5 Tips For MASSIVELY Better Landings (That Actually Work!)
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- Опубликовано: 26 сен 2024
- Landing is one of the most fun and rewarding parts of flying, since all of your skills come together in a few important seconds and you get to grade the outcome based on tangible factors like landing smoothness, touchdown accuracy, and overall landing distance. Here are some of the most practical and effective tips I've learned and implemented over the course of time that have really helped my landings in a big way, whether I'm in my Cessna 182 or the Super Cub.
As linked in the video, here is my video further explaining tip #5:
• This ONE Technique Ins...
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Flying in ground effect with the stall horn on the edge of a chirp was the last exercise I used to have my students do before they learn to land. If they started having trouble with landings we would revisit that exercise. I found it helped them a lot, so thanks for bringing it up.
I never did this exercise with my previous instructor and I really couldn't get the handle of them. Definitely something to note for my next instructor.
@@jhbf One thing I forgot to mention: it's especially helpful for practicing how to handle crosswinds during landing so I'd take them out to a runway where we could get a decent steady 8 kt (or so) crosswind). I'd have them fly down the runway in ground effect having them use the rudder pedals to keep the nose pointed down the runway and the bank angle (ailerons) to stop the drift. It gives you a long period of time to come to grips with crosswind corrections (you have most of the length of the runway) rather than trying to learn it in short bursts while your brain is already overloaded dealing with the flair. Good luck in your training.
I have done final with the stall warning horn screaming, helps if your mostly deaf and just watching the airspeed.
Flying in ground effect is cool in a normal landing. I’m having difficulty with short and precise landing because I’m trying to force myself down. I know they give you 200ft but I’m a perfectionist and I get frustrated.
@@FrugalMooney I feel like i would accidentally land. I have poor judgement of how close I actually am to the ground..
You nailed it spot on. That learning to fly in ground effect is so important, being able to judge exactly when touchdown will occur. Using the long runways to practice this is an excellent idea. Also, if the aircraft is heavily loaded for takeoff, don’t just raise the nose and climb away from ground effect. This gives the pilot opportunity to let airspeed build up in ground effect, before climbing away slowly at a higher airspeed, if terrain allows.
Important point is that high-wings (like the C-172) get a lot less pronounced ground effect than low-wings (as Piper Warrior, for example), which can float (and balloon) so much more easily on flare.
Ground afect can be your friend or kill you.
Great tips... here's the technique I learned to land when training with the Navy and that I still use when flying our Grumman...
1. Use the proper airspeed and power setting for the proper approach phase. In the Navy, we had AOA indicators and used them religiously.
2. Establish your aimpoint early in the approach. The aimpoint is your target.
3. Establish a stabilized approach. No drifting left or right or bobbing up and down the glidepath on final. Keep that aimpoint centered. Use pitch to control airspeed, power to control altitude.
4. Trim whenever there is a large configuration change. Once trimmed in stable flight, leave it there.
5. As you cross the threshold, pull the power to idle, (in calm conditions), look down the runway and to the side of the windscreen to judge your height above the runway. The runway will begin to "widen" as you get closer.
6. Once you have your landing site picture, apply slight back pressure to raise the nose slightly, (3 - 5 degrees), and hold that attitude while allowing the aircraft to slow and sink. DO NOT push and pull on the yoke as this will cause the aircraft to bounce or porpoise as it makes contact with the runway. You should hear the stall horn chirp as you touchdown.
7. On contact, hold back pressure on the yoke and apply brakes as necessary. Maintain directional control with the rudder and, if there's a crosswind, make sure to turn the yoke into the wind and hold it there even while taxiing. In our Grumman, the rudder is no longer effective below 15 knots, requiring us to use differential braking for steering.
Fly safe and fly often!
Good tips thanks for sharing! Easy to forget #7 about turning yoke into the wind once you land.
Just passed my checkride today! You definitely had a hand in my success, thanks Charlie!
Congratulations!!
Awesome awesome awesome!! Welcome to the club!
Nice!
Thanks so much!
#4 is also good for helping with crosswind landings too. Stay in ground effect with enough energy to stay off the ground and keep down the centerline in a crosswind. Helped me out anyway.
Sound advice right there!
Having started flying and earned my pilots license at 17, later from 18 to 20 working at a local airport.
I saw too many pilots that after they received their license would stop practicing or learning to fly.
They would get into the "take off, fly to destination, land" routine, which I think is a bad habit to get into and where some pilots had they continued to practice would have had better outcome in an emergency situations.
I've always made it a habit to continue to practice, always learning until it feels second nature, and then practice allot more and often still, going through all the basic maneuvers regularly, it should be part of your normal routine, to keep you proficient and flying as safe as you possibly can.
It helped me during an actual engine out.
While working at the airport in would get to test the planes after the mechanic would perform work since he did have his license.
One day, while testing an airplane, luckily while in the pattern, I had just turned down wind after a short departure. I was around 850 ft, climbing to 1,000, and the engine decided to quit.
By keeping current on all the basic maneuvers, that engine out was an uneventful situation.
I camly turned for short base- final, called out the emergency, ran through the procedures, and made a smooth landing right on the numbers, all was good.
Another side benefit at the airport I learned at, I took for granted until I started flying to other airports, is that the runway was barely 30 ft wide, your wingtips hung off the edges even in a 150, and there were trees and a road the north end, so you learned from the beginning to be accurate. The first time I flew to a regular decent airport and saw how wide it was, the center stripe almost being as wide as my home airport, I was almost lost on the ground 😆 basically landing on the numbers with very little roll-out, looking around feeling like I just parked in the middle of an empty mall parking lot 😆
P.S.
Engine Idle and engine off, are WAY different as far as your glide ratio, be sure you have the field made! It was not my first engine out landing, which helped knowing the difference in glide ratio on the plane.
my airplane had an annual. Found a cracked, leaking fuel line in THE CABIN before ink was dry in the log books.
One of the best training airports I learned to take off and land was Sulpher Springs municipal airport in Sulpher Springs,Texas I hand been getting used to doing a lot of short field and soft field TO and Ldngs in a Cherokee 140 and getting my crosscountry sign offs for my checkride.. My CFI set me up to do a cross country into Sulpher Springs fro Sherman Municiple about 70 miled away .. and when I looked at the VFR chart I knowtied something... there was a big blue dot to the north of the airport yep..it was a lake!!! I was going to do a round robin Tulsa, Oklahoma then Sulpher Springs and return to Sherman Municipal... the first leg was smooth and uneventful..and then on to the adventure at Sulpher Springs...as I got closer to Sulpher Springs I realized that what i thought was a "pond".......was a full blown lake..and the winds were out of the south.. I was going to make a straight in approach to runway 17 and it looked like it wouldn't be too hairy..but as i got closer I noticed that the water went right up to the end of the runway.. and it got a little bumpy ... and there were people in boats looking up at me and waving....I came in with a little power one notch of flaps and basically did a shortfield landing. One I landed and parked the plane to got get my logbook endorsed to prove I had been there the airport gas guy looked at me and smiled " You like the lake...you enjoy that?" he could tell by the look on my face that I had never landed there before... " It's like landing on an aircraft carrier" I said ( my eyes were probably as big as two ballons...) :0).... "looks like a storms coming infrom the west...you better get going young man..." he said...I grabbed a Root Beer out ofthe soda machine ( I always celbrated with a root beer ) and I preflighted.. put some gas in the plane and i got out of there really quick...the rest of the trip was typical except I was flying straight towards a storm and needed to get back ASAP.... after i got back to base and put the plane away in the hanger.. the storm hit...whew!! WHAT A DAY. ..my CFI...was in the office...with a smirk on his face...and looked outside... and said:" did you like that??? the water changes things...huh.." that was it ..he knew... I still like to fly on my homebuilt flight simulator MSFS 2002 Pro edition.. just for old memories sake and it still gives me a cheap thrill...
Those are for the most part good tips. Just a few thoughts I'd add:
1) Anytime the airplane is is straight and level flight, the wing is producing about the same amount of lift as the aircraft's weight, whether it is at highor lowespeeds. To be more precise, on a non-canard type design the wing generates about the same numbeer of pounds or newtons of lift as the airplane's weight, plus a little more to counteract the tail balancing load which forcess the tail down and the nose up. At minimum speed just as the wheels lift off, the tail balancing load is a its greatest. Some time during walkarouind, hold your arm around the rear fuselage just in front of the horizontal tail and push it downward until the nosewheel is off of the ground. That's about the same amount of force as the elevator mus generate to lif henose on takeoff.
2) Making consistently safe and smooth landings results from stabilized approaches, which involves maintaining proper airspeed control in the last mile or two: about 1.3 Vso. Exactly when to initiate the flare is matter mostly of recent practice and timing. Flaring too high is jus as bad as underflaring and bounching. Obviously one needn't fly the approach at 1.3 Vso all theway to a large runway. Some prefer to slowly reduce speed as the approach progresses. (Note that the value of Vso will vary, depending on the amount of flaps extended. ) Suffice it to sa tha you need to hae he approah and airspeed stabilized no late than fifty feet above ground level, preferably somewhat arlier. After flaring, it is importnt to hold the aircraft level using just small control inputs, until the airplane begins to sink. At that insant, lift the nose about five degrees. You're looking for signt picture where the front of the nose is even with the end of the runway. Finally, hold that attitude until touchdown and then gently lower the nose wheel. Clearly taildragger landing techniques are quite different.
3) Generally, use a bit higher approach speed, say, 1.4 Vso) in windy/gusty conditions. In smooth air and light weight, one might consider possibly reducing the approach speed slightly to about 1.2 Vso for landings on short runways.
4) Finally, here's a landing axiom I have learned throughout my nearly fifty years as a pilot. One doesn't always have to land on the threshold, but you shold remain profidient at that skill thropgh practice. If you do not have a compelling reason to land right on the numbers on a short runway, aiming for the 500 foot or 1000 foot markers gives you a greater margin for error agains landing short and possibly damagin h airplane. Generally the first available taxiway on many runways is about 2000 feet (600 meters) from the runway threshold. So landing a bit longer still gives you 1000-1500 feet of room to decelerate and turn onto a taxiway. There is an exception to this idea though. The opposite is usually the case for normal takeoffs. Unless the runway is quite long, intersection takeoffs reduce you safety margin in the rare case that the engine fails just after takeoff. Remember: One of the three most useless things in flying is runway behind you. The other two are ceiling above you and air in the fuel tanks.
Good advice. Note that Navy carrier pilots do not go for the first arresting wire.
In other words, learn to fly proper airspeeds on approach, and you're spot on with regards to throttle and elevator. Power controls altitude and elevator controls airspeed.
During my presolo stages one CFI took me to a 30’ wide runway to help with centerlines. Definitely take advantage of these smaller runways!
I don’t fly anymore and I miss it, but I have a lot of time in a 172. On short final, I would give the trim wheel about two spins trim up and then control with power. It seemed to almost always set the plane up for a really nice landing. When I was a student pilot, my instructor had me to fly in ground effect. It illustrated how far off the runway the plane was and how to bleed off a bit more speed so it would settle onto the runway.
Hi Charlie,
We are loving your channel content. I'm 59 years old and getting my private pilots license. Started with 10 hours in Mesquite in a C172, working on landings with no problems. Then purchased a Tri Pacer to finish my training this summer in Taos, NM. But the landing is killing me. The Tri Pacer seems so much harder to land than the 172. Like you mentioned with the Super Cub, it's messing with my head. I've been doing some ground effect flying to try to help. The rest of the flight training has been no problem. CFI told my husband I was keeping up with 20 yr olds and above average. I passed written test last week and only have soloing left, but landings are still the issue.
Thanks for all the encouraging info in your videos.
If I remember the tri pacer does not float... short stubby wings. Set up final with a nice rate of decent and do a controlled crash like the guys in the airliners do.
Hi Wendy - congrats on your purchase! That's awesome. I soloed at HQZ many years ago. It's a great airport. Hang in there with landing practice... it will get a lot easier with practice. I would also check out the video I linked at the end. You'll get more and more muscle memory the more you do it. Stay encouraged!
In the book "Stick And Rudder" it says very early in the book to think of your stick or yoke as your airspeed control and your throttle as your altitude or "up and down" control .
Great tips Charlie. When I got my ppl, my instructor taught me to land by doing min controllable airspeed at 2’ agl down the runway. Couldn’t agree more, flying in ground effect and trim for air speeds are great landing tips. Love ur channel
You omitted that practice on the runway in ground effect is GREAT experience for landing on the colored dots at Osh Kosh.
I did my practice with ground effect into & out of a harvested corn field. Just visiting my son.
I am a student (hoping to take my checkride shortly)and I saw the biggest improvement and consistency in my landings as soon as I started learning and practicing short field landings. My landings are very good now. It falls into your tips because I am picking a spot and landing. My home airports runway is 9000’ long. The crossing runway has been closed since November as they completely rebuild it. As they have gone along a lot of taxiways have closed making it so that if you don’t make the first taxiway you will add at least 5 minutes to your taxi. I make it every time now
I00% agree with those points but I would add tight control of airspeed. After dozens of circuits on our 1600ft grass runway, with 20ft trees on the arrival, I'm still learning to time the flair, but it's a heck of a lot simpler if the airspeed is right. I was practising mainly crosswind approach today as we had gusty 18kts swinging around from 60 and 90 degrees off the nose but with a few landings if the approach was near perfect. Target threshold speed 60 knots; 65 and you run out of runway.....
no stupid intros or flashy nonsense.. absolute surprise that made me watch the whole thing.. thank you sir
Hmmm thank for this i plan on doing my orientation flights in Civil air patrol and im still in high school so in case I do a solo flight I'll keep this in mind
Back in the 90s did my flight training in San Diego and a lot of traffic pattern work at SDM almost 8000ft runway. We would hold the nose wheel off the runway while riding the mains for at least half the runway distance (wheelies in 152s) probably can’t get that into the traffic pattern now due to traffic but it helped with really “feeling” the aircraft and knowing how it would respond to movement on the controls and power at the edge of lift. If there was a crosswind it became a delicate dance.
I went from a 4,500 ft long runway in San Diego to a much shorter runway in Palo Alto, Ca. 2,443 ft. I'm going to start picking a landing point, I never thought about that before.
Don’t forget the rudder. Coordination is huge when you jam the ailerons over to correct a gust. Adverse yaw will make you land so crooked you’ll pop a tire or jet off the side of the runway
Had some good landings going to 52S which is 2640ft, with slope. Completely agree on getting spoiled on long runways
100 percent!!! That is a great list and I agree with everything you said. I am not a real world pilot but iv been working to get my privet. I fly a lot in the sim though and I practice in the kitfox, and this helped. Thanks!
Interesting. I've been doing all of the four and so far I've only ever flown in x-plane. Total 73 hours so far 😁
Awesome video, super useful, I gotta say it man, I'm a huge fan of this channel
Awesome!! Thanks so much. I'm glad you enjoy the videos and the channel!
Flying in ground effect sounds like it would be very fun practice.
Just got my ppl thanks for all the help also never knew you could switch that up my instructor ingrained pitch for airspeed power for altitude the first day didn’t know people do the opposite very interesting
When I land on wide (long) runways, I always land on the upwind side. When I land on long runways I always land long, I fly very tight patterns so in case I loose my engine I will make it to the runway. I also fly the final turn in idle and try not to touch the power again. Number 4 is new to me. I will try to fly in ground effect.
The worst way to land is too little energy. Few have died on a go around or over run; many have died getting too slow and stall/ spin into the turf, especially in pattern maneuvers.
Oh , I love KADS
Great video. You always put out really useful content.
#1 is all relative though, for both location and plane. My flight school just moved to a new runway, 50% longer than the last one - more if you count usable runway given we had a pretty steep hill on one end of the old one. The new runway is hair over 1900ft.
The shortness also meant we were very limited in staying in ground effect on take off too, only getting 1-2 seconds before having to start the climb out to clear things. Definitely going to take a trip to a longer runway to get some practice with this now though.
Every single power pilots should have 2 to 3 hours of sailplane training ! It will built your confidence !
Your videos are the best Sir!
Thanks so much! Glad you enjoy them.
Awesome Video! Congrats on your new subscriber!
Thanks , great info!
Practice, and more practice..landing is a pain in the buttsky. If an apt. Is blessed with VASI the use it to get a good feel on zie approach. Know your winds and adjust, you can almost feel the point where you flair before touchdown, then your gold..I made it fun and a challenge, something to look forward to in all flights.😎🤓👍
Some very good ideas !
Great tips
I only remember the landing scene from AIRPLANE when the gate announcement keeps changing.
Great video, Charlie - thank you!!
Thanks so much! Glad you enjoyed.
Charlie... I am the guy... his flight instructor had his ticket was signed .off by a wright brother. You Da man.
Thanks for the great info! I found the editing and effects while you were talking to be a bit distracting though. Keep up the good work 🤙🏼
Thanks for the feedback. Always looking to improve!
Thanks for this
Low time student pilot working on landings still. We go to a 5500' x 100 runway to practice landings then when we return to our home airport we're faced with 40 x 2200 coming in over doug firs, very intimidating especialy after the big runway.
Good practice! I know the feeling of being spoiled on big runways (my home airport is 7,200 feet).
Hey man! I live up in Little Elm and I’m currently working on my Private Pilot license with a friend who’s a CFI. Would love to come fly with you down in Addison one of these days if you’re up for it! Flying with a fellow believer would be rad!
Still wear a chute.
The Lord helps those who help themselves.
Awesome! DFW is a great place to learn. If you can get comfortable flying here, you will be comfortable flying just about anywhere. Once covid calms down a bit I'd like to organize a $100 hamburger outing where I can meet some other local pilots. Stay tuned on the channel for more. That's probably a more realistic way to get to meet up. I wish I could fly with everyone.
So that’s why my instructor has me to kinda float a while over the runway..never said what it was called or why, he just kinda has me do it.
Hmm, those tips are hard to apply to low wing aircrafts, such as DA40. It floats when it enters ground effect, and our school's FCTM tell me to apporach with Vapp, which is 15~2x kts more than this aircarft's stall speed. Pull to slow down?balloning. Flat landing? bouncing.
That fourth tip, how do you know (unless using go pro) how far off the ground you are when overflying the runway in ground effect?
Great tips! Where is the linked video?
ruclips.net/video/YMHw9QabSlg/видео.html
Do the Sarajevo approach. 😆
Trim and puppers can share the gold medal :-)
Thank you guy! You are the best! Love u 😍
12N in NJ
Great video. I’m a student pilot. Just completed my solo cross-country requirement. When you say to trim for airspeed I’m assuming you are trimming the nose up?
Congratulations! That's awesome and a huge milestone. Trimming for airspeed could be nose up or down depending on the situation. If you trim it just right, it will nail an airspeed and then you can use throttle to control your altitude.
Great presentations as always. Thanks.
As a student I have noticed that how high I sit, greatly affects my flying and mostly my landings. We have several worn out C-152's at our school and all their seats are at different heights and non adjustable.
Is there a recommended eye height I should sit at? I am a smallish person!
Thanks Sam, glad it was helpful. As for seat height, I think it's personal preference. Ideally want to be able to see the cowling and have good visibility down the runway. Also want to be able to see your instruments (if the avionics has a glare shield on top like in the newer Cessnas, sometimes sitting up high can obstruct your view of the instruments at the top, like in the G1000).
Are there any significant ground effects when landing with a high-wing aircraft?
practice.
It depends what type of airplane you are landing. You don't "really" learn how to land until you land a plane that flies on AOA and thrust. That's when wanting trim to raise or lower your nose is the last thing you can afford, because a high performance aircraft won't do that, it'll plow straight ahead and land (more like impact) short. I don't understand flying in ground effect, or slow flight as a helpful experience, as it implies you plan to add power in the flare which is not something I ever plan to do. Slow flight and traffic pattern stalls are to help you fly the pattern, recognize mistakes, and recover/go around, not to land.
Great, consistent landings start with seeing (accurately perceiving) your desired glide path (angle) adjusted for winds, and your aim point (where the glide path touches the ground) also adjusted for winds. Then flying exactly on calculated final approach speed without moving the throttle, at all, from the stabilized setting (ideally) adjusted for winds, and pulling the power at the same exact spot and rate relative to your aim point every time, also adjusted for winds. The flare is a series of deliberate aimpoint shifts, ending with aiming at the far end of the runway. The goal is to land on speed, not to grease it on.
The important thing is to have a system that you repeat everytime, analyze results, change your system if required. Only in that way is it even possible to improve the next landing. If you are flying with power and/or no aim point in ground effect, you're saving a bad setup and should normally go around.
Can you put a camera under the plane to see your clearance in real time. So you have the sight picture of both the wheels and your view out of the canopy.
I liked to watch shadows play on the runway when the sun was just right of over head.
Do you mean for the sake of a video or for use in the cockpit? I could do a side-by-side the next time I'm flying with the camera on the tail. In flight it wouldn't really work because I don't have a way to see it in the cockpit but also it's not really necessary once you develop muscle memory and a sight picture for how high you are off the ground.
@@AirplaneAcademy yes I agree that after flying for a while your muscle memory kicks in. But it would be nice if there was a permanent camera mounted so you can see the undercarriage on a screen in the cockpit. Just an idea…thank you for replying. Really enjoy your RUclips channel!!
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I have a 182 and would like those harness seatbelts you have. Did you add those or did they come with your bird?
Thanks! The previous owner had them installed.
A throttle is put in every aircraft to controll your speed. ALSO ON FINAL. If you are too slow on downwind, you add power. So why on Gods green earth should we lower the nose on final if we are too slow? Who wrote that book? Probably some idiot ages ago. I put my nose arriving on final two fingers beneath the beginning of the runway AND LEAVE IT THERE DURING THE FINAL LEG. The only two things I check on final is: position of nose and airspeed (THROTTLE!!) My students love it. Makes every landing a lot easier. You need to controll your speed agressively on downwind and baseleg and arrive on final with the correct speed. Peace of cake.
We only have 600 meters only, plus trees and up slope
What do you say to that?
Buy a STOL.
LOL
lol. i stopped watching almost right away. These advice are for noobs. if you already know what you're doing do not watch this as it will make you too conscious of your the things you already do correctly.
congrats sully, let people learn things