In this episode of Behind the Prop, Bobby Doss and airline captain/DPE Wally Mulhearn dive deep into one of the most essential yet often overlooked aspects of flying—energy management during approaches and landings. They explore how pilots must constantly balance altitude, airspeed, and power to achieve stabilized, safe landings. Wally shares check ride insights and real-world airline techniques, while Bobby reflects on lessons from his early flying days, including porpoising landings and learning the importance of proper speeds. Together, they break down practical strategies, highlight common pitfalls like over-correcting or flying too fast, and emphasize building muscle memory for situational awareness. The conversation blends humor, experience, and clear teaching points, offering actionable advice for student pilots and seasoned aviators alike.
Mastering energy management is one of the cornerstones of becoming a safe and confident pilot. In this episode of Behind the Prop, Bobby Doss and Wally Mulhearn unpack the topic in detail, showing how altitude, airspeed, and power all work together as “energy assets” that must be carefully managed throughout every phase of flight—especially on approach and landing.
Drawing from countless check rides, Wally describes how many applicants fall into the trap of treating every descent as a power-off glide, when in reality, a controlled descent with power and speed can be safer and more effective. Bobby shares his own learning curve, including stories of fast landings and bounced touchdowns, underscoring why setting up a stabilized approach is non-negotiable. Together, they walk through rules of thumb for descent planning, techniques for recognizing if you’re high or low on base, and how instrument training can help sharpen a pilot’s “sight picture” of a standard glide path.
Listeners will hear practical guidance on the classic “pitch for airspeed, power for altitude” debate, and how those principles apply differently in cruise versus the landing phase. The duo also highlight the dangers of over-correction and porpoising, explaining why patience and small, measured inputs make all the difference. Wally’s mantra—“eyes moving fast, hands moving slow”—is a powerful takeaway for anyone working toward smoother, more confident landings.
The episode wraps with recommended resources like the Airplane Flying Handbook, FAA Risk Management Handbook, and the AIM, plus encouragement to practice energy management on challenging days with an instructor. Whether you’re a new student preparing for a checkride or an experienced pilot refining your technique, this discussion offers the tools to better understand and master the flow of energy in your aircraft.
00:01
Behind the Prop Intro
Clear prop 773 Cherokee number two following twin traffic three mile final. Clear touch one Charlie Bravo Raceford in Runway two five join four mile final. This is behind the prop with United Flight Systems owner and licensed pilot Bobby Doss and his co host, major airline captain and designated pilot examiner Wally Mulhern. Now let's go behind the prop.
00:25
Bobby Doss
What's up, Wally?
00:27
Wally Mulhearn
Hey, Bobby, how are you?
00:28
Bobby Doss
I am fantastic as always. This week we're going to tackle a topic that we haven't tackled before and hopefully the listeners enjoy it and give us some quality feedback. We're going to make it all about mastering energy management for approaches and landings. Wally gives a lot of check rides. I hear a lot of stories around the fly school. My chief loves to talk about high, low, fast or slow and all the things we should be doing for managing that energy. I think we have some good topics to cover today. We're going to talk about just basic energy management, practical techniques for energy control, and then we're going to talk about common pitfalls and how we can avoid them. But this is a topic that you seem pretty passionate about, Wally.
01:13
Bobby Doss
You manage some really big energy in your pro world and you see a lot of us probably struggle with energy management a practical basis on check rides. What, what are your initial thoughts about this episode?
01:27
Wally Mulhearn
Well, you know, when I saw it, what were going to talk about it, you know, I thought, well, I could talk all day about this. I really could. I don't know how interesting it would be, but hopefully it, this 30, 35 minutes to our listeners will be interesting. But you know, flying airplanes is really about managing your energy, managing your assets, which we usually think of that as being altitude and airspeed. There's an old poster or saying that surround a lot of old flight schools and FBOs. It says airspeed, altitude, money. You need two out of three to fly or something to that effect. And you know, that's kind of the truth. But we're gonna, we're gonna talk a lot about altitude and airspeed.
02:25
Wally Mulhearn
And you know, when I do checkrides with private applicants, what I see is that they, you know, they're, they're painted into a corner, they're in a box. They only have one way of doing things. For instance, every descent is an idle descent. So the only way they know how to get the airplane down is to pull the power all the way back and descend. And that's not really the only way to Descend. Because a scenario I give a lot is we need to get to a diversion airport quickly due to maybe a mechanical issue or maybe a medical issue.
03:18
Wally Mulhearn
And so maybe in a 172, maybe the way to do it, if, let's say you're, I don't know, 10 miles away, you know, instead of just pulling that power all the way back and descending it 70 knots or 80 knots, maybe just pull the power back a little bit and push the nose down to descend at 500ft a minute at a 120 knots, assuming smooth air. You know, if you're in a car and someone's having a heart attack in a car, I'd like to think you would drive fast to the hospital. And we can do that safely in airplanes. But it's something that most applicants haven't done because, you know, they have, they just have a handful of cross countries where maybe they've even gotten over, you know, three, 4,000ft above the ground. They've never really done that. So, you know, I think.
04:12
Wally Mulhearn
And you know, and as you get, you know, more experience, you realize that, well, hey, you know, like when I fly my Saratoga, yeah, I pulled the power back just a little bit and I start a nice easy 500 foot a minute rate of descent. And I take advantage of that energy that we built up and keep the power in. And of course I don't want to shock cool the engine, so that's a concern. But you know, it keeps the power in and get going fast, going downhill, just like riding a bike. Go fast downhill.
04:45
Bobby Doss
Yeah. I think early on I struggled with the concept of energy management because you don't really think about that in a car.
04:53
Wally Mulhearn
Right.
04:54
Bobby Doss
I guess my grandfather showed me one time in the hills of West Virginia, old stick shift truck, that he could put it in neutral and turn the engine off and we could keep going faster. And I thought that was the coolest thing in the world in the late 70s, early 80s. And obviously that's the energy of that. But the one way that I do explain it is kind of a bike right on the top of a hill, you have that potential energy of going down that hill. And when you put the bike over the edge of the hill and you let the break off and you start going down that hill, you're transferring all that potential energy into kinetic energy. And, and the same thing happens with those planes. You put the nose down, you're creating all that airspeed from that energy.
05:40
Bobby Doss
And at some point we want it to slow down. We probably have all experienced at some point trying to land a little fast. And truth be told, it's nearly impossible in these little airplanes. If you're going much over 75, they're going to want to fly. And at 85 they're going to fly. There's just no way you can keep it on the ground. And one of my very first trips as a private pilot, I took another dad and his son to a local airport with a good restaurant and was excited. And first time we hit the ground kind of bounced. Second time we hit, we got really high and I just went around. But I had never experienced that kind of porpoising and I was clearly out of practice and was landing too fast.
06:25
Bobby Doss
But that's a very dangerous scenario and probably gets a lot of people in trouble. And it's all about that airspeed and energy management on the approach. So let's talk about what are your tips or tricks for how to manage that energy on the approach and landing. Wally, when you're flying yourself, you're in the Saratoga, you got passengers, obviously you have some tips and tricks. You have some ways you manage that approach. Let's just say you're 10 miles out and you're at 5,500ft. What, what are you thinking and how are you trying to manage that? To use all the energy you spent to get to 5,500 and then how are you going to try and do your best to manage that energy? So you come over the threshold at exactly the vref you want to be?
07:14
Wally Mulhearn
Yeah, I think it's a function of ground speed of how far out you want to begin your descent. And this is based on non pressurized airplanes where you want to come down at somewhere around 500ft per minute, you know, and I, I look at my airplane, I, I, you know, I got a GPS and everything. It, it will tell me what time I'm going to get there. And let's just say, you know, let's just say I'm at 8,000ft above the ground and I'm going to get there at 1500. I'm going to, you know, it says I'll be at the airport at 1500. Well, you know, at 500ft per minute, that's 16 minutes. So I'm gonna start, well, I'm gonna probably start my descent somewhere around 20 minutes, 22 minutes in that range.
08:17
Wally Mulhearn
So I want to get down and be able to slow down and get things kind of all Settled down. But I think most airplanes, if you take a 200 knot airplane, 180 to 200 knot airplane, if you multiply your altitude by about seven, you know, you're 5,000ft times seven. Five times seven. You want to start about 35 miles out. Again, that's a 180, 200 knot airplane, 150 knot airplane, somewhere around five, you know, and that's where I am with the Saratoga. You know, again, 8,000ft. I, I'd want to start my descent somewhere around 40 miles out and then kind of keep track of it.
09:02
Wally Mulhearn
It's, it's much like budgeting, you know, if you get paid on the first of the month and you know you're not going to get paid again until the first of the next month, you know, around the 15th of the month, you're thinking, okay, we're halfway through the month. Have I, have I used more than half of my money? And if you have, well, you know, you probably need to make some adjustments or you know, do something differently. And it. So, you know, don't just start that descent and say, okay, yeah, we're good. You know, halfway there, say, okay, how am I doing? How am I doing? I'm, I should be at, I don't know, 20 miles out. I should be about 4,000ft. Well, 20 miles out, you're 3,800ft. Okay, you're doing pretty good. You're, you're right in the slot.
09:55
Wally Mulhearn
So, you know, it's constantly re evaluating, constantly re evaluating and seeing where you are. Now, if you have a significant tailwind and then you lose it, you don't have the tailwind or you go from no wind to a headwind, you're probably going to be low. And so you may want to, you know, add some power and, or if you're on an autopilot, just decrease the rate of descent. If you're coming down to 500ft a minute, you know, back it off to three, 400ft a minute, something like that.
10:33
Bobby Doss
So now we get, you know, we're in the area of the pattern, we're close enough. And I always like to ask you guys and girls that fly all the time, like when you're on the check ride and you turn base, at what point do you know if you're high or low?
10:54
Wally Mulhearn
I'll know on base. I'll go on base.
10:57
Bobby Doss
And how long do you think it Takes the private pilot applicant to know whether they're high or low.
11:02
Wally Mulhearn
It probably takes a while. It takes a while. I was taught early on by my father. He used to, I mean, we owned a Cherokee 140, 1969 model Cherokee 140 we bought for $8,000 and we sold it for $9,000. But anyway, he used to say to me, you should never touch the flaps unless you're at idle. And now we don't really operate that way. But when you think about it, you know, what do we use the flaps for? You kind of help us sort of add drag and everything. So almost adding flaps with power in, you know, is, is kind of counterproductive. We're putting drag in and then we're adding power. He used to also tell me, don't ever be in the pattern far enough away from the airport so that if you lost an engine you couldn't make it back to the Runway.
12:09
Wally Mulhearn
So I always learned really tight patterns. Now, you know, at some controlled airports or even non controlled airports, depending on what's going on, sometimes that's not totally feasible to keep it in tight like that. But you know, I, I, I, I did like to, I, or I do like to keep it in tight if I can.
12:29
Bobby Doss
No question, I'm very similar and I'll try and maintain as much altitude as I can within reason two to give me that opportunity. And so you turn a base and you're thinking, man, this applicant's really high and he's not doing much. He's still got 2300 in the throttle, we're never going to get down kind of thing. What, is there a tip or trick that you can tell an applicant or student pilot how to start building some muscle memory on that site? Picture of what it looks like or is there some math? You know, I kind of think obviously 1150, 1200 in the downwind at Hooks, I'm thinking, you know, about 800 midway through my base and as I turn on final, I want to be 6 or 5 or 600ft. I mean, I know those numbers for my home airport.
13:21
Bobby Doss
I would think people can have those numbers. But that doesn't always tell me if I have a headwind or, you know, how big is that headwind? How much power do I have to carry through that 500ft spot that I'm thinking about? But obviously we have a Papi system. But if there's not a Papi, is there any tips or tricks you can have about how to start understanding if you're high or low or fast or slow.
13:44
Wally Mulhearn
Yeah. If you have some sort of a distance measuring device, whether it be GPS or dme and you can measure your distance really to the, it's really to the point that you want touch down on it. But we'll just say the end of the Runway you should be about 300ft in the air for every mile. Ish, you know, it's, that's just a wag. So at two miles out you gotta be about 600ft. Call three miles out, a thousand, let's not get too technical here. So three miles out you should be about a thousand. Six miles out you should be about 2,000. And that's what a normal glide slope looks like.
14:32
Wally Mulhearn
So you know, I, I tell people at non towered airports, they're trying to give position reports and they don't know, they, you know, they're having, they haven't done it enough to be able to look out there and say yeah, that's about two miles. Well, two miles is if, but usually at this point they know what on the glide slope looks like, you know, or the glide path, I should say. I guess they know when it looks about right. So if you're at 600ft and it looks about right. You, you're probably about two miles out.
15:13
Bobby Doss
Yeah. One thing that I think helps or probably helped me was when I started my instrument training and I started shooting approaches and you would shoot something from a pretty good distance away. Even you think Conroe alibis a long way from the airport. And when you intercept that ILS at alibi, you see the airport, you kind of know what it looks like out there in the field. Obviously you're shooting an approach, you have toggles on. But when you become safety pilot, you see it, you just kind of get that feel of what that 3 degrees looks like from a long way away. And then up close and you, it starts making VFR flying a little bit more easier.
15:53
Bobby Doss
So maybe if you have access to it or could go with an instrument rated pilot or someone who can shoot an approach, just see it get on glide slope from 10 miles out, 5 miles out, get the look and feel of what that feels like. What does the airport look like on the ground from five miles away, four miles away, three miles away, two miles away and kind of jot down those numbers as you go. Like at five miles I was this high in the air and build some of your own stuff to help you see, that reference material for this stuff would be in the Pilot Handbook of Aeronautical Knowledge, chapter three, Basic Aerodynamics.
16:30
Bobby Doss
And there's some pretty good stuff in the pilot private pilot ACS about what Wally is going to be expecting from you on an approach to landing and maybe give you an idea on how to build some muscle memory and how to prepare for that checkride. So let's talk about the pitching for airspeed and power for altitude debate. I think there's some passion out there, but I think we have some things to share. How do you feel it works on an approach and landing? How do you feel it works in cruise flight, Wally?
17:03
Wally Mulhearn
It works great on approach and landing. It works horribly in cruise. So you know what, here's what happens with private pilot candidates. Let's say you come in and let's say you've got 60 hours. You're taking your checkride at 60 hours. Probably of those 60 hours, I don't know, I'm going to say 25 of it is in the traffic pattern, maybe even more. So we got a lot of experience doing that. How much of it is doing cross country flying or straight level cruise flight? Not very much. You know, you get out to the practice area and if you're like, we are here, we got to worry about the Bravo Shelf. So we initially go up to, you know, 1500ft and then we go a little ways and then maybe we climb up to 2,500ft.
18:02
Wally Mulhearn
And so even the straight and level flight that we do here is few and far between. Now obviously on the cross countries we do some straight level flight, but the instructor is probably saying, hey, let's put you under the hood and let's do some hood work. So maybe we're not getting a whole lot of that, but definitely on landing. Pitch is airspeed, power is altitude. If you're too low, you need to add power. If you're too fast, you need to run, raise the nose. Now they're going to correlate. So if you're way too fast and you pull the nose up, well, you're going to stop your descent. So you're going to get high. So you're going to have to use the power element as well in reducing power.
18:56
Wally Mulhearn
But what I see on, you know, and where, maybe where I see this most is on instrument check rides, where on an instrument ride we do sometimes just fly straight and level a lot. I'll usually give the applicant a, an airway to Intercept. And sometimes, you know, I give them a clearance up to 2000ft, and we're at 1900ft, 2100ft back down to 1900ft. We're just fishing all over the place to find that altitude. And so what happens is we get high, we get up to 2100ft, and the power comes back to 1500 RPM. We go back down to 1900ft, and the power goes up to 2500 RPM. And, you know, in the debrief, I'll say, you know, your problem with that altitude control was the airplane just wasn't in trim. And they are so used to power is altitude that if, oh, I'm climbing.
19:56
Wally Mulhearn
Well, it's not because the power is wrong. The airplane's not in trim. And so it's a pitch issue. So in cruise, you know, in cruise, it's. It's a little bit different. You know, altitude is a function of pitch, and airspeed is a function of the power setter. So, yeah.
20:27
Bobby Doss
My inside tips right there is like, make, know your numbers. Like, when you want to be a cruise, the PoH says what, 80%, 70%, 60% power settings are. And if you get that and then you trim it out, you're going to maintain that altitude and you're going to be at that airspeed. And again, we're going to be at airspeed. So if we have a big headwind, the ground speed is going to be very different. But it's all, it's all a math problem to figure out how to manage all those assets to get you where you want to go.
20:55
Wally Mulhearn
Yeah, and people have a. People struggle with figuring out the true airspeed. I just had a young man a couple days ago that was in a Grumman Cheetah, and I was asking him in the ground portion what true airspeed were going to get and everything. And he made the comment that the airplane was old and that the data in the PoH was not nearly accurate. So we get out in the airplane.
21:24
Bobby Doss
And physics and math changed since that. In the 70s.
21:28
Wally Mulhearn
Yeah, well, that's what he said. And I've heard that. I've heard people say, oh, these are old airplanes. So the data that we see in the POH isn't worth the darn. Well, and maybe I even subscribe to that theory. But I've, I started playing around with my Saratoga and I realized that the numbers are within a knot or two, you know, 100. It's I'm supposed to get 147 knots based on this power setting. And I'm doing 148, 149. And I, I just went, wow. I mean, were within 1%, 1 1/2% of what the PoH says we should get. But it happened in this Grumman the other day and he was saying, yeah, you see how, you know, the poh says we're supposed to have 107 knots and we've only got 100 right now. And I said, well, that's 100 indicated.
22:23
Wally Mulhearn
What, what true airspeed are we at? And he goes, oh. And so he used that little, you know, device on the airspeed indicator to match up pressure altitude with outside air temperature. And were spot on. We were exactly what the POH said. And he was flabbergasted that the numbers were so accurate.
22:52
Bobby Doss
Yeah. And then I think the last tip there really is wind. Right. I don't think it took hundreds of hours. So if you're a new pilot, it shouldn't be something you got at 50 or 60, but you should start incorporating it into your plan. Is really winds, you know, a, if it's 15, gusting 22, you know, that's 25% of your airspeed. That's, that's going to be one fourth longer to get on the ground. Right. If you're flying at the same rate that you've always kind of flown that approach at, you're going to, it's just going to change everything. And you need to be able to put that into your tools to understand how is this 15 to 20 knot headwind gonna change my energy management?
23:41
Bobby Doss
I can't pull it to idle at the same distance away that I was able to glide to the threshold yesterday in calm winds.
23:50
Wally Mulhearn
Right. Probably aren't.
23:52
Bobby Doss
I'm not gonna get there.
23:53
Wally Mulhearn
Yeah. And your vertical speed is gonna be different. If you're used to seeing, you know, 500ft a minute on an approach and you've got a significant headwind, you're going to be much less than 500ft a minute. You know, maybe 403, I don't know. Consequently, if you happen to have a tailwind, you're going to need a greater rate of descent. Just like, you know, the were we talking about planning our descents. If you have a tailwind, you're going to get a greater descent, you're going to start your descent earlier or have a greater rate of descent.
24:32
Bobby Doss
So we talked A little bit earlier about me porpoising a 172 with friends for the first time. What are some common pitfalls and how can we help the listeners avoid those pitfalls? Obviously the porpoising is a fast landing. I think I was. And I hear more stories about private pilots not wanting to get the nose pointed down to the ground. Right. The ground is scary, landings difficult. Right. So they probably stay too high for way too long and they're trying to save it. Right. That's a common theme. I think we can still do it. But what are beyond avoiding high and fast approaches? What are some of the common pitfalls that you see on checkrides that you just wish you could shake out of all these private pilot applicants?
25:21
Wally Mulhearn
Well, you know, we do a couple, we do a precision landing, we do a short field landing and we gotta land within 200ft of the desired touchdown point. And you know what I have started doing with my applicants is I say, hey, let's touch down on the numbers. And I think Most of the CFIs are having them touch down on the thousand foot markers. And I say, look, we are trying to simulate a short field. So if we got a 1800 foot Runway and we land on thousand feet down the Runway, we're defeating some of our purpose. So that kind of throws a monkey wrench to some of the applicants. But what I see them doing is a lot of them will push the nose down and we come in at an incredibly high airspeed.
26:18
Wally Mulhearn
You know, maybe we're coming down and we get 10ft over the Runway and we're at 90 knots. Well, that airplane is not going to land. And some people do a good job, they can make put the airplane where they want it to go. But to me the better way to do it is to establish that approach airspeed when you begin your descent. And so now you can kind of see where the airplane is aiming to and the airplane will go where it's aiming. I just, I went out and shot earlier today and one of the guys was saying that bullet is going to go where the site is. I mean, it's a very simple concept, but that's where it's going to go. And you know, same way with the airplane now.
27:12
Wally Mulhearn
So, you know, one problem we see is the applicant is afraid of landing short. Of course, on a private and commercial checkride. For a short field landing, if you don't like what you see, you do have the option to go around. Now that doesn't count for the power off 180 on the commercial checkride. But for your typical short field landing, if you come in and you see you're going to land short, go around. That's what we do. That's what we're supposed to do. And we got to do a go around anyway. I had a young man today on the short field landing. He didn't like the way it looked. We went around. So I just went down to the go around section of my plan of action and put the check mark there. Okay, we just went around. It was good decision making.
28:02
Wally Mulhearn
He thought he had really kind of mess things up and couldn't be farther from the truth. The one thing that you don't want to do is try to make that airplane land too fast because then you're going to porpoise. And we, Bobby, we both know of a person, I'll tell you who he is, off air. But we know somebody who did that to an airplane and crashed the airplane. The occupants were fine, but he. I probably totaled. Totaled an airplane. I mean, it was a prop strike, an engine collapsed, nose gear. He tried to force it and you know, too much airspeed. That airplane is just not. It's just not going to land.
28:52
Bobby Doss
Yeah, I think there is this over correcting. Like I say it all the time. I can't stand to go out and watch my planes land at the school because everybody's learning and there's a lot of rodeo going on in that last hundred feet with new people out there sometimes. But the overcorrecting is a. Is a big problem that I think comes with experience. And once you have that experience, you just kind of learn how to let things settle. And the newer applicants, the people that are in that middle phase of their training trying to learn how to solo and get the, get that part done, they're just too much moving. There's too much changing. And it does take a second or two or three for that plane to settle into its new configuration.
29:39
Bobby Doss
Whether it's adding flaps, adding power, pulling the yoke back, pushing the yoke forward. And any correction is going to take all that energy and change it. But it's not instantaneous. You know, you slam on the brakes in a car, it's more instantaneous, right?
29:56
Wally Mulhearn
Yeah.
29:56
Bobby Doss
The thing that's moving the car then is inertia. It's the continuation of the energy. But you put the flaps out, I mean, those things don't go right to 20 degrees. They go from 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12. So it's gradual and it Takes time. And if you pull the power and put the flaps in, there's two things occurring. And all that correcting or fixing or changing, it's quite drastic to the energy management and it's just too hard to learn. So maybe settle and move slower, let things marinate a little bit, and you'll see that less overcorrection will keep you on glide path better. Normally, good trim and letting go will fly better than us.
30:47
Wally Mulhearn
Yeah, it will. And I had a great instructor. The first time I flew a jet was a Boeing 727. And the, my first Czech pilot that was flying with me was a, a guy named Steve Williams. I don't know if he would ever happen to listen to this podcast, but I want to give someone credit for the quote he used to say, eyes moving fast, hands moving slow. And I've always remembered that. And I thought that's. Oh, that's a great quote. That is a great quote. And I, I say it all the time to students. Eyes moving fast, hands moving slow. And that's kind of a great, kind of dovetails what you were talking about.
31:33
Bobby Doss
Yep. So a few resources for you to go check out if you want to learn more or read more. The Airplane flying handbook, chapter eight is all about approaches and landings. The aim section 2, 1, 2, what number of visual aids that might help you in this area. And there's some chapters on troubleshooting landings as it relates to the Airplane Flying Handbook. And then the FAA Risk Management Handbook has a lot of things as well in it. We've, we've talked and covered those books, but you can go download those for free from the FAA and hopefully get some more pointers and some more ideas on maybe how to manage your energy better when you're on an approach and landing, and then maybe some in that cruise phase as well. Learning how to master the trim, which will ultimately master your energy management and cruise.
32:24
Bobby Doss
So look, the way we get better is always by practicing. I guess my motivational tip today would be go get with an instructor and work on some confidence with energy management. Maybe on a really windy day, maybe on a really bumpy day, so lots of gusts, and try to start mastering what it's like to manage energy. One of the best things that my instructors did, his name was Justin Meeks, he taught me that, you know, when I was struggling, went out way in the practice area, got up to like 5,000ft, and we just pointed at a big building and he said, I want to see a stabilized approach. From 5,000ft to 4,000ft and I would I that's how I learned to get stable and manage my energy.
33:13
Bobby Doss
And we just did it over and over again and it really has always been something that's been in my brain that's helped me manage my final phase of flying. Whether it's a 172 or it's a vision jet, I feel like I've got a plan in every case. Always thinking more. Got a lot more opportunity in my brain than I did when I was early on in my training, but that should help you get better and build your confidence at managing energy no matter what you do or how you do it. Keep listening to the show, share the show with your friends and stay behind the props.
33:48
Behind the Prop Outro
Thanks for checking out the behind the Prop podcast. Be sure to click subscribe and check us out online behindtheprop.com, Behind the Prop is recorded in Houston, Texas. Creator and host is Bobby Doss. Co host is Wally Mulhern. The show is for entertainment purposes only and is not meant to replace actual flight instruction. Thanks for listening and remember, fly safe.