I JUST learned that cross controlled stalls DO NOT always cause a spin... what else do I not know!?
There is always something to learn!
Studying for my CFI... I'm CONSTANTLY amazed at how much I didn't know...
So much great information ,cant wait to put this to use, thanks for making this available , many instructors and noone shared these techniques, love the PAC settings, thx
Thanks! I love using the PAC method of flying.
working towards CFI now...this is one of the most in depth + useful vides I have seen all year thanks
Glad you think so! Thanks for the feedback!
Excellent video, this covers a lot of complex topics that require the understanding of stalling speeds and aircraft stability as well as coordination and its effects while stalling, I think this is a must watch for every pilot in addition to teaching themselves about aerodynamics
When I first started learning I understood how to do maneuvers but didn't educate myself enough on why certain things happen in maneuvers, and this video is really good on bridging that gap after understanding the 4 forces of flight
Understanding the fundamentals is essential!
This is the best video I’ve seen, being a see and do learner, where the printed explanations I’ve read started to make sense.
Thanks Josh.
Thanks! Thanks for watching!
Great!
May be the best flying video I have ever seen... The explanations are easy to understand and it's like '... 'bingo'... I should know that ... ' I will watch it more than once... Don't just tell me show me... Loved it...
Wow! Thank you so much for the positive feedback!
Just incredible video best I have watched ❤
47:15 There are trade offs. Full power produces more heat to melt ice faster, but at a greater risk of detonation, especially near sea level on a hot day. Ideally, you would use carb heat at somewhat reduced power, but immediately after a period of full power. The heat capacity of the exhaust headers stores and releases heat for a significant period of time, while the reduced power setting eliminates the risk of detonation from high-temperature intake charge air.
At altitude, the reduced air temperature and density reduces detonation risk even at wide open throttle.
Bringing up detonation is a good point. Pulling the carb heat in the downwind would normally be good since the power should be around 50% at that point.
Just another wonderful episode in the series & nothing less. Much appreciate the contents & the knowledge that you share with the aviation community. Thank you so very much.
This is my second time watching this video. It was great the first time but its even better after I have real flying time in. Thanks for putting the time and effort into it!
You're welcome! Good to hear from you, how is the training going?
@@SethLakeDPE it's going well! I went backwards with the switching instructors, airplanes and airports but I'm starting to make some real progress. We did some slow flight today so watching this video last night was timely. 😊
Just took my CFI written and this is gold!
Great!
This is a GEM. Excellent content. Thanks for sharing. Will have to practice on the PAC setting. Bless you. This is priceless
Thank you!
The ground speed competition blew my mind. This video is awesome.
It's a lot of fun to go out with your instructor or another pilot and try out.
@@SethLakeDPE I’ve tried “flying backwards” with higher winds aloft but never used the back side of the power curve to get those extra 5-10 off my ground speed. Can’t wait to show this one to my students 👍🏼
Very good video, thank you.
Thanks Seth for your explanations. Really appreciated the thinking pilot’s perspective. Have watched this video several times bc there’s so much packed into 55 min and have really really benefited and grown from this incredible instruction. You have remarkable insights and really excellent explanations. You and Josh are on a whole other level than the other channels.
Thank you so much for the kind words and thoughtful feedback! It's really good to hear our content is having a positive impact!
Love the video. As a Student Pilot, this is definitely quality information and explained in a non-technical way. 👍💯💯
Great! Thanks!
Excellent video, I`m a 400 + hour pilot and in this video I learned new important info about flying and knowing your plane.
Great!
Omg!! What an amazing video!!!!! Thank you guys!!! I learnt so much . Checkride on the horizon…
I'm going to try this in the Cherokee on my next flight...great video!!
That was a Fantastic teaching level!!!
Thank you
I'm still flabbergasted 10 minutes after the end of that vidéo while I'm recap what I've learned here in my head. Thank you very much.
Thank you and I'm glad you enjoyed it!
My first solo was two days ago. Three landings in the pattern. My second solo the next day I did slow flight and s turns.
Wow! I have watched hundreds of flying videos. I learned more in this video then it seems all the others combined. I'm going to share this with my CFI. Hopefully we can go out and practice some of this.
Of course, I've already done with my instructor. Quite a bit of what I've seen here but you've just explained it in a different way.
I just subscribe to your channel. Just discovered you. Thank you!
You're welcome!
Oh wow, awesome video, I wish plenty more student pilots like me would see this!
Thanks!
Power Attitude Configuration = PAC flying. Excellent point. Another thing I learned is that installing an AOA indicator (let's say you enjoy backcountry flying) helps hone these maneuvering skills. While never to be ignored, airspeed becomes secondary to flying by AOA. Depending on design, indicators give visual queues way before you feel buffeting.
👍
This is a really good video that explains aerodynamic principles on a practical level.
I think one of the most important takaways here is that "you cannot stall an aircraft that is pulling zero g's"!
One of my varorite exercises is to climb to altitude and do (no more than 60 degree) wing overs, aiming for a very low speed over the top.
As you feel the slight weightlessness comng on , you realise that it is true.
You need to co-ordinate bank with rudder to enure a smooth transition from climbing to decent, but that is part of the drill.
You cannot stall an aircraft that is flying with zero degrees angle of attack!
Thank you! Yes, most people have a 💡 go off when they realize a zero g wing cannot stall.
I really learned a lot with this video. I'll go back and watch it again. I also shared it.
That's great to hear, thank you for the feedback!
I feel I'm already a better pilot and I haven't started flying yet! 💪🛩
I can't remember when I subscribed to someone after first video. (average after 5-10 videos, I have over 300 subscriptions so I don't like spam my feed). You are exception.
Thank you!
@@SethLakeDPE you're welcome ;)
Love the skills. My goal is to get to this level and beyond in my training. Thanks for posting.
You're welcome, best of luck!
This is such a good and unique lesson. I cannot fathom how as of now it has only 632 likes. I wish I could contribute with more likes.
Thank you!
GRM Flyover Turnbacks. Practice them. If you can. LOL. Good for GRM, Box Canyon Turnbacks and EFATO Turnbacks too 3 places were pilots make mistakes due didnt know Turnback Maneuvers.. There are 2 kinds. Teardrop and Hook Turnback kind.
Great video. Learned a lot today, different stuff and so useful! Thanks
You're welcome!
wow thanks so much Seth and josh, this content is so helpful
You're welcome!
Awesome video to make me a better pilot and know my airplane to its fullest extent.
Glad I could help!
Bogey 12 o’clock at run up.
To close for missiles
What a fantastic educational video! I’ve shared this with so many people. I would like to comment on the stall horn. Since stall an angle of attack are ultimately linked, his comment was correct. The stall horn is a proxy angle of attack indicator. But that really shouldn’t come as a surprise. What is a stall? When you’ve exceeded The critical angle of attack. People forget that angle of attack isn’t relative to the horizon. Also, and I’m not claiming to be some genius, I made the same exact comment about carburetor heat recently and it fell on deaf ears. Not that people disagreed with me, but I got the sense that nobody really thought of it. Which I thought was weird. Better to prevent ice forming than to need to actually thaw ice.
Awesome! Looking at the stall horn as a quasi AOA is correct. In fact, when the stall horn is just activating you are at or very near the wing's L/D max. In other words, right before the plane stalls it's at the maximum performance. During Air Force pilot training, we are taught to "ride the stick shaker" during some aerobatic maneuvers. The stick shaker is a haptic stall warning system that some higher performance aircraft use that sends vibrations through the control stick when the plane approaches stall. When you fly the plane with the stick shaker activated you know the wing is producing as much lift as possible and you are making the aircraft perform at its maximum. I am NOT advocating we fly our GA aircraft like that, but just use it as an example of how the stall warning in an aircraft is different than the actual stall.
So glad you found the video educational!
Fantastic 🙂
Thanks
Here's a quick maneuver to learn about your magnetic compass: Using just the magnetic compass as your guide, turn south. You will see a real life example of "turning error". As you follow the compass to get exactly south, you will end up turning back and forth.
That's great! Timed turns using the wet compass and turn coordinator only are great ways to sharpen your instrument flying skills!
Finally some explanation of non acs phak garble
Thanks
Awesome
Seth,
You are one of the BEST instructors i have encountered.
Is it possible for me to book 50 hours with you so as to improve on my flying skills?
Thank you so much for the kind words! I can't commit to a full 50 hours but would be willing to book up to two full days with you as my schedule allows.
Hi Seth. I enjoy your videos and like that you explore ways to learn how an aircraft performs beyond ACS maneuvers. I have one comment on your airspeeds in a stall though. The difference between indicated and calibrated airspeed increases a lot as airspeed decreases. In my 1975 C-172M Owner’s Manual the Airspeed Correction Table for 40/50/60/70 IAS lists the following CAS values:
Flaps Up 53/58/64/72
Flaps Down 49/55/63/72
The airspeeds for this plane are in MPH by the way.
You're correct, CAS values are significantly different the slower you get. Since we are unable to read CAS speeds (in most GA aircraft) it's more convenient to base our approach speeds on a IAS. You could do the entire exercise Josh and I did in the video and translate everything into CAS. This would give you higher numbers and a higher margin over stall, but practically speaking we are more concerned with the aircraft's indicated stall speed, since that is the speed we will be focused on during the approach.
Make sure you reference you individual POH however, as some manufactures might publish a CAS approach speed (although I don't know of any off hand).
Seth! Your math in the airplane is outstanding!!!👍👍 gotta mention my biggest English bug 🫤 is the mistake you make here (above reply) when meaning to use “you’re” = you + are and using “your” the possessive…🫤 forgive me, but you seem a detail person and so am I (just on way less critical matters!🤣) cheers! Anyway! Imp!! Enjoyed the video! You’re a whiz at the numbers and explaining these concepts!! 👍👍 Just earned my PPL and never had these numbers explained in my training as well, though, in the plane, I have experienced many, if not all, of these tendencies in a 172H. (lots less in its’ POH!) You are a great teacher on these very beneficial concepts - as well as your other videos on the ACS! I used your other videos for checkride prep/study!! Thank you for your time and dedication!
@@TessaFlies thank you for the catch. Proof reading is something I struggle with as I usually fire off these comments from my phone. Glad you found some of my content helpful. Thanks for the feedback!
@@SethLakeDPE not using CAS for the approach speed calculation is wrong, dangerous and ignorant.
Sorry. But this is bad info
Bob DILK
@BobCFI, see my comments above. This isn't ignorant or dangerous. However, saying an aircraft stalls at a calibrated airspeed is ignorant. A wing stalls at a specific AOA. Our job as instructors is to teach students on how "detect" the aircraft's AOA throughout the envelope. Without an AOA gauge, the biggest tool is the airspeed indicator. Felling the buffet is also useful as well as the aerodynamic sound.
Thank you for your feedback.
Oooh, at 48 minutes elapsed time you demonstrate crossing mid field to enter the downwind. I was in a glider yesterday at X51 and someone in a Cessna did that to me and my 14 year old student. I gave her the hand held radio to practice making traffic calls and it was just too much for her. So no traffic call from us. Also no electrical system, so no ADS-B out. That Cessna came pretty close to us and cut us off entering the downwind. I’m sure they never saw us. Go ahead and judge me for not bringing another radio. But I don’t recommend doing the non-standard mid field crossing maneuver and then posting it on a CZcams channel where ACS is the main subject of discussion.
I appreciate your concern. I'm not sure I would agree that a mid-field crossing entry is "non-standard" as it is listed in the PHAK and AC90-66B as an alternate entry method. I prefer to use this entry method when the pattern is quiet as it reduces the time I'm in the pattern as well as the amount of maneuvers I need to do.
I fly a small aircraft without an electrical system and understand how operating NORDO can be a challenge.
I fly a slow taildragger at an uncontrolled airport with regular glider ops and we really appreciate it when gliders call their turns - even without an electrical system you can power a Becker or a Trig and be heard 10 miles out. I cross mid-field to enter downwind all the time but always do it 500 above pattern altitude. We teach it from the PHAK.
GREAT GREAT VIDEO !!!! THANK YOU !!!!
Thanks for the feedback!
Great demonstrations - thanks!
Thank you!
@@SethLakeDPE If I could offer one piece of constructive criticism it would be to improve the audio in future flying videos because I found the coms quite harsh to listen to with headphones - more so from your mic compared to your student’s for some reason. Even bringing down the higher frequencies in post would help make it less grating. I persevered because I’ve listened to your interviews and podcast so I knew it would be worthwhile, but someone encountering you for the first time might move on to a different video if they don’t like the sound.
@@DIYPackraft yes, I noticed the final product was not the best quality. Not sure what happened with the audio feed to make my mic sound worse than Josh's. Thanks for the feedback and hanging in there even thought the sound could have been better!
Are you realizing that when the nose drops the attitude , which is controlled by the down force of the tail indicateds that the tailplane stalls, not necessarily the wing.
Correct! Each aerodynamic surface of an aircraft could stall at different times, depending on the configuration and coordination. Sometimes the tail stalls first and sometimes the wing does.
Really like your channel and videos! Any idea when you’ll be able to do one on the ACS for Multiengine? Thanks!
Very soon!
He has got to be a better pilot, he is wearing Buckees shirt, but on the serious side love the content
😂
I like the icing tip
Great!
Hey Seth awesome video! I absolutely love the ground speed contest. It really pushes the envelope of the aircraft and makes slow flight ACS standards a cakewalk. Do you have any similar exercises you’d recommend for 8s on Pylons?
Glad you liked it! As a matter of fact, I do have something for 8s on pylons. Start by picking a random altitude under 2000agl and pick a point to do a pylon turn around. As you begin the turn you will have to immediately begin a climb or descent to keep the point on the pivot line. After a full turn you will find that your plane stabilizes at a certain altitude +/- 100'. This is due to the fact that your aircraft will "find" it's own pivotal altitude, no matter what altitude you begin the maneuver. This helps students understand that calculating an exact pivotal altitude isn't really necessary since the plane will do the work for you once you start the turn (as long as you climb and descend as required to keep the point on the pivot line).
I find it best to practice this in one direction first, let's say left, then once the left pivotal point is mastered try the right. Once you have both directions mastered individually, then put them together for the 8s on pylons. Hope this helps!
Sounds good I’ll give it a try this week. 8s on Pylons have definitely been one of the more challenging maneuvers to master. Thank you for the advice!
At 13:40, the stall speed with no flaps is written as “Vso (45)”, but isn’t stall speed with no flaps actually Vs1?
Great point. That was a typo. Thanks for the comment
Awesome video
Thanks!
Quick question regarding your ground speed competition..
Would it be correct to assume that you were able to fly slower with the increased power combined with increased pitch attitude, the propeller was providing some component of lift, "hanging it on the prop".
Yes, that's not far off the mark! Some air show acts use aircraft with very high thrust to weight ratios and those aircraft are almost albe to hover using just thrust from the engine to stay airborne!
With the carb heat, what happens after you notice the rise and realize you have ice? Do you just leave carb heat on and take off? Or do you treat it like an emergency?
No emergency. You just recognize you are in carb icing conditions. This may be a reason to discontinue the flight.
Why did they add 4.5 kts (11:45 + 12:10)to the bottom end (full flaps) of the adjusted VS0 x 1.3 range, but only 1.5 kts (13:41) to the top end (flaps up) end of the adjusted range?
I'm not sure I follow. It might have been the fact we were just rounding numbers off.
@@SethLakeDPE
I guess it was just interesting that you "rounded" the first number by several whole numbers. Students do this too... much.
why is there a guy walking on the freaking taxiway?
50kn to 60kn? i thought it was KT for knots.
KT for knots, correct.
For the recovery from accelerated stalls? Should aileron be minimally used on the immediate recovery? Doesn’t aileron increase risk of stall/spin?
You're correct, using aileron can increase your risk of spinning. However, during an accelerated stall, as soon as back pressure is released, the stall speed is significantly reduced. This means you can roll wings level using aileron without risk of spinning.
You should make him give you $100 for every time he says “and” in front of his radio call. 😂😂😂
👍
12:25 stall is just below 40 knots and "just to be safe" you calculate as if it were 35 knots??? OK you buffered it by rounding up but your buffer was weaker than you intended it to be.
Honestly though this is a very-very impressive educational video!!! Yes I learned many somethings!
HIGHLY RECCOMENDED VIDEO... HIGHLY-HIGHLY RECCOMENDED VIDEO...THANK YOU!
Thank you for the feedback. Yes, I misspoke and should have probably used 40knots. Glad you still found the video educational!
@@SethLakeDPE I loved your video! You can't stall at zero Gs is such a profound statement. Do a Competition whereas "how low can you get the airspeed to read and not stall"? Apogee and trajectory comes to mind right? So long as you are pushing the nose over and thus maintaining your "angle of attack" to be less than stall angle you will not stall. Stall is "only" via the wings' "angle of attack" as compared to its flight path regardless of wing loading. The angle of attack for stall to occur doesn't change via wing loading. The angle of attack needed to maintain 1-2-3 or more Gs increases but the stall angle of attack itself remains constant and same and at least very nearly so "regardless of airspeeds". You can stall at any airspeed and you can also not stall at any airspeed including down to 10 knots (so long as your elevator can provide enough force to rotate the aircrafts nose quick enough to keep up with the shape of the caused apogee shaped flight path). Bring a barf bag lol.
If you take the runway no one else will be able to use it! Lol
What is ideal temp for carb ice? I replayed twice but it is garbled.
70 degrees Fahrenheit (21 degrees Celsius) or below is the prime conditions especially with humidity above 50%
What’s going on with your harness? Yours look’s completely back to front and the guy in the right seat looks like it’s all to the left.
Yeah, the harness setup is a little different in that plane. But at least it has shoulder harnesses!
Looked like they ran off the cement to have wheels on both sides over a light 3:57.
That is B roll from a separate video.
Wrong
you must use calibrated airspeed when multiplying by 1.3 to get landing ref speed
This error keeps getting repeated
Please correct
Thanks
Bob
Dude, no one likes a “know it all.” What you are suggesting would be impossible to replicate in the airplane because you essentially create a “chicken or egg” scenario… the only reason why the FAA say to use 1.3 times your Vso (KCAS) is because they don’t know what the indicated airspeed is for each individual aircraft out there. By using your method, you would have to go out and stall the aircraft, document the airspeed that it stalled at, then convert to calibrated airspeed, then multiply times 1.3 then convert back to indicated airspeed so you could actually have an airspeed you could use in the plane, and if there is even a difference in the resultant approach speed, it would be so negligible that you wouldn’t even be able to see it on your airspeed indicator. If you’re really a CFI, I bet your students hate you.
I get what your saying, but respectfully disagree. You are correct in saying the plane's actual airspeed was not what we read on the airspeed indicator. However, it is a fact (as demonstrated in the video) that the plane stalled at a specific indicated airspeed. In the high workload environment of flying an approach, it would be unreasonable to expect the pilot to make real-time corrections to the indicated airspeed. Therefore, it is much easier to find the indicated airspeed number and use it as a point of reference.
Furthermore, I would argue that the aircraft doesn't stall at ANY airspeed (calibrated or otherwise). Rather, the aircraft stalls a specific angle of attack (AOA). This is why many high performance aircraft are equipped with AOA indicators since an aircraft can stall at ANY airspeed.
Thank you for your feedback.
You used the IAS x 1.3. You need to use the CAS x 1.3. In the Cessna they can be 10 kts difference
Please correct this error. ***************
Here's the real thing to know: a plane will stall at ANY speed! It doesn't matter if it's CAS or IAS, if you exceed the critical angle of attack, the wing will stall.
The exercise demonstrated in this video is simply a way for pilots to better understand the operating envelope of their aircraft. It is not meant to supercede any aircraft's flight manual.
If we were doing developmental test flights and writing flight manuals it would be a different story. However, in this case we are just using the technique described in the private and commercial ACS of multiplying our published power off stall speed by 1.3 to come up with a reference approach speed.