Keep doing what you are doing, brother...you are SO helpful to my progress as a student pilot. I use your videos to augment every step forward in my progression.
Especially loved your clear, easy-paced speaking in this video, Jason. Your lesson content is always spot on, but this time your rhythm/vibe of explaining was significantly more comfortable to listen to, I felt. Just some feedback :) Thank you!
Well done. AIR SPEED is king on short field landings. I fly a twin. Thanks for the comment on cleaning up and staying away from switches on retractable gear planes. Very important!!!
Thank you so much for recording this video. You have a very animated style and you’re very communicative about every step, every action and the reason - superb video.
Jason I just started your ground school and I am very very excited to be a part of M0A. Thank you for these videos I love watching them safely of course on my way to work and as often as I can
I’m about to start this part of my privet pilot training soon. ALL of your videos are extremely helpful, thank you for sharing your knowledge. Cheers 🤜🏼🤛🏼
I've been watching your videos for about 3 months and you're right about learning something new daily. I'm joining flight school in April 2018 and I want you to know that your videos have familiarise me on what to expect in my training. Hold my hand and continue mentoring me into flight. God bless you.
@@MzeroAFlightTraining Just did my flight review this morning. The best flight I have ever had. during the debrief we commented to each other how much fun it was to fly together. My landings were near perfect. When I first arrived the instructor asked if there was anything I wanted to work on personally. I had not done turns around a point since my private pilot check ride. He was surprised I had asked to do GRMs. I remember an in-flight coffee where Jason had mentioned taking time to brush up on GRMs during a flight review. since we pilots do not do them much as part of our normal everyday flying. The instructor welcomed the change of pace. I wasn't just there to get a signature. I came ready to improve my craft. It was a great day.
You are AMAZING. I’m just checking your videos before my solo flights especially, because you encourage me. So i’m ready for progress check now. Have a safe flight. Greetings from Turkey.
I have one friendly comment Jason. As a retired flight crew instructor for a major airline (I also taught at Boeing and McDonnell Douglas in their pilot training departments) I think aerodynamic braking is not necessary. I know of no aircraft that is certified using aerodynamic braking techniques. Certainly no jets. While working at a major airlines, we had a Captain who was trained early in his career (while learning to fly) to use aerodynamic braking when ever possible. The problem later was, the plane he was now flying for the airlines (an L-1011 TriStar) doesn't need that kind of braking to stop. It's not certified that way. So what was the problem then? He pitched up too far one day and smacked the tail down pretty hard while trying to hold the nose wheel off the ground 'as long as possible' to take advantage of aerodynamic braking (in his mind at least). He wouldn't buy into the fact that the plane can stop shorter if he jumped on the brakes and let the anti-skid do it's job while going into full reverse thrust. They repaired the plane (at great cost) and he got a month off without pay and then was back flying the line. However, about six months later, he did it again. Only this time he really smacked the tail down hard and broke the rear pressure bulk head. Massive cost to repair this damage. Because he was warning before not to do this anymore, he was let go. Very sad because as most aspiring airline pilots know, if he were to get hired elsewhere, he'd have to start at the bottom of the seniority list again. Tough in your mid-flying career as a Captain. The possible (I say possible out of respect for Jason because I like your teaching technique) take away from this is that maybe pilots shouldn't get into the habit of aerodynamic braking...if they transition to jets later on in their flying careers, it could come back to bite them in the tail (no pun intended).
Different planes require different braking techniques. Aerodynamic braking might work in a Cessna, it is definitely required in many military fast jets and it may be useless in heavies. It all depends.
As usual another great video!!! Really loved the drone views! I liked the fact how plans were slightly changed with the addition of the two other planes in the pattern. It shows how things can change quickly. Thank you
Jason I wish I had you as my FI. The guy I had was a cranky grumpy old geezer who thought we were flying in Bleriot's. But I learned a lot from him which I still remember to this day so he wasnt a bad guy after all.
I think this comment is a bit myopic considering this could be “stock footage” filmed previously with permission and applicable notams etc... the instructor is well versed on most things aviation, so let’s give him benefit of the doubt.
Cedar Key, nice mention. There used to be a palm tree on the 23 end of the runway. Glad to see that it is gone. Planes used to have to almost clip the top of the tree then stick the landing to not run off into the surf.
@@MzeroAFlightTraining always watching your content. So informative and easy to understand, wish you had satellite training facilities... ya’ll put the fun back in to the learning part of it. (hint hint) LOL.
Lately there have been pilots announcing a straight-in final on the Rnav from 3 miles out. I also find that some pilots fly the down-wind 2 miles away from the runway. Lots of fun when you are used to flying a pattern 1/2 mile from the runway.
Love your videos....Flew years ago and thinking of going back...trying to apply what you are saying to flight sim...I have been bouncy betty a little but getting better
Sometimes it's not only about our airspeed on final, but what we do to hold said speed. You can come in steep with a nose down attitude, and low power, or you can use a slightly nose up attitude, keeping sink rate with power and speed with pitch (region of reverse command). That way, when you reach your desired touchdown point, yoi chop power and increase nose up attitude, the plane will lose speed quickly and floating on ground effect will be minimal. Touching down at a higher nose up attitude will aid in aerodynamic braking and help protect the nose wheel assembly in rough fields. I currently fly an Embraer 110 P-1, and that is our technique in short fields.
You should make a short field video at Umatilla or Ceder Key, it would be valuable to demonstrate at an actual short field rather than just a short field landing procedure on the almost 7000ft runway at Williston
Good advice. But wouldn’t it be better to keep airspeed up on final, rather than at minimum, and execute a cross-control landing at a higher threshold altitude, which will put you on the ground sooner, and then immediately take off all flaps. And if there is another plane on final behind you, after touching down, roll out on the side of the runway, so that the following plane can, if necessary, take the center/left runway passing you. Always maintain as much distance as possible between your plane and others either approaching or already in the pattern - just as the plane following extended his downwind for that reason. Great advice on always looking several times for other traffic which may not be making calls. Never assume that other pilots will fly correctly.
"Left seat centreline right shoulder". Will have to give that a try next time. For some unknown reasons I've been landing to the left of centreline despite effort aiming for the centre. Final moments before touch down don't know why plane seems to drift to left
You are an inspiration Jason. I'm 70 now, been away from flying for 19+ years, I'm trying to get current, flying a Vans RV-12 with a Garmin G3X Touch. Having trouble transitioning from the traditional 6 pack panel. Any thoughts, or suggestions? Thanks so much for your inspiration, always looks forward to your instructional productions. Bob
Hi, I've heard others in your situation with the same complaint about the glass panels. I believe the Garmin G3X Touch can be configured via one of the set-up pages to show the traditional six pack on the screen.
Thanks Brian, for some reason, my CFI was reluctant to configure the G3X to the six pack display. Thanks for your replay, and keep up the Great Service to Aviation. Bob
No problem, Bob. Just to clarify - I'm not part of the MzeroA team, although I am a big fan. I saw your comment here and thought I'd put in my two cents. Best of luck getting current again! I hope I didn't step on Jason's toes :-)
Thanks for your replay Brian. I have over 1K hrs. in traditional 6 pack planes. It's amazing how much information is available on the G3X, and the safety of ADS-B. I too am a big fan of MzeroA, I've invested in some of their service. Bob
If the glass panel CFI does not want you to use what you are familiar with that works well, then get another CFI. Many Glass CFI's are afraid of the less automatic-and less demanding 6 packs. Then they chickens try to bring you down to their lower talents level. Dont accept it. Its your money and safety. Flying 6 packs is more difficult, but makes you a better pilot via avoiding "Pilot Automation Dependance". That is a big problem with some CFI's and many accidents happen due PAD Pilot.
Since airspeed is king, it would help if you said if you were calling out knots or mph. C172's came in both flavors over the years. I am assuming you are in mph. Thanks.
I had an instructor one time who was picky about using every foot of runway and landed the two main landing gear on the first foot of runway on the white line one time, I almost thought that he was going to land it just short of the runway on accident!
Do you have a soft field video? I struggle with those a but. Thanks for these quick tutorials, they are extremely helpful. I am a few hours from my checkride and yours and TFP's channels have helped me alot!! Never mind, found it!! Hehe...
I love your videos, they really make me a better pilot. One question about your speed. You were coming in at 70, shouldn't you be at 61 for a short field in a 172 at that point?
4,000 hr here, fully rated since 68. Done bush. No fun like 90° left turn to final at 100 agl at 4,000 ft msl into 1300 ft long!Like your videos. Very good. First. Short field takeoffs by nature demand rolling J turns. Stopping extends your roll 100 ft. Second. Airspeed on downwind balances ground speed. Dislike your terminology. Three. You never mention trim and backpressure, just lots of adjustments. Four. I disapprove of the frequent use if power on approaches in little airplanes. They are a crutch to good technique. Extended finals should be flown level altitude until reaching your normal glideslope. Five. Short field landings are just that, short. We agree that we can get most airplanes into places they cant get out of, so lets be a little more explanatory about short fields and /or close obstacles. Short fields takeoffs with clear departures should be made at minimal airspeeds and extended flight in ground efftect. There is a notable different in real world techniques.Like to spend a few hours with you in a 185 or 206. Thanks for good videos that really help.
You do such a great job explaining what you're doing and why. You're an excellent CFI. I have a question: Do you plan on getting/ do you have your CFII? Keep up the good videos.
Finally !! improvement on this Channel ! I like that drone.. I hope you can buy another drone to shot from different angle at same time. Good luck! :-)
How are you getting those external shots that aren't from cameras mounted to the airplane? Did you have someone operating a drone at the field or did you recreate your airplane in a simulator?
Hi, Will you please write here what is it that you say on the radio? English is not my first language and I can't understand the words you say after "...full stop".
Hello. Im loving your videos. Just one student question. Would you say that your touchdown was a bit too much towards all 3 wheels at the same time? woukd you not want to flare a bit more aggresiely? Genuine question - im not moaning.
Hah. Just watched your video 3 Things Your CFI is not telling you incl. Flare vs Trabsition. I have my question answered, thank you. Thing is all my instructors were always telling me to flare hard while i never thought there was a need for it. I think all they want to do is to save potential nose wheel accidents.
You were right the first time. For a normal landing the whole transitions vs. flare argument makes sense. For a short field landing though you *should* be in a full stall with the nose high on touchdown as that is how you get minimum airspeed on touchdown. 1) the high angle of attack (AOA) creates lots of good drag (when short is the goal then drag is good) 2) The slower the speed at touch down the shorter the stopping distance. He could have shaved an easy 5 knots off that touchdown speed if he was doing it right. BTW he would have run off the end of most short fields in that video. If he was doing right he would have been full stop before the thousand foot marker. If I remember right a 172 can land full stop in something like 500 feet. “I think all they want to do is to save potential nose wheel accidents.” Well they should as it is major accident factor in Cessna’s. Landing too fast is what causes most nose wheel collapses and he is teaching “land too fast” Check this out... ruclips.net/video/J4NnmbbSizQ/видео.htmlm16s
Dude my instructor knew about you and recommended I watch you before our lesson. Basically a celebrity. Keep it up.
"basically a celebrity"
dude he has 150k subs he's def a celebrity :D
Same lol this is my homework 🤣👌
Keep doing what you are doing, brother...you are SO helpful to my progress as a student pilot. I use your videos to augment every step forward in my progression.
Especially loved your clear, easy-paced speaking in this video, Jason. Your lesson content is always spot on, but this time your rhythm/vibe of explaining was significantly more comfortable to listen to, I felt. Just some feedback :) Thank you!
Well done. AIR SPEED is king on short field landings. I fly a twin. Thanks for the comment on cleaning up and staying away from switches on retractable gear planes. Very important!!!
Thank you so much for recording this video. You have a very animated style and you’re very communicative about every step, every action and the reason - superb video.
So glad you enjoyed it thank you my friend!
I have perfect landings because of this guy. "Airspeed is KING" indeed! 👏🏽
Jason I just started your ground school and I am very very excited to be a part of M0A. Thank you for these videos I love watching them safely of course on my way to work and as often as I can
How did you like his ground school?
Jason shappert, thank you for all your Pilot Videos.
I’m about to start this part of my privet pilot training soon. ALL of your videos are extremely helpful, thank you for sharing your knowledge. Cheers 🤜🏼🤛🏼
That landing was #money.
Sweet landing. I had to extend my downwind leg on my first solo flight yesterday. Luckily I had practiced it with my instructor that day.
I've been watching your videos for about 3 months and you're right about learning something new daily. I'm joining flight school in April 2018 and I want you to know that your videos have familiarise me on what to expect in my training. Hold my hand and continue mentoring me into flight. God bless you.
I didn’t learn anything new but you fortify what I already know. Thank you.
Just stopped in this video to prepare for a short field takeoff and landing lesson tomorrow… these are really helpful videos!!!
Glad they could help! Thanks for watching and have fun practicing!
Radio lesson, traffic lesson, and short takeoff and landing, great video MzerA
Thanks for watching, Danny!
I have my flight review coming up in two weeks and am going through some of these old videos just to keep the knowledge fresh.
Hope they were helpful. How did it go?
@@MzeroAFlightTraining Just did my flight review this morning. The best flight I have ever had. during the debrief we commented to each other how much fun it was to fly together. My landings were near perfect. When I first arrived the instructor asked if there was anything I wanted to work on personally. I had not done turns around a point since my private pilot check ride. He was surprised I had asked to do GRMs. I remember an in-flight coffee where Jason had mentioned taking time to brush up on GRMs during a flight review. since we pilots do not do them much as part of our normal everyday flying. The instructor welcomed the change of pace. I wasn't just there to get a signature. I came ready to improve my craft. It was a great day.
You are AMAZING. I’m just checking your videos before my solo flights especially, because you encourage me. So i’m ready for progress check now. Have a safe flight. Greetings from Turkey.
Great instruction! I like how you keep it practical and we’re not afraid to not have a perfect scenario.
I have one friendly comment Jason. As a retired flight crew instructor for a major airline (I also taught at Boeing and McDonnell Douglas in their pilot training departments) I think aerodynamic braking is not necessary. I know of no aircraft that is certified using aerodynamic braking techniques. Certainly no jets. While working at a major airlines, we had a Captain who was trained early in his career (while learning to fly) to use aerodynamic braking when ever possible.
The problem later was, the plane he was now flying for the airlines (an L-1011 TriStar) doesn't need that kind of braking to stop. It's not certified that way. So what was the problem then? He pitched up too far one day and smacked the tail down pretty hard while trying to hold the nose wheel off the ground 'as long as possible' to take advantage of aerodynamic braking (in his mind at least). He wouldn't buy into the fact that the plane can stop shorter if he jumped on the brakes and let the anti-skid do it's job while going into full reverse thrust.
They repaired the plane (at great cost) and he got a month off without pay and then was back flying the line. However, about six months later, he did it again. Only this time he really smacked the tail down hard and broke the rear pressure bulk head. Massive cost to repair this damage. Because he was warning before not to do this anymore, he was let go. Very sad because as most aspiring airline pilots know, if he were to get hired elsewhere, he'd have to start at the bottom of the seniority list again. Tough in your mid-flying career as a Captain.
The possible (I say possible out of respect for Jason because I like your teaching technique) take away from this is that maybe pilots shouldn't get into the habit of aerodynamic braking...if they transition to jets later on in their flying careers, it could come back to bite them in the tail (no pun intended).
Different planes require different braking techniques. Aerodynamic braking might work in a Cessna, it is definitely required in many military fast jets and it may be useless in heavies. It all depends.
Great video as always. Everytime im getting ready for a lesson, i come check your video on it. Thanks a lot. Keep up the good work ✈
This is awesome, working on my soft field landing
My instructor recommended you. You're incredible. Keep the videos coming!
Glad we could help! Thanks for watching, Aaron!
As usual another great video!!! Really loved the drone views! I liked the fact how plans were slightly changed with the addition of the two other planes in the pattern. It shows how things can change quickly. Thank you
Awesome. I'm starting short field takeoffs/ landings today. Great seeing what it should look like.
Coming up on my checkride. Thanks man!
Love the communication lesson. I learned I should never assume someone heard me radio in.
Jason I wish I had you as my FI. The guy I had was a cranky grumpy old geezer who thought we were flying in Bleriot's. But I learned a lot from him which I still remember to this day so he wasnt a bad guy after all.
Glad we could help! Thanks for watching, Roger!
interesting drone shots...
Yeah... sharing the pattern with another aircraft at a non-towered airport with a drone to get just the right shot? WTF?
I think that's a computer simulation view
@@ggsmith48906 No those are drone shots
I think this comment is a bit myopic considering this could be “stock footage” filmed previously with permission and applicable notams etc... the instructor is well versed on most things aviation, so let’s give him benefit of the doubt.
Thanks for adding some airspeed references. Great video.
Love those aerial shots - like a baws
Cedar Key, nice mention. There used to be a palm tree on the 23 end of the runway. Glad to see that it is gone. Planes used to have to almost clip the top of the tree then stick the landing to not run off into the surf.
Thanks for spelling the name of the airport, i'm not us native
High marks !!! Great handling of the situation !!
why i dont have instructor like Jason in my country... your students are lucky .. the more i watch your videos the more i like about aviation..
Where are you from, Sir?
I know its an older video Jason but still very useful and if posted today. Thanks for what your doing.
Thanks for watching, Ryan!
@@MzeroAFlightTraining always watching your content. So informative and easy to understand, wish you had satellite training facilities... ya’ll put the fun back in to the learning part of it. (hint hint) LOL.
I've learned so much from you Jason, make it look easy as pie!!!
Still waiting for my hat.
Well explained. One thing though. Some trainers are in MPH and some in KTS. Important to know those numbers when landing.
Man my checkride is tomorrow, I am freaking out with this stress as we dump so much money into learning to fly. I am watching as much as I can now!
How'd it go?
Setting mixture for best power and keeping elevator neutral on roll out to reduce drag helps performance.
Great lesson, Jason, and nicely executed.
Excellent training! Good job!
Lately there have been pilots announcing a straight-in final on the Rnav from 3 miles out. I also find that some pilots fly the down-wind 2 miles away from the runway. Lots of fun when you are used to flying a pattern 1/2 mile from the runway.
Always a great video 📹 👍 👌 👏
Glad you enjoyed it! Thanks for watching, Keith!
Love your videos....Flew years ago and thinking of going back...trying to apply what you are saying to flight sim...I have been bouncy betty a little but getting better
I appreciate what you have shared. good info
Glad it was helpful! Thanks for watching, Lenny!
Loved the video. Thanks for the review of skills learned years ago.
Excellent, sir! Hugely enjoyable videos.
Glad you like them! Thanks for watching, Olga!
Love the drone views really good
Always love your videos.
Loving the drone shots! Great lessons
Sometimes it's not only about our airspeed on final, but what we do to hold said speed.
You can come in steep with a nose down attitude, and low power, or you can use a slightly nose up attitude, keeping sink rate with power and speed with pitch (region of reverse command). That way, when you reach your desired touchdown point, yoi chop power and increase nose up attitude, the plane will lose speed quickly and floating on ground effect will be minimal.
Touching down at a higher nose up attitude will aid in aerodynamic braking and help protect the nose wheel assembly in rough fields.
I currently fly an Embraer 110 P-1, and that is our technique in short fields.
Thanks for sharing!
You should make a short field video at Umatilla or Ceder Key, it would be valuable to demonstrate at an actual short field rather than just a short field landing procedure on the almost 7000ft runway at Williston
I hope you the hurricane didn't mess you up to much. Thanks for a new video :)
We did well. No damage but 6 days later still no power :( All planes did fine
Stellar info and edits
you explain everything really well
Great vid Jason you are the best
Great video thanks Jason
Great video as always
Good advice. But wouldn’t it be better to keep airspeed up on final, rather than at minimum, and execute a cross-control landing at a higher threshold altitude, which will put you on the ground sooner, and then immediately take off all flaps. And if there is another plane on final behind you, after touching down, roll out on the side of the runway, so that the following plane can, if necessary, take the center/left runway passing you. Always maintain as much distance as possible between your plane and others either approaching or already in the pattern - just as the plane following extended his downwind for that reason. Great advice on always looking several times for other traffic which may not be making calls. Never assume that other pilots will fly correctly.
Jeez that plane flies smoothly
Thanks for watching!
Awesome, very informative...cant wait to start my training.
I love how you teach. I have learned a lot from your videos. It has helped me a lot in my training. Thank you
Awesome video!
And of course he makes it look as easy as breathing..
Great video, Thanks so much !!
Wow nice video!
Epic video muh dude
Thanks for watching!
"Left seat centreline right shoulder". Will have to give that a try next time. For some unknown reasons I've been landing to the left of centreline despite effort aiming for the centre. Final moments before touch down don't know why plane seems to drift to left
Why do you wear 2 watches? Great vid. Thank you..
I was asking the same thing!
One for EDT the other one for Zulu time
@@saib717 The Apple watch on his right wrist can display both times simultaneously though. To each their own.
This guy is freaking awesome. Thanks for teaching so clearly
You are an inspiration Jason. I'm 70 now, been away from flying for 19+ years, I'm trying to get current, flying a Vans RV-12 with a Garmin G3X Touch. Having trouble transitioning from the traditional 6 pack panel. Any thoughts, or suggestions? Thanks so much for your inspiration, always looks forward to your instructional productions. Bob
Hi, I've heard others in your situation with the same complaint about the glass panels. I believe the Garmin G3X Touch can be configured via one of the set-up pages to show the traditional six pack on the screen.
Thanks Brian, for some reason, my CFI was reluctant to configure the G3X to the six pack display. Thanks for your replay, and keep up the Great Service to Aviation. Bob
No problem, Bob. Just to clarify - I'm not part of the MzeroA team, although I am a big fan. I saw your comment here and thought I'd put in my two cents. Best of luck getting current again! I hope I didn't step on Jason's toes :-)
Thanks for your replay Brian. I have over 1K hrs. in traditional 6 pack planes. It's amazing how much information is available on the G3X, and the safety of ADS-B. I too am a big fan of MzeroA, I've invested in some of their service. Bob
If the glass panel CFI does not want you to use what you are familiar with that works well, then get another CFI. Many Glass CFI's are afraid of the less automatic-and less demanding 6 packs. Then they chickens try to bring you down to their lower talents level. Dont accept it. Its your money and safety. Flying 6 packs is more difficult, but makes you a better pilot via avoiding "Pilot Automation Dependance". That is a big problem with some CFI's and many accidents happen due PAD Pilot.
Great video!
Nice watch. 😀
Since airspeed is king, it would help if you said if you were calling out knots or mph. C172's came in both flavors over the years. I am assuming you are in mph. Thanks.
Great video. It would be nice to have a soft hum of the engine it gives a better sense of the power settings.
very nice video! I learned a lot in a short video believe it or not.
Great to hear!
How to do a tall field landing?
You mean like La Paz at 13,000 feet elevation? ;-)
Same as short only taller
La Paz, Country of Bolivia- in South America.
Use a helicopter. ;)
Do the short fields still stand a chance at the club ?
I had an instructor one time who was picky about using every foot of runway and landed the two main landing gear on the first foot of runway on the white line one time, I almost thought that he was going to land it just short of the runway on accident!
Do you have a soft field video? I struggle with those a but. Thanks for these quick tutorials, they are extremely helpful. I am a few hours from my checkride and yours and TFP's channels have helped me alot!!
Never mind, found it!! Hehe...
Hey Jason quick question. Why do you extend flaps even though you're not in the white arc?
I love your videos, they really make me a better pilot. One question about your speed.
You were coming in at 70, shouldn't you be at 61 for a short field in a 172 at that point?
Thanks for watching, Jorge! Every 172 model may be different, so consult your POH!
4,000 hr here, fully rated since 68. Done bush. No fun like 90° left turn to final at 100 agl at 4,000 ft msl into 1300 ft long!Like your videos. Very good.
First. Short field takeoffs by nature demand rolling J turns. Stopping extends your roll 100 ft. Second. Airspeed on downwind balances ground speed. Dislike your terminology. Three. You never mention trim and backpressure, just lots of adjustments. Four. I disapprove of the frequent use if power on approaches in little airplanes. They are a crutch to good technique. Extended finals should be flown level altitude until reaching your normal glideslope. Five. Short field landings are just that, short. We agree that we can get most airplanes into places they cant get out of, so lets be a little more explanatory about short fields and /or close obstacles. Short fields takeoffs with clear departures should be made at minimal airspeeds and extended flight in ground efftect. There is a notable different in real world techniques.Like to spend a few hours with you in a 185 or 206. Thanks for good videos that really help.
You do such a great job explaining what you're doing and why. You're an excellent CFI. I have a question: Do you plan on getting/ do you have your CFII?
Keep up the good videos.
I just turned 56 on 3/3 and I wanted to know if I am too old to start flying?
Nice vids man it helps a lot
Very helpful to student pilots!
Glad it was helpful!
Finally !!
improvement on this Channel !
I like that drone..
I hope you can buy another drone to shot from different angle at same time.
Good luck! :-)
Let’s all read our bibles in these crazy days!
haha JasOn u really dont like the flare on the c172!
Short landings you want short flares too. Avoid floating.
How are you getting those external shots that aren't from cameras mounted to the airplane? Did you have someone operating a drone at the field or did you recreate your airplane in a simulator?
By drone! Thanks for watching, Josh!
Thanks ... why flaps full on landing ... in the end and breaks ...
just here to keep my mind sharp been 3 months since dual instruction was placed on hold.
Hi Jasson...why are you wearing two watches?
You are awesome.
Hi,
Will you please write here what is it that you say on the radio? English is not my first language and I can't understand the words you say after "...full stop".
Is it a good practice at uncontrolled airports to say you’re holding short and ask “any conflicts?” at the end of your radio call.
Hello. Im loving your videos. Just one student question. Would you say that your touchdown was a bit too much towards all 3 wheels at the same time? woukd you not want to flare a bit more aggresiely? Genuine question - im not moaning.
Hah. Just watched your video 3 Things Your CFI is not telling you incl. Flare vs Trabsition. I have my question answered, thank you.
Thing is all my instructors were always telling me to flare hard while i never thought there was a need for it. I think all they want to do is to save potential nose wheel accidents.
You were right the first time. For a normal landing the whole transitions vs. flare argument makes sense. For a short field landing though you *should* be in a full stall with the nose high on touchdown as that is how you get minimum airspeed on touchdown. 1) the high angle of attack (AOA) creates lots of good drag (when short is the goal then drag is good) 2) The slower the speed at touch down the shorter the stopping distance.
He could have shaved an easy 5 knots off that touchdown speed if he was doing it right. BTW he would have run off the end of most short fields in that video. If he was doing right he would have been full stop before the thousand foot marker. If I remember right a 172 can land full stop in something like 500 feet.
“I think all they want to do is to save potential nose wheel accidents.”
Well they should as it is major accident factor in Cessna’s. Landing too fast is what causes most nose wheel collapses and he is teaching “land too fast”
Check this out... ruclips.net/video/J4NnmbbSizQ/видео.htmlm16s
Never flow Right seat always wondered how the center line would line up that's
Thanks for watching!
Why two watches .
So did the people in the pattern know about the drone or was that B roll from a different time?
Nice Land by the way.