Great video, despite the other comments saying it’s the same old information maybe yes but your use of simple explanation and very clear visuals is going to make it easier to internalize the information for student pilots, well done
It's been many years since I have flown so to me it was bringing back visuals along with coordinated movement of arms & legs.brought back memories Thank you ❤️.
There really should be more training videos like these. It is one of the only compliments I give to You Tube is for sharing valuable information like this. These educator type tutorials here could even save an over confident exp pilot when one picks at someones mind like some of these pilots do. I am not a fan of You Tube censorship but I am a fan of sharing information like these guys do. It could save more than one persons life. Videos should replace written information in aviation. Books for one R boring and number 2 take a long time to read thru. Here in a video one can clearly see instrumentation hear the actual warning whistles and bells. I was on an older DC 9 and I had I not seen a prior video on You Tube I would had no clue as to what kind of alarm I was hearing because the warning lights print was clean worn off from years of sanitizing the cockpit. However i was just a passenger retired pilot invited into the cockpit. The DC 9 was owned by a Cabela's sister hunting and fishing outfitters company whereas I booked a tour to see Manitoba from the air and look at their merchandise like everyone else on the plane. I was the only military pilot they had on board at that time and was invited to sit up front in a spare engineers seat. That was exactly what kind of alarm I was hearing was an ice warning alarm. We flew straight into some heavy freezing rain and was sticking on the plane fairly well at the time.
My instructor was a Marine pilot during Vietnam. Precision landing on a carrier deck is a must. He taught me to use the approach lights till close then , (terrain permitting), us as much of the runway as possible. Situational awareness is the key. After all these years, I still hear his voice every time I line up on final : " on the numbers..... please". I still try to make him happy.
Love your style and professionalism. 11,000 hour retired small aircraft pilot here. Perfect presentation in every way. Thank you for doing what you do. Have not watched your crosswind video yet. No doubt just as good. Before preflight, I'd stand 50 feet directly in front of the seated student. Then walk staight to him and put a piece of plastic tape on my C-150 cowling to have an obvious referance marker to 'point the noise' parallel useing thier feet. (Actually I taped three arrows). Seemed to help. We'd also practice at altitude where they would keep their hands on their lap, I'd bank up to 15 degrees left and right, they'd point the nose at a distant spot. Made a game of it switching jobs and trying to get the other to not keep the nose on the target. Great times!
Very well done... Been flying for 40 yrs. I was trained by an ex military instructor. Been landing like this since day-1 Its always wise to learn or re-learn during your flying career or hobby
I'm a fan of practicing forward slips to correct for extra height/excessive headwind on final and no more than 20 deg flaps. The forward slip is a great tool for that day you have to spot land without power. 20 deg flaps is more ideal for overshoots than full flaps and still allows forward slips.
Depends on the aircraft type, but I would only use forward[side]slip on a glide [fixed/no power] approach. In the excessive headwind case, the effect is to make you lower, not higher - so a slip would only be for extremely gross errors.
With excessive headwind a forward sideslip is what you don’t want. Headwind makes you arrive lower already, you will need just more power to correct that. With no wind I guess you mean, you could use a forward slip to get you lower. But better learn to do it all properly with power and ‘feel’ the aircraft. Only use it with a glide in/forced landing.
@@happyherbiewith strong headwind, increase the final speed with less or no flaps this will increase a lot the glide ratio to ovoid the need from power: in europe on ultralights whe train each landing to land engine idle without touching the power to be perfect trained in case of a engine loss
Once you have instructed for a few hours, you learn to teach energy management instead of pitch/power for speed. I've had many students fail stage checks because their instructor taught pitch for airspeed, instead of teaching that it depends on your energy. Power add/subtracts, and pitch converts. What you use depends on your situation.
I think the two, energy management as well as pitch/power, go hand in hand. Pitch for speed, really AOA, is always correct. Where I bet yours got into trouble is not understanding prioritization of error correction. (Fix the low then the slow. Fix the fast then the high. Trade a fast against a low. Trade a high against a slow - these are energy management discussions but they require pitch/power for execution.) If you want to change pitch without changing speed, you need both a pitch and power correction. This becomes much more apparent when we realize we’re using both pitch discussion and speed as proxies for AOA. Where things get interesting is no engine (or stuck throttle) scenarios in which we’re limited on drag options be they devices and/or slips. Now you’ve got to think front side / back side and how pitch impacts glideslope.
The way we teach it is like this, pitch for short term altitude long term airspeed, power for short term airspeed,:long term altitude. Much of this is really down to what is needed when, they are tools not instructions. Doing the trade of potential energy(altitude), to kinetic energy(airspeed) and letting that energy transfer away from the airplane is important. The reason pitch for airspeed power for altitude seems to work, is because trim is designed to hold a certain airspeed. However, you can honestly get the same result by using pitch to control where your aiming point is on the runway, and using power to keep in airspeed, in fact it will probably be a lot snappier, though even then it’s not always going to be the best system. Though a good tip is to actually have full back trim on the airplane, because you don’t need to worry as much about keeping proper airspeed(and no the airplane won’t stall, it’s actually part of the testing, it will go around best glide speed). Same thing is true when having an engine out. The only way to really get approaches down is through practice, and understanding what your airplane can glide like and what is too much when climbing or descending.
Amen! Energy management is the key for any phase of flying that you need to learn and understand properly early on and it will work for any airplane big or small. Although I wouldn’t say in general that instructing for a few hours gives you the insight to this, otherwise you wouldn’t see people arguing about pitch or power for speed and altitude..
@@littleferrhis I’m not a fan of this full back trim idea. Sounds like a bad habit that can get you killed especially as you advance in platforms. It could get you in your light training platform too. Also sounds like a way to rapidly exhaust yourself while also setting up to either overstress or stall, possibly one into the other, and yes, full back trim can readily lead you to both. I am familiar with no test protocols that call for full aft trim as described here. I could see doing such with an altitude buffer for abnormal situations and emergency testing, but that does not mean full aft trim is then permitted. It only means someone could write a flight characteristics paragraph for this situation. There’s reason many a jet has trim cutoff switches. The idea of gliding in such a condition scares me too, such adds extra unnecessary drag while setting you up to rapidly deplete energy you’ll never be able to get back.It is also going to screw with your flare mechanics. The only aircraft that “doesn’t stall” is one designed to stall the elevators thus dumping the nose before the wings can stall. While such may be considered “self correcting,” such still poses a problem as such would be considered an uncommanded response and therefore still be considered a form of departure. You’re not going to lessen your stall potential by full aft trim, if anything you’ve increased it. - 07B
Use the airport runway numbers pasted on your windshield depending on left or right crosswind component and let it just grow. If its bouncing around, your not in a stable glideslope. Adjust trim and power accordingly with your final landing airspeed.
Really appreciated the explanation of the nomenclature associated with a landing approach "downwind", "base", "final", "flare" etc. I'm not a pilot but have an interest in aircraft nevertheless. The way the aircraft is positioned, speed, flaps setting, when to turn base (left or right), checking speed and adding flaps, turning final and aiming for a spot whist controlling speed and angle of descent. Great stuff.
Excellent video! Airline guy here with GA roots and Cessna 421 owner. Only one thing I would teach differently, just my opinion…. For those who aspire to transition to instrument flying or larger airplanes, teaching speed control with pitch doesn’t translate well when on a prescribed vertical path like an ILS glideslope or VNAV path. The pitch for speed concept is great when power is not a variable, such as a forced landing, or in our large jets, (I am a 787 Captain), when using FLCH in Boeings or Open Descent in the Airbus. In those cases pitch controls airspeed and usually idle thrust is being commanded by the autoflight system. Keep up the great work and keep those videos coming!
I have watched many landing videos, and this one, in my opinion, covers all information for a new learner. Other videos leave out key information. Great job on this video!😊
I do have one question: When applying flaps, the airplain nose has a tendency to pich up when first applied. What is the best method to counteract this. Reduce air speed to bring the nose back down, pitch the nose forward with the yoke, or use trim? Trim seems to be a slow reaction method compared to the others.
25 hr student here, long break in training. Agree, stabilized approach is key to landing. My instructors teach 70 kts in the pattern downwind and base. I hold that airspeed into final, and pull back to idle once I have the field made. I prefer to add power (100-200 rpm) if low on final, to intercept the glide path again (then drop power back 100-200); and I will forward slip if high without gaining air speed. If I'm low I need energy, but if I'm high, I have energy to spare. Most difficult part for me... is knowing my height above the runway as I round out. I know I need to develop my peripheral vision more for the round out, but I've struggled with the phase where I shift my vision to the end of the runway and hold attitude to let it settle . Occasionally the end of the runway will go under the cowl and I lose the reference point. What pointer do you give to correct that once it's happened? My usual procedure when I first get in is set the seat and to crank up the seat height until my knees come to the dash, and then drop it back down so I have freedom of movement on the rudder pedals without hitting the dash with my knees. This gets me up as high as I can get, and I stay there for flying and for that phase in landing. I'm 6'1" ... flying 172. I like you pointer for aim point in the windshield, 1 fist above the dash. thx
That’s a good technique. I know a couple guys who use that. The only reason I don’t is that most aircraft manufacturers recommend touchdown speed to be below landing speed. Usually, it’s around 10 knots less. So if you have a lot of floating when you land, that’s probably why. As far as knowing how high you are, the aimpoint is my primary method for gauging the height, but if for some reason I don’t use an aim point, I pick a spot on the ground (looking out the front window) and drive down to it. As I get closer to the ground I make my decent shallower (but still nose low). 3 feet off the ground is pretty easy to identify. When I hit 3 feet I raise the nose 6” higher than the mains and just freeze that attitude. One of the biggest problems students have is leveling off too high. That’s fine if you do, just recognize it, and reestablish a nose low attitude until you are 3’ from the ground. As far as looking at the end of the runway, the only purpose for this is to make sure the nose is lined up and you don’t land in a crab. It can also help you tell if the nose is up, but you should be able to tell that without looking there
@@FreePilotTraining Dear Instructor: I also came recently to your channel and subscribed. I still have to go through all the ground course videos but, indeed this one is one of the best explained videos and details for the approach and landing. I saw on another response that you are located at Vinita OK. I am in Carrollton and fly from a nearby small airport. I have had already around 30 hrs of flight training but still struggle with the round out and flare. Next time around I will apply what I saw in the video about where to look when during the roundout and flare. I have not soloed yet and am worried to keep spending / burning cash until I get it?!. I still dont get the feeling of how much I have to raise the nose to get parallel to the runway and not to balloon. Sometimes my round out is short and land flat, sometimes is too much and I balloon. Kind a lost in here. I think that is the most difficult for me, maybe to many pilots. Don't know exactly how much I have to pull on the yoke. Any suggestions or help?. On the other hand, I am 5 hrs away from you. Would love to arrange a couple of hrs of instruction with you when you are free. It will be just once so I get the help directly on the plane from you. Of course, if you can. Thank you in advance.
Don’t worry! Everyone struggles with the round out and flare. First, make sure you arrive at the threshold AT your landing speed. This really is half of the battle. Then, when you are at 15 feet above the ground, go to idle power. If you follow the tips in the video, you will arrive above your aimpoint at 15’ above the runway. Now....On the roundout... all you need to do is change your aimpoint from where it was to where you want to land. This is going to take very little backstick pressure on the yoke. Almost none. As you start to get closer to the ground start looking at the end of the runway and use your peripheral vision to judge when you are 2-3 feet off the ground. Now, don’t flare. You really don’t flare in an airplane this small. It’s really a transition. Just slowly pull the nose up until the nose wheel is about six inches higher than the mains. Now, this is where it gets weird. You want to keep this attitude all the way until you land, but as the airplane slows, the nose wants to drop. Just keep that from happening. It’s just a really gradual increase in backstick pressure to keep that nose wheel from falling. And from there, the plane will land itself. If you really are serious about instruction, you can PM me on the Free Pilot Training Facebook page, and we can talk about it. Best of luck!
I cheat... I do a quick glance to my left as I'm crossing the fence to get my reference as to how high I am. Just one glance is all I need and I'm looking forward again just keeping it straight.
Edit. Over time the RUclips algorithms pretty much dictated a certain style of title. Creators have to satisfy the ever changing demands of the almighty algorithm. My stance has become more understanding. Originall comment is the next paragraph. This video is proof that click bait titles are the norm. I got my CFII in the 80s and this is just standard, aviation 101 landing instructions given by pretty much any competent CFI. You did a good job of using graphics. In that regard, this video did well. Good explanation of the typical approach (pun intended) to teaching patterns and landings. Gets 4+ stars for content, 1 for the title
Thanks for the feedback Mike. I really appreciate it. I was never taught how to use an aimpoint during any of my civilian flying. I learned the technique when I went to UPT for the Air Force. I am really glad that there are instructors that teach it, I just don’t know that it’s as common as you think. And I do apologize for the “click bait” title. I am working to make those better in future episodes.
Today’s CFIs do not teach smooth landings. I was lucky to have an old-school CFI that thought me all the ‘tricks’ to learn feel, so I understand where you were trying to go with this.
@@JohnnyJiuJitsu What? Its not hard to know if its common or not. The only unique part of this video was this idea about beginning your flare when the aim point passes under the nose and that is just a variation of other things I've heard. The rest is text book. His power settings are not necessarily the same or "common," but the planning, where he starts his initial descent and how he turns to each leg and configures his flaps is as common as it comes. I don't need to poll every instructor to know how basic airmanship is taught across the country, and dag gone it, I've had my fair share of broad experience.
I recently soloed and I highly value your videos for breaking subjects down into simplified components. Your style works for me and is a great supplement to my CFI’s instruction. Here’s my question: how can I possibly know where 15’, 3’, and 6” are above the ground without sacrificing my attention to the many other things I’m trying to control?! Not to mention the amount of time to re-orient my eyes and brain back down the runway?
Awesome! Thank you so much Eric! I hope to make lots more! As far as gauging your height, this is mostly going to come with experience. However, in this video on soft field landings, I explain that if you are using an aimpoint, and you are on glideslope, when your nose crosses your aim point, you will be at 15 feet. I break down the normal landing before I break down the soft field landing, so I think you’ll find this useful. ruclips.net/video/HWGZ-uvOFFc/видео.html If your struggling with the other two, I highly recommend letting your instructor make a couple good landings and shadow him on the controls to help get that site picture down in your brain. Sometimes I will land the plane while the student only works the rudder pedals. This helps because students develop that site picture PLUS most students struggle with the rudder anyway. Good luck out there my friend! I hope this helps you!
@@FreePilotTraining Thank you for the detailed response. The suggestions to land with me working the rudder will be a good lesson and should end my dedication to rudder under-usage.
@@FreePilotTraining I'm a student pilot and what you are saying pretty much mimics my instructor. So I will ask you the same thing I asked him, and not trying to be a wise guy here. If your aim point is four fingers above your glareshield and you are 15' above the aim point when your nose crosses it, when did you change your aim point? If you keep your aim point four fingers above the glare shield and do not change it, you will hit the runway right before the aim point. At some time before you get there you must begin to round out before your aim point. When do you make that initial change in pitch to start the round out to get the nose to go over the original aim point? And what would that new aim point be?
Hey- Love your channel and how you simplify the process. I’m a 57 YO student pilot and watch this video frequently and pick up something new each time. My CFI teaches many of the ideas but not with near the depth and detail. My big question is how many “potatoes” after setting power at the Perch point until turning base :) Great content! Keep it up !
Try 1 potato for each knot of headwind component on final. 10 knots down the runway 10 potatoes, 10 knots 45 degrees off runway final heading ,5 potatoes. 40 year old technigure from I don’t remember where.
Presentation is good, The military-inspired technique for spot landings on short runways is intriguing and practical. I appreciate the detailed breakdown of a stabilized approach, covering crucial elements like centerline correction, maintaining the right glide slope, and managing airspeed.
Pretty good video and generalized tips for good landings. In the late 60's my CFI would often chop the power abeam the numbers, then say, 'make the field'. Always considered a power on approach useful in certain sitations - other traffic, controlled airport, winds and other variables that DID require power and pitch. Though I've never forgotten the basics and assume you're engine just quit - Make the field is paramount training for most everyone. Makes you much more aware and pre-planning. Still use that technique today in my J3. Every landing almost becomes a spot landing - making the field where I want it to.😀 Used to fly with a new startup FBO guy with background in the airline biz. The 172 would be on a 2 mile final all dirtied up, lighs on, full flaps and used engine to muscle it on almost all the time.. Had fun with him over that *LOL*
Thank you! Yes, practicing power off landings are a valuable asset. I try to include this with my students as well. Too funny 😂 I need to get my tail wheel endorsement soon.
My procedure to roundout is: wings level, look downrange, roundout (rudders as necessary), then control slip and nose attitude as needed. Having said that, in a strong X-wind I'll choose an aim point upwind of the center line. That way, when I level wings I'll see the extent of X-wind drift, correcting with slip before reaching center line. This is especially useful after a slipping turn to the aim point.
if you have a strong xwind and you level the wings you going to drift across the runway in a big and fast way. the upwind wing should be held down from the time you turn final with opposite rudder to keep the longitudinal axis alined with the runway. you should hold that upwind wing down all the way to touchdown to do a perfect xwind landing. good luck if you ever try to land a taildragger in a xwind with the procedure you describe. you better have a trailer nearby to haul it away from the runway.
Do you ever have a break in training and can’t fly for a couple weeks at a time? You can still improve WITHOUT flying! Check out these three tips! ruclips.net/video/F42vK9qYH4o/видео.html
I have found that if you visualize flying or riding a motorcycle, etc just as you are falling asleep, this will help with retaining your skills. When I was a novice rider, I had to take a break for several months. When I met back up with the group I had been riding with, they were amazed that my skills had actually improved during my break.
@@glasshalffull8625 that is very interesting, because I found something very similar with my training. I would always go through the maneuvers in my mind while I was driving, and I would also notice that I had improved on the next flight
My instructor called slow flight "the region of reverse controls" when you pitch for airspeed and power for altitude. Different lingo here, but same concept and you hit some good nuances with it i didnt know.
I used to call it that too. I think the region of reverse command is something a little bit different. I call it the back side of the drag curve instead. You might like this video ruclips.net/video/MqxKJLQdcxM/видео.htmlsi=4C6t97P563cqQQ2m
@@Not.Your.Business I think it is not clickbait if anybody can benefit from the slightest additional information which helps advance safety and prevent accidents . A bit of "advertisement " in this field can not be a bad thing. Still I understand your critique.
Put it all together in a few minute video showing how simple it really is landing a plane. Nice Job and this this will doubtless build some confidence in many new pilots who need it presented as such.
Title is right on! Throughout my 1700 hours of being a flight instructor I always made sure to keep these simple tips like making sure your approach is stable and being aligned with the centerline secret from the students...life is simply more exciting that way! Anyways...Happy Landings! Regards, someone tired of clickbait youtube titles.
You're telling them WHAT to do... but are you actually TEACHING them HOW to accomplish it? Just because you've done something a certain way for 1700 hours doesn't necessarily mean you've been doing it correctly; so that your students understand and learn. Maybe try some self reflection after turning off any possible ego interference...
When I used to fly, I trimmed the plane to maintain 1.3x the stall speed on final. If my aim point moved higher in the windshield, I was going to undershoot, so I’d add a little power. If it moved down, I was going to overshoot, so I’d reduce power a little. I don’t recall pushing or pulling on the yoke. Doing so would have changed my airspeed.
Just keep reminding yourself during the whole landing phase...Pitch for speed/power for altitude and to Fly the airplane, don't let the airplane fly you. As long as you stay ahead of the curve, you'll have a good day of flying.
Great advice! For normal landings: Learn a good procedure and follow it every time. Do the same thing at the same point every time. Some thoughts... 1) Use taxi/landing lights to increase your visibility to others. 2) If you have trouble with when to turn to base, note that you will need to lose a total of 1000' of altitude to land. So, you should have lost about 300' of altitude by the time you start the turn to base. 3) Look for unexpected traffic on final just before you start your base to final turn. Make that turn a tad early and use a slightly more SHALLOW, coordinated turn while controlling the airspeed precisely. This is the most dangerous part of landing (steep turn, low) with a lot going on. 4) Once on final, do one more GUMPS check. This habit will serve you well when you transition to retractable gear aircraft. 5) I taught people to mostly ignore the VASI/PAPI because slope indicators won't be there a lot of the time and I noticed it became a crutch for some folks. Instead, on final, pick a bug on the windshield and put it on your desired landing spot. Keep it there while controlling your airspeed/direction. You'll be fine for glideslope/aim point. 6) USE YOUR RUDDERS, especially on final and rollout. Keep it coordinated with your feet. This will also help with your tailwheel endorsement. 7) 1 mile for the legs is too much for most training (slow) airplanes. Keep it a bit tighter; if your engine fails in the pattern, you should easily make it no matter where it happened. This also keeps your patterns quicker and keeps you in sight of other traffic. Dragging out the pattern with power is a bad habit. Experiment by pulling the power to idle as soon as you're abeam the numbers on downwind and see what it takes to make a nice, calm, controlled landing. 8) As for radio, my pet peeve is you didn't announce your intentions: 'touch and go,' 'full stop,' 'stop and go,' 'low approach,' etc. That is by far the most common problem I've seen develop in 46 years of flying and it is a bad habit to leave that out. It makes it much harder for someone else to plan his departure/approach. Hope this helps someone!
It wasn't until my final check ride that a visiting field examiner explained the art of the perfect landing. The rule is, of course, in all cases fly the plane but the only power adjustment that should be needed is to reduce power on final. So at the beginning of final set your flaps establish your aim point and reduce power as needed to keep that point but always keep sufficient power so as not to drift lower than your aim point point You will usually continue to reduce power along the path while keeping sufficient speed to stay nicely on path Once across the threshold pull the power off and finish with a nice flare. Doing this reduces the work load at a critical time while on final and your not having deal with jockeying your power back and forth to stay on slope. That is unless your head wind craps out then like I said, first fly the plane. Oh yeah! Never slam your power in. There are no accelerator pumps on our carbs (Lycoming, Continental) Smooth even power addition when needed is the rule. Even on take off.
Excuse me, what? You are mistaken. There are definitely accelerator pumps on aircraft carburetors. There have been many times an idle to full power application in less than a second saved my landing gear because of wind shear.
While all this is covered in MOST textbooks and FAA guides, the greatest problem I ever found with it (PPL since 1984, several ratings and certs since then) is that your smallest craft and trainers (Cessna 152, for example) do NOT have the power to have a full-range of 'power resources' to overcome bad positioning. You mention the good 'rule of thumb' on placing your downwind at your 45, but you didn't mention your beginning altitude of the maneuver. Am I at 1,000 AGL, 2,000 AGL, 4,000 AGL? Uncontrolled airport, I've seen all these happen...followed by 'flaps to stall + 10' (which, thankfully for a 152, ripping off flaps is not going to happen with such oversight). OR...you have someone on low altitude downwind, 20-degrees flaps, maybe 500-AGL, literally trying to maintain 'controlled flight' at stall + 10 in level flight for half-a-mile to get TO the runway. Personally, the best advice I ever received was from my PPL instructor...he said 'once you are on downwind, trim your power back while (terrain permitting) you accomplish 1,000 ft AGL by the turn onto runway approach (no more than 1,500 for the 152's and generally 172-class piston engines), apply 10-flaps STARTING AFTER you have completed your turn, keep your power comfortably above stall, take into consideration ground effect winds and general weather conditions (hot, etc.) and (as you are in VFR), take it in with 'aim alignment' (much like using VASI), additional flaps as needed (winds, etc. which may cause stall near-ground). I've ALWAYS had good landings by following this...and his last words always set with me, over the years I've ridden with other pilots...he said, 'NEVER APPLY OR MAKE TURNS in light single-engine piston aircraft while under flaps! If you do this, you are using flaps as a crutch for proper flying!' Flaps not only change your aircraft flight characteristics for airspeed, but they impact how your plane behaves in stall and as it approaches stall, sometimes in ways you can't anticipate and almost always in ways you do not desire. Add to this, no more 'available power' means you're already working with all you've got! It is NOT an F-14 you're dealing with. Did I mention he was a former Blue Angel pilot?
Odd advice from a Navy pilot, considering we dropped the flaps in the T-34 off the 180 (perch, turn to base), set decent power at that time, and then commenced the turn. I get it though. Not much extra thrust to get you out of a jam in a 172.
The best policy is to be above the glide slope. Use flaps as brakes. Don't depend on power for landing all the time because you have to be prepared for power loss on landing. If you're under the slope, slow, and lose power you're lost. Above the slope you're OK. Altitude is energy. Speed is energy. A little high, and fast gives margin for trouble. Burn it off with flaps prior to overshooting. Don't depend on the geometry of a pattern for stabilizing. Most likely you'll have to go long on downwind for traffic on final. Then you have to pick up the glide slope cold straight in. Learn to recognize it when you intercept it. Don't depend on the angle. It''s unlikely to ever be the same. Wind makes it different every time. Same with VASI. Use the drift technique mentioned in the video. If the aim point is drifting up you're low, Drifting down you're high. Set up right you shouldn't be bankin, and yankin on final for centerline. You should be close to center enough to steer with rudder. Steer with rudder as if you're already on the ground. That makes it easy. Wings level. Then concentrate on your speed, and slope. If you're low consider it as close to a failed landing as you ever want to get. Add power but your mind should be thinking go around. You may be able to get there but you're going to be very busy to do it. Why take a chance? Go around, do it again, and practice doing it right. You don't have the right stuff yet but you got behind the wheel of a plane which puts you above 99% of everybody who never did.
I was taught just to keep the aim point at the same position on the windscreen and that it should just get bigger. If it moves up the windscreen add power. Reduce power if it goes down. No secret there. How is a student pilot expected to judge when their nose wheel is 6 inches above the level of main gear without hanging out of the cabin on the flare for heavens sake?
Been instructing off and on for 40 years. While I fully agree with the bases that pitch controls airspeed on approach and power controls rate of descent, I would put a little more emphasis on “ energy”, pitch and power are interchangeable. Every approach has a perfect glide slope, if you are not on it, correct for it as soon as possible, the earlier the better. I also get the student to ask themselves as soon as they turn base: “ am I high or low? Am I fast or slow” then fix it to where you want to be. Doing a great landing, never gets old Hans Juergensen
Hans, I really appreciate your feedback! I agree. I should have spent a little more time talking about energy management. And you are absolutely right, a good landing always makes you feel like a real pilot!
@@M1A1cavalryman 1 mile each... Also makes point a 3 mile straight in is basically equivalent to 3 miles of a conventional U shape pattern, and things happen and the same relative times.
I'm a UK private pilot. Just found your site. Got to say Mate, I've enjoyed all of them. Keep up the great work. Radio comms vid was great. Thanks for all of your efforts and stay safe. Russ F.
Thank you again so much for making this! from taking my written to now being in flight training, I really wouldn’t want to be going through this process without your videos.
My instructor was an ex-USAF pilot. He taught me a trick that worked for me. Once you have settled on a final, pick the spot on the wind shield that lines up with your touch down point, and work the controls to keep that spot lined up. Do this till about a 100 feet.
Nice to see military wisdom and keeping the pattern tight. "The Perch" is actually where you start the descent and final turn (or descending turn to base if someone has the odd desire to make it square, although I've never seen a Pitt's Special make a square pattern. And even a B-52 can do a VFR pattern inside most civilian Cessna square patterns. Lets keep it tight), as in a bird coming "off the perch". It's about 45 degrees from the numbers, inline with the overrun chevrons for an easy reference. But it could be abeam the numbers for a tight pattern if that's where you're starting the descending turn to final (with wind). Over 1700 hrs as an Air Force T-37 IP, 1.3 hrs at a time. Gawd that sounds tiring. Enjoyed it all. 26,000 total now.
Thank you so much! I know! I’ve noticed that even my patterns in the C-130 are tighter than the patterns a lot of people make in a training aircraft. Never flew the T-37, but it looked like a fun plane!
On VFR final try to focus on keeping runway end from either moving down or up......slowly move gaze to mid runway......chop power to idle....maintain visual contact with horizon.....hold off ....touch down with stall horn.
I flew EMB-145 50-seat Regional jets for an airline and the "pitch for airspeed, power for altitude" mantra still applies there. At least that was my mental thought process and it worked well.
That is 100% backwards. You pitch for your desired flight path and thrust adjustments for airspeed. If you have a wind shear and sudden loss of speed do you dive the nose down close to the ground or do you add thrust?
@@SasquatchTour It's all interconnected. The fact is that if I'm on final and relatively close to my glidepath then I am concerned about airspeed first, then glidepath. The number 1 priority is to not get slow. In a jet a change in pitch will result in a faster change in airspeed than it takes to spool up or down the turbines. Of course you're going to also be making corrections as you would always do. As far as wind sheer it's max thrust and pitch for airspeed for max climb. And yes, if that means pointing the nose down to get that airspeed its what you have to do, if you panic and pull up when you don't have the power/airspeed to climb you're going to stall and turn into a crater. Sometimes pointing at the ground is what you have to do. Look at the 2009 Colgan flight 3407 crash.
@@kayaddicted I understand what you are saying about them all being interconnected but you are still incorrect that you pitch for airspeed in a landing. I should not have used wind shear because you quoted a wind shear escape which was my fear in using that argument. My point was if your speed drops 5 knots you do not pitch down on approach you adjust your thrust. Second you mention a stall which you should push to unload the aircraft first so let's stick to what the video is discussing which is landing not maneuvers like windshield, slow flight, or stalls. I agree with you that pitch, power or thrust, and airspeed are all interconnected and what is done to one is affects the others During land pilots should pitch for flight path and power for airspeed. You are correct that you can't get slow pitching for airspeed but as a commercial airline operator you must land in the touchdown zone many airlines require the first third of the runway which ever is shorter. For example Orange County KSNA with a runway length of 5701 and has a touchdown zone of about 1900 feet which gives you 900 feet to flare from the aiming markers and set the aircraft on the ground before you have to go around. The key to a good landing is a stabilized approach and the key to a stabile approach is a stabile path meaning controlling path with pitch and adjusting airspeed with thrust because airspeed changes from VAP or approach speed to VRef at 50ft crossing the threshold. VAP can be as much as 20 knots faster than VRef depending on the manufacturer. You cannot afford on shorter runways to make a pitch change to chase airspeed and keep your flight path stabile and it's even more critical to do so in a jet. What do you think the weakest airline pilots will do to a stabilized approach criteria if their primary method for correcting airspeed deviations are to pitch for airspeed.? To help answer that question I will tell you that the number one maneuver that is failed and must be repeated on a maneuver validation or LOE checkride is landings. For first officers, the crosswind landing is failed at a higher rate than an engine failure at V1 and the argument of pitch for airspeed in a landing is good example of why it's occurring because airlines assume pilots already know the basics and aren't being discussed with the pilot until they no longer get away with it whether it's a debrief on a failed maneuver or an NTSB investigation into a hard landing which are occurring at the regional and major airline level at an increasing rate. While pitch, power, and airspeed are interconnected you also must maintain a stabile flight path. As the author of this video will learn when they start working on instrument that there are primary and secondary instruments for controlling the aircraft in various maneuvers. If I'm assigned a 1500 foot per minute descent I can use pitch or I can use vertical speed to achieve it however one technique will get the direct result and prioritize 1500ft per minute and the other is in direct or seconds because you have to find a pitch that produces 1500FPM. This video gave me a headache with all the rote level learning to a landing. The fact is a landing is simple and just like any maneuver you must lock up a variable and in landing that variable is flight path and don't pitch and chase airspeed which brings us back to what the author mentioned as the primary method for controlling airspeed is pitch which means any speed deviation and you adjust pitch before power which is dead wrong in a landing. Airspeed can be directly controlled by pitch in certain maneuvers but we are discussing landings and in landing you must control a stabile flight with pitch and manage energy or speed with thrust.
@@SasquatchTour The truly correct answer is that it's interconnected and it's more of a preference of how you want to do it. Because if you make a change in one you necessarily need to make a change in the other there isn't necessarily a perfect right or wrong answer to this. FAA Airplane Flying Handbook (FAA-H-8083-3C), Chapter 8: Approaches and Landings "A common error in the performance of approaches is the improper use of pitch and power. It is sometimes said that the pilot should use pitch to control airspeed and power to control altitude. This is an oversimplification. In reality, pitch and power control both airspeed and altitude simultaneously."
@@kayaddictedwhile they are connected what is primary method of correcting a path deviation during approach and what is primary for airspeed? If your auto throttles are on do they adjust for path or airspeed changes? That leaves the pitch to control flight path and airspeed is controlled primarily by thrust. When you flare do you tell yourself thrust up to increase pitch? No because that makes no sense. Pitch is primary for path control and thrust is primary for airspeed during landing. They are interconnected but there is a primary control and you still have it backwards if you say pitch for airspeed as your primary method for airspeed corrections.
I super love this video thank you . My instructor didn't tell me landing like this really in detail, I more understanding how to do landing. again thank you bro
At 5:14 you say you are using both pitch and power to control or correct the airspeed. What is controlling the line of flight to insure it continues toward the aiming point?
Power for altitude. Pitch for airspeed. When you’re close to the ground, sometimes you need to use them together. If your slow and you are close to the runway, you might have to may pitch down slightly and push the power on at the same time to keep you from getting too low
So if you connect an autopilot to fly an ILS glideslope or LPV approach how do you get it to control that glideslope with power? If you are fast and low do you add power to climb or just pitch up to regain the profile and reduce the speed? Sorry, my friend, but you are confusing the issue with your canned, rote approach.
Use auto-throttles… jk, but if you are flying an ILS or an LPV with the autopilot engaged, you better be making power adjustments with those changes in pitch otherwise your airplane will not cross the threshold at the right speed. You need both pitch and power when flying a glide slope. And I appreciate the compliment… “Rote” is the first level of learning. This video is for new student pilots so this is my first step in getting them to learn how to fly the plane
A DPE taught me, many years ago, that 20' is a good altitude to begin your flare. How to gauge 20'? Every public airport in the US will have an FAA regualtion windsock mounted 20' above the ground.
Hello from Australia.... You suggest raising the nosewheel 6" above the mainwheels prior to touchdown. Two possible aids come to mind: 1. With aircraft parked on level ground, mainwheels chocked etc, raise the nose to this position, then sit in cockpit. 2. Use a little video camera mounted under the wing? Just a thought.
I don’t actually do much training out of there due to the fact that I work for the reserves out of Little Rock. I primarily do training out of North Little Rock or KORK. I live near H04 so I make videos there when I get the chance
I’m just learning But essentially you want to lower you altitude at the slowest speed without loosing lift then pull flaps and decrease or increase rpm prop speed to correct. Is there a full beginning to end course. Just want to watch to decide if I should go for license
I learn this info from a navy pilot at CCB while watching people landing.... sitting on a fuel truck and talking with people rating planes and calling out type of planes... memory's .... miss those days
@@FreePilotTraining On my last flight, I pulled power right after passing the threshold, but it felt like I was dropping too fast, and hit the runway pretty hard. I'm trying to figure out what I did wrong. Could it be that I didn't pitch the aircraft down enough, and lost too much speed? The stall horn never went off though.
You’re welcome! A potato is another way of saying “a second.” It’s way more fun to say potato. I explain taking the power out more in this video right here: ruclips.net/video/0N9rpjwSqiM/видео.html
Very nice video! I personally use this principle, "when power is available and variable, power controls speed". With no power(engine failure) pitch controls speed and we trade speed to adjust descent. With a fixed power setting like after take off, we pitch for speed. In descent power is available and variable so we can fly like an Autopilot with Autothrottles which pitches for descent and adjusts power for speed.
@@FreePilotTraining you are welcome. I have a tip for xwind landings. many experienced pilots, even test pilots, sometime land with the wrong wing down. blame muscle memory which kicks in when we are stressed or uncomfortable. when approaching ground effect if the runway is off to one side muscle memory kicks in and we tend to turn to the runway with our hands(ailerons). tip: think of the runway as the ball on the slip indicator. just as we step on the ball, step(stamp) on the runway. that way we turn to the runway without lifting the upwind wing while maintaining center line with side slip
Hey man! You should use the auto writing sofware but make it without the hand. The word graphics are great but the hand just makes it stupid. Without the hand would be perfect. It's disdtracting, and everyone knows about that software now, so it's not even cute. ..that's my opinion on it. Think about it! Great channel! -Nate
@@FreePilotTrainingI’m watching every video I can. You are an excellent educator. your videos have a variety of media that engages the learner and makes the material accessible and learnable.
It’s just something for students to picture in their minds. It just helps when you realize the nose wheel only needs to be 6” above the mains if you want a smooth touchdown. You don’t need to go super high
Interesting video thanks. I’ve been in circuits for too . I just can’t get the flare right because I can’t see the runway in the nose high attitude. My peripheral vision is good but I don’t notice anything. I don’t see this nose high or even a flare in your video. I had started kissing the end of the runway with the nose and it worked great, till my instructor started a new criticism of me not flaring enough and wearing the tyres out. I liked your glide slope reasoning. The higher the slope the faster the approach. Also, is there a correct seat position.
Try this video: ruclips.net/video/iIW91SOSvVg/видео.html. Also, if you can adjust your seat height, set it where the horizon is about a fist length above the dash
Thanks for the, it answers all my questions and I’ll definitely put it to practice next time. Thanks also for that tip on seat adjustment, it makes a lot of sense.
Great video, despite the other comments saying it’s the same old information maybe yes but your use of simple explanation and very clear visuals is going to make it easier to internalize the information for student pilots, well done
Thank you so much! That means a lot! It’s great to hear people are getting value out of this video!
It's been many years since I have flown so to me it was bringing back visuals along with coordinated movement of arms & legs.brought back memories Thank you ❤️.
@@skyedog24 you’re welcome!
There really should be more training videos like these. It is one of the only compliments I give to You Tube is for sharing valuable information like this. These educator type tutorials here could even save an over confident exp pilot when one picks at someones mind like some of these pilots do. I am not a fan of You Tube censorship but I am a fan of sharing information like these guys do. It could save more than one persons life. Videos should replace written information in aviation. Books for one R boring and number 2 take a long time to read thru. Here in a video one can clearly see instrumentation hear the actual warning whistles and bells. I was on an older DC 9 and I had I not seen a prior video on You Tube I would had no clue as to what kind of alarm I was hearing because the warning lights print was clean worn off from years of sanitizing the cockpit. However i was just a passenger retired pilot invited into the cockpit. The DC 9 was owned by a Cabela's sister hunting and fishing outfitters company whereas I booked a tour to see Manitoba from the air and look at their merchandise like everyone else on the plane. I was the only military pilot they had on board at that time and was invited to sit up front in a spare engineers seat. That was exactly what kind of alarm I was hearing was an ice warning alarm. We flew straight into some heavy freezing rain and was sticking on the plane fairly well at the time.
To you may be
My instructor was a Marine pilot during Vietnam. Precision landing on a carrier deck is a must. He taught me to use the approach lights till close then , (terrain permitting), us as much of the runway as possible. Situational awareness is the key. After all these years, I still hear his voice every time I line up on final : " on the numbers..... please". I still try to make him happy.
Lol nice
I call that the Obi Wan Kenobi voice. Nothing better than a great teacher, they stay in your head for life!
Bastard Marine pilot was there killing my people
Yes. My dad taught me. How lucky I still take him with me in my head on every flight.
Thanks!
You’re welcome! And thank you for that Super Thanks! It means a lot!
Love your style and professionalism. 11,000 hour retired small aircraft pilot here. Perfect presentation in every way. Thank you for doing what you do. Have not watched your crosswind video yet. No doubt just as good. Before preflight, I'd stand 50 feet directly in front of the seated student. Then walk staight to him and put a piece of plastic tape on my C-150 cowling to have an obvious referance marker to 'point the noise' parallel useing thier feet. (Actually I taped three arrows). Seemed to help. We'd also practice at altitude where they would keep their hands on their lap, I'd bank up to 15 degrees left and right, they'd point the nose at a distant spot. Made a game of it switching jobs and trying to get the other to not keep the nose on the target. Great times!
Thank you so much! That means a lot! I love the tape idea. I’m going to write that down for future reference! Thanks!
11,000 hours? What job did you have with small aircraft?
@@mymyrrah Mostly 15 years as a volcano tour pilot out of Hilo, HIawaii.
@@Scharpy1 wow! Now that’s a cool job. I’ve looked at Hawaii charts before and that airspace does not look fun to operate in.
@@mymyrrah Great folks at the Hilo tower!
Very well done... Been flying for 40 yrs. I was trained by an ex military instructor. Been landing like this since day-1
Its always wise to learn or re-learn during your flying career or hobby
Thank you Roy! I appreciate that!
A Bravo Zulu job. I wish I had you as my instructor. Calm/Cool-headed, perfect enunciation, repetition...repetition promotes retention.
Thank you! I appreciate that! I 100% agree! If I hear something 7 times, I’m WAY more likely to remember it!
I'm a fan of practicing forward slips to correct for extra height/excessive headwind on final and no more than 20 deg flaps. The forward slip is a great tool for that day you have to spot land without power. 20 deg flaps is more ideal for overshoots than full flaps and still allows forward slips.
Depends on the aircraft type, but I would only use forward[side]slip on a glide [fixed/no power] approach.
In the excessive headwind case, the effect is to make you lower, not higher - so a slip would only be for extremely gross errors.
With excessive headwind a forward sideslip is what you don’t want. Headwind makes you arrive lower already, you will need just more power to correct that. With no wind I guess you mean, you could use a forward slip to get you lower. But better learn to do it all properly with power and ‘feel’ the aircraft. Only use it with a glide in/forced landing.
@@happyherbiewith strong headwind, increase the final speed with less or no flaps this will increase a lot the glide ratio to ovoid the need from power: in europe on ultralights whe train each landing to land engine idle without touching the power to be perfect trained in case of a engine loss
Once you have instructed for a few hours, you learn to teach energy management instead of pitch/power for speed. I've had many students fail stage checks because their instructor taught pitch for airspeed, instead of teaching that it depends on your energy. Power add/subtracts, and pitch converts. What you use depends on your situation.
I think the two, energy management as well as pitch/power, go hand in hand. Pitch for speed, really AOA, is always correct. Where I bet yours got into trouble is not understanding prioritization of error correction. (Fix the low then the slow. Fix the fast then the high. Trade a fast against a low. Trade a high against a slow - these are energy management discussions but they require pitch/power for execution.) If you want to change pitch without changing speed, you need both a pitch and power correction. This becomes much more apparent when we realize we’re using both pitch discussion and speed as proxies for AOA. Where things get interesting is no engine (or stuck throttle) scenarios in which we’re limited on drag options be they devices and/or slips. Now you’ve got to think front side / back side and how pitch impacts glideslope.
The way we teach it is like this, pitch for short term altitude long term airspeed, power for short term airspeed,:long term altitude. Much of this is really down to what is needed when, they are tools not instructions. Doing the trade of potential energy(altitude), to kinetic energy(airspeed) and letting that energy transfer away from the airplane is important. The reason pitch for airspeed power for altitude seems to work, is because trim is designed to hold a certain airspeed. However, you can honestly get the same result by using pitch to control where your aiming point is on the runway, and using power to keep in airspeed, in fact it will probably be a lot snappier, though even then it’s not always going to be the best system.
Though a good tip is to actually have full back trim on the airplane, because you don’t need to worry as much about keeping proper airspeed(and no the airplane won’t stall, it’s actually part of the testing, it will go around best glide speed). Same thing is true when having an engine out. The only way to really get approaches down is through practice, and understanding what your airplane can glide like and what is too much when climbing or descending.
Amen! Energy management is the key for any phase of flying that you need to learn and understand properly early on and it will work for any airplane big or small. Although I wouldn’t say in general that instructing for a few hours gives you the insight to this, otherwise you wouldn’t see people arguing about pitch or power for speed and altitude..
@@littleferrhis I’m not a fan of this full back trim idea. Sounds like a bad habit that can get you killed especially as you advance in platforms. It could get you in your light training platform too. Also sounds like a way to rapidly exhaust yourself while also setting up to either overstress or stall, possibly one into the other, and yes, full back trim can readily lead you to both. I am familiar with no test protocols that call for full aft trim as described here. I could see doing such with an altitude buffer for abnormal situations and emergency testing, but that does not mean full aft trim is then permitted. It only means someone could write a flight characteristics paragraph for this situation. There’s reason many a jet has trim cutoff switches. The idea of gliding in such a condition scares me too, such adds extra unnecessary drag while setting you up to rapidly deplete energy you’ll never be able to get back.It is also going to screw with your flare mechanics. The only aircraft that “doesn’t stall” is one designed to stall the elevators thus dumping the nose before the wings can stall. While such may be considered “self correcting,” such still poses a problem as such would be considered an uncommanded response and therefore still be considered a form of departure. You’re not going to lessen your stall potential by full aft trim, if anything you’ve increased it. - 07B
* better said stall the horiz stabs, not just elevators.
wow, your right! landing was something my instructor never went over with me, thanks for the video
Aimpoint
I am just starting with flight lessons..I really appreciate the way you made every term understandable.I will use this video for reference. Thank you
You’re welcome! I’m so glad you found this helpful
Use the airport runway numbers pasted on your windshield depending on left or right crosswind component and let it just grow. If its bouncing around, your not in a stable glideslope. Adjust trim and power accordingly with your final landing airspeed.
I'm going flying Sunday
and cant wait to put this info to use, Thank you!!!
You’re welcome! Thanks for watching!
Really appreciated the explanation of the nomenclature associated with a landing approach "downwind", "base", "final", "flare" etc. I'm not a pilot but have an interest in aircraft nevertheless. The way the aircraft is positioned, speed, flaps setting, when to turn base (left or right), checking speed and adding flaps, turning final and aiming for a spot whist controlling speed and angle of descent. Great stuff.
Awesome! Glad to hear this was useful to you!
You didn't need to say anything "I'm not a pilot but", that qualified your response.
Excellent video! Airline guy here with GA roots and Cessna 421 owner. Only one thing I would teach differently, just my opinion…. For those who aspire to transition to instrument flying or larger airplanes, teaching speed control with pitch doesn’t translate well when on a prescribed vertical path like an ILS glideslope or VNAV path. The pitch for speed concept is great when power is not a variable, such as a forced landing, or in our large jets, (I am a 787 Captain), when using FLCH in Boeings or Open Descent in the Airbus. In those cases pitch controls airspeed and usually idle thrust is being commanded by the autoflight system. Keep up the great work and keep those videos coming!
Thank you! Yes, using the two together is definitely the key for long term success. Thanks for your input
I have watched many landing videos, and this one, in my opinion, covers all information for a new learner. Other videos leave out key information. Great job on this video!😊
Thanks!
I do have one question:
When applying flaps, the airplain nose has a tendency to pich up when first applied. What is the best method to counteract this. Reduce air speed to bring the nose back down, pitch the nose forward with the yoke, or use trim? Trim seems to be a slow reaction method compared to the others.
25 hr student here, long break in training. Agree, stabilized approach is key to landing. My instructors teach 70 kts in the pattern downwind and base. I hold that airspeed into final, and pull back to idle once I have the field made. I prefer to add power (100-200 rpm) if low on final, to intercept the glide path again (then drop power back 100-200); and I will forward slip if high without gaining air speed. If I'm low I need energy, but if I'm high, I have energy to spare. Most difficult part for me... is knowing my height above the runway as I round out. I know I need to develop my peripheral vision more for the round out, but I've struggled with the phase where I shift my vision to the end of the runway and hold attitude to let it settle . Occasionally the end of the runway will go under the cowl and I lose the reference point. What pointer do you give to correct that once it's happened? My usual procedure when I first get in is set the seat and to crank up the seat height until my knees come to the dash, and then drop it back down so I have freedom of movement on the rudder pedals without hitting the dash with my knees. This gets me up as high as I can get, and I stay there for flying and for that phase in landing. I'm 6'1" ... flying 172. I like you pointer for aim point in the windshield, 1 fist above the dash. thx
That’s a good technique. I know a couple guys who use that. The only reason I don’t is that most aircraft manufacturers recommend touchdown speed to be below landing speed. Usually, it’s around 10 knots less. So if you have a lot of floating when you land, that’s probably why. As far as knowing how high you are, the aimpoint is my primary method for gauging the height, but if for some reason I don’t use an aim point, I pick a spot on the ground (looking out the front window) and drive down to it. As I get closer to the ground I make my decent shallower (but still nose low). 3 feet off the ground is pretty easy to identify. When I hit 3 feet I raise the nose 6” higher than the mains and just freeze that attitude. One of the biggest problems students have is leveling off too high. That’s fine if you do, just recognize it, and reestablish a nose low attitude until you are 3’ from the ground. As far as looking at the end of the runway, the only purpose for this is to make sure the nose is lined up and you don’t land in a crab. It can also help you tell if the nose is up, but you should be able to tell that without looking there
@@FreePilotTraining Dear Instructor:
I also came recently to your channel and subscribed. I still have to go through all the ground course videos but, indeed this one is one of the best explained videos and details for the approach and landing.
I saw on another response that you are located at Vinita OK. I am in Carrollton and fly from a nearby small airport. I have had already around 30 hrs of flight training but still struggle with the round out and flare. Next time around I will apply what I saw in the video about where to look when during the roundout and flare. I have not soloed yet and am worried to keep spending / burning cash until I get it?!.
I still dont get the feeling of how much I have to raise the nose to get parallel to the runway and not to balloon. Sometimes my round out is short and land flat, sometimes is too much and I balloon. Kind a lost in here. I think that is the most difficult for me, maybe to many pilots. Don't know exactly how much I have to pull on the yoke. Any suggestions or help?.
On the other hand, I am 5 hrs away from you. Would love to arrange a couple of hrs of instruction with you when you are free. It will be just once so I get the help directly on the plane from you. Of course, if you can. Thank you in advance.
Don’t worry! Everyone struggles with the round out and flare. First, make sure you arrive at the threshold AT your landing speed. This really is half of the battle. Then, when you are at 15 feet above the ground, go to idle power. If you follow the tips in the video, you will arrive above your aimpoint at 15’ above the runway. Now....On the roundout... all you need to do is change your aimpoint from where it was to where you want to land. This is going to take very little backstick pressure on the yoke. Almost none. As you start to get closer to the ground start looking at the end of the runway and use your peripheral vision to judge when you are 2-3 feet off the ground. Now, don’t flare. You really don’t flare in an airplane this small. It’s really a transition. Just slowly pull the nose up until the nose wheel is about six inches higher than the mains. Now, this is where it gets weird. You want to keep this attitude all the way until you land, but as the airplane slows, the nose wants to drop. Just keep that from happening. It’s just a really gradual increase in backstick pressure to keep that nose wheel from falling. And from there, the plane will land itself. If you really are serious about instruction, you can PM me on the Free Pilot Training Facebook page, and we can talk about it. Best of luck!
Also, check out this video from MZeroA. He has some excellent tips. ruclips.net/video/ngtoPojV9CQ/видео.html
I cheat... I do a quick glance to my left as I'm crossing the fence to get my reference as to how high I am. Just one glance is all I need and I'm looking forward again just keeping it straight.
Awesome video,,,I have 40 hours on log book without a solo,,,your instructions line up perfectly with my instructors...thnks again...
Thanks! Glad you enjoyed it!
Edit. Over time the RUclips algorithms pretty much dictated a certain style of title. Creators have to satisfy the ever changing demands of the almighty algorithm. My stance has become more understanding. Originall comment is the next paragraph.
This video is proof that click bait titles are the norm. I got my CFII in the 80s and this is just standard, aviation 101 landing instructions given by pretty much any competent CFI. You did a good job of using graphics. In that regard, this video did well. Good explanation of the typical approach (pun intended) to teaching patterns and landings. Gets 4+ stars for content, 1 for the title
Thanks for the feedback Mike. I really appreciate it. I was never taught how to use an aimpoint during any of my civilian flying. I learned the technique when I went to UPT for the Air Force. I am really glad that there are instructors that teach it, I just don’t know that it’s as common as you think. And I do apologize for the “click bait” title. I am working to make those better in future episodes.
@@FreePilotTraining Its common. At least variations are.
Today’s CFIs do not teach smooth landings. I was lucky to have an old-school CFI that thought me all the ‘tricks’ to learn feel, so I understand where you were trying to go with this.
How would anyone know if it’s common? Have you taken a poll with every instructor? Great job on the video!
@@JohnnyJiuJitsu What? Its not hard to know if its common or not. The only unique part of this video was this idea about beginning your flare when the aim point passes under the nose and that is just a variation of other things I've heard. The rest is text book. His power settings are not necessarily the same or "common," but the planning, where he starts his initial descent and how he turns to each leg and configures his flaps is as common as it comes. I don't need to poll every instructor to know how basic airmanship is taught across the country, and dag gone it, I've had my fair share of broad experience.
I am 20 hours in at KCOS, has helped me with my landings. Thanks
Awesome! You’re welcome!
I recently soloed and I highly value your videos for breaking subjects down into simplified components. Your style works for me and is a great supplement to my CFI’s instruction.
Here’s my question: how can I possibly know where 15’, 3’, and 6” are above the ground without sacrificing my attention to the many other things I’m trying to control?! Not to mention the amount of time to re-orient my eyes and brain back down the runway?
Awesome! Thank you so much Eric! I hope to make lots more! As far as gauging your height, this is mostly going to come with experience. However, in this video on soft field landings, I explain that if you are using an aimpoint, and you are on glideslope, when your nose crosses your aim point, you will be at 15 feet. I break down the normal landing before I break down the soft field landing, so I think you’ll find this useful. ruclips.net/video/HWGZ-uvOFFc/видео.html If your struggling with the other two, I highly recommend letting your instructor make a couple good landings and shadow him on the controls to help get that site picture down in your brain. Sometimes I will land the plane while the student only works the rudder pedals. This helps because students develop that site picture PLUS most students struggle with the rudder anyway. Good luck out there my friend! I hope this helps you!
@@FreePilotTraining Thank you for the detailed response. The suggestions to land with me working the rudder will be a good lesson and should end my dedication to rudder under-usage.
@@FreePilotTraining I'm a student pilot and what you are saying pretty much mimics my instructor. So I will ask you the same thing I asked him, and not trying to be a wise guy here. If your aim point is four fingers above your glareshield and you are 15' above the aim point when your nose crosses it, when did you change your aim point? If you keep your aim point four fingers above the glare shield and do not change it, you will hit the runway right before the aim point. At some time before you get there you must begin to round out before your aim point. When do you make that initial change in pitch to start the round out to get the nose to go over the original aim point? And what would that new aim point be?
I've been flying Flight Gear for 3 days. This information will keep me safe in the digital skies 😊
No problem 😆
Hey-
Love your channel and how you simplify the process. I’m a 57 YO student pilot and watch this video frequently and pick up something new each time. My CFI teaches many of the ideas but not with near the depth and detail. My big question is how many “potatoes” after setting power at the Perch point until turning base :)
Great content! Keep it up !
Thank you! Lol, it’s a quite a few potatoes.
Try 1 potato for each knot of headwind component on final. 10 knots down the runway 10 potatoes, 10 knots 45 degrees off runway final heading ,5 potatoes. 40 year old technigure from I don’t remember where.
Presentation is good, The military-inspired technique for spot landings on short runways is intriguing and practical. I appreciate the detailed breakdown of a stabilized approach, covering crucial elements like centerline correction, maintaining the right glide slope, and managing airspeed.
Thanks!
Pretty good video and generalized tips for good landings. In the late 60's my CFI would often chop the power abeam the numbers, then say, 'make the field'. Always considered a power on approach useful in certain sitations - other traffic, controlled airport, winds and other variables that DID require power and pitch. Though I've never forgotten the basics and assume you're engine just quit - Make the field is paramount training for most everyone. Makes you much more aware and pre-planning. Still use that technique today in my J3. Every landing almost becomes a spot landing - making the field where I want it to.😀
Used to fly with a new startup FBO guy with background in the airline biz. The 172 would be on a 2 mile final all dirtied up, lighs on, full flaps and used engine to muscle it on almost all the time.. Had fun with him over that *LOL*
Thank you! Yes, practicing power off landings are a valuable asset. I try to include this with my students as well. Too funny 😂 I need to get my tail wheel endorsement soon.
The power off final approach is good to learn on the Piper Tripacer.
@@jamesrutherford9597 id love to fly one!
All good points. What happens when in the flare the cowl blocks the forward vision?
It shouldn’t block it to the extent where you can’t see to land. Even in a taildragger, there is still some forward visibility
My procedure to roundout is: wings level, look downrange, roundout (rudders as necessary), then control slip and nose attitude as needed. Having said that, in a strong X-wind I'll choose an aim point upwind of the center line. That way, when I level wings I'll see the extent of X-wind drift, correcting with slip before reaching center line. This is especially useful after a slipping turn to the aim point.
if you have a strong xwind and you level the wings you going to drift across the runway in a big and fast way. the upwind wing should be held down from the time you turn final with opposite rudder to keep the longitudinal axis alined with the runway. you should hold that upwind wing down all the way to touchdown to do a perfect xwind landing. good luck if you ever try to land a taildragger in a xwind with the procedure you describe. you better have a trailer nearby to haul it away from the runway.
Get good at flying down the runway without touching down. This keeps you in control and that's the key. This helped me greatly.
Excellent tip! Thank you!
Yeah! Agree. Slow flight over the runway. Excellent training exercise. Just make sure that you are very close to the runway.
Do you ever have a break in training and can’t fly for a couple weeks at a time? You can still improve WITHOUT flying! Check out these three tips! ruclips.net/video/F42vK9qYH4o/видео.html
Very interesting video
I have found that if you visualize flying or riding a motorcycle, etc just as you are falling asleep, this will help with retaining your skills. When I was a novice rider, I had to take a break for several months. When I met back up with the group I had been riding with, they were amazed that my skills had actually improved during my break.
@@glasshalffull8625 good idea 💡
@@glasshalffull8625 that is very interesting, because I found something very similar with my training. I would always go through the maneuvers in my mind while I was driving, and I would also notice that I had improved on the next flight
Good video, thanks for sharing your experience.
My instructor called slow flight "the region of reverse controls" when you pitch for airspeed and power for altitude. Different lingo here, but same concept and you hit some good nuances with it i didnt know.
I used to call it that too. I think the region of reverse command is something a little bit different. I call it the back side of the drag curve instead. You might like this video ruclips.net/video/MqxKJLQdcxM/видео.htmlsi=4C6t97P563cqQQ2m
I’m pretty sure most every instructor has taught how to make a perfect landing. In fact, all that is in the free FAA book
Yes, the PHAK and the AFH are both excellent resources
@@FreePilotTraining then why this disgusting clickbait title?!
@@Not.Your.Business somebody needs a little tlc
@@Not.Your.Business I think it is not clickbait if anybody can benefit from the slightest additional information which helps advance safety and prevent accidents . A bit of "advertisement " in this field can not be a bad thing. Still I understand your critique.
Put it all together in a few minute video showing how simple it really is landing a plane. Nice Job and this this will doubtless build some confidence in many new pilots who need it presented as such.
First time here. I find your trainings excellent. Thorough, clear and easy to understand.
Thanks Steven! Glad to have you around!
Title is right on! Throughout my 1700 hours of being a flight instructor I always made sure to keep these simple tips like making sure your approach is stable and being aligned with the centerline secret from the students...life is simply more exciting that way!
Anyways...Happy Landings!
Regards, someone tired of clickbait youtube titles.
You're telling them WHAT to do... but are you actually TEACHING them HOW to accomplish it? Just because you've done something a certain way for 1700 hours doesn't necessarily mean you've been doing it correctly; so that your students understand and learn. Maybe try some self reflection after turning off any possible ego interference...
Great VDO. Thanks for the Tips!
Thanks!
When I used to fly, I trimmed the plane to maintain 1.3x the stall speed on final. If my aim point moved higher in the windshield, I was going to undershoot, so I’d add a little power. If it moved down, I was going to overshoot, so I’d reduce power a little. I don’t recall pushing or pulling on the yoke. Doing so would have changed my airspeed.
I'm thinking a lot about setup for landing right now. This video was great.
Thanks!
Just keep reminding yourself during the whole landing phase...Pitch for speed/power for altitude and to Fly the airplane, don't let the airplane fly you. As long as you stay ahead of the curve, you'll have a good day of flying.
Thanks for your content. Text book approach and landing. Now practice, practice, practice. Repetition is the second ingredient in efficient.
You’re welcome! Thanks for watching!
Great advice! For normal landings: Learn a good procedure and follow it every time. Do the same thing at the same point every time. Some thoughts...
1) Use taxi/landing lights to increase your visibility to others.
2) If you have trouble with when to turn to base, note that you will need to lose a total of 1000' of altitude to land. So, you should have lost about 300' of altitude by the time you start the turn to base.
3) Look for unexpected traffic on final just before you start your base to final turn. Make that turn a tad early and use a slightly more SHALLOW, coordinated turn while controlling the airspeed precisely. This is the most dangerous part of landing (steep turn, low) with a lot going on.
4) Once on final, do one more GUMPS check. This habit will serve you well when you transition to retractable gear aircraft.
5) I taught people to mostly ignore the VASI/PAPI because slope indicators won't be there a lot of the time and I noticed it became a crutch for some folks. Instead, on final, pick a bug on the windshield and put it on your desired landing spot. Keep it there while controlling your airspeed/direction. You'll be fine for glideslope/aim point.
6) USE YOUR RUDDERS, especially on final and rollout. Keep it coordinated with your feet. This will also help with your tailwheel endorsement.
7) 1 mile for the legs is too much for most training (slow) airplanes. Keep it a bit tighter; if your engine fails in the pattern, you should easily make it no matter where it happened. This also keeps your patterns quicker and keeps you in sight of other traffic. Dragging out the pattern with power is a bad habit. Experiment by pulling the power to idle as soon as you're abeam the numbers on downwind and see what it takes to make a nice, calm, controlled landing.
8) As for radio, my pet peeve is you didn't announce your intentions: 'touch and go,' 'full stop,' 'stop and go,' 'low approach,' etc. That is by far the most common problem I've seen develop in 46 years of flying and it is a bad habit to leave that out. It makes it much harder for someone else to plan his departure/approach.
Hope this helps someone!
Thank you! And thanks for the tips! I appreciate that!
Thank you so much for this explanation! You give us perfect apporoch to land,! nobody tell perfectly this like you!👍🙏!!
Thanks!
It wasn't until my final check ride that a visiting field examiner explained the art of the perfect landing. The rule is, of course, in all cases fly the plane but the only power adjustment that should be needed is to reduce power on final. So at the beginning of final set your flaps establish your aim point and reduce power as needed to keep that point but always keep sufficient power so as not to drift lower than your aim point point You will usually continue to reduce power along the path while keeping sufficient speed to stay nicely on path Once across the threshold pull the power off and finish with a nice flare. Doing this reduces the work load at a critical time while on final and your not having deal with jockeying your power back and forth to stay on slope. That is unless your head wind craps out then like I said, first fly the plane. Oh yeah! Never slam your power in. There are no accelerator pumps on our carbs (Lycoming, Continental) Smooth even power addition when needed is the rule. Even on take off.
Excuse me, what? You are mistaken. There are definitely accelerator pumps on aircraft carburetors.
There have been many times an idle to full power application in less than a second saved my landing gear because of wind shear.
@@tylerfb1 Better check that out with your A&P
@@jimgeorge6220 I'm my A&P.
@@tylerfb1 So you built an experimental plane. What engine and carb did you use?
@@jimgeorge6220 No man. I'm a certificated Airframe and Powerplant mechanic. Aircraft carburetors have accelerator pumps.
I am a flight instructor and I will compliment my briefings with your video. I agree with all points.
Awesome! Thank you!
While all this is covered in MOST textbooks and FAA guides, the greatest problem I ever found with it (PPL since 1984, several ratings and certs since then) is that your smallest craft and trainers (Cessna 152, for example) do NOT have the power to have a full-range of 'power resources' to overcome bad positioning. You mention the good 'rule of thumb' on placing your downwind at your 45, but you didn't mention your beginning altitude of the maneuver. Am I at 1,000 AGL, 2,000 AGL, 4,000 AGL? Uncontrolled airport, I've seen all these happen...followed by 'flaps to stall + 10' (which, thankfully for a 152, ripping off flaps is not going to happen with such oversight). OR...you have someone on low altitude downwind, 20-degrees flaps, maybe 500-AGL, literally trying to maintain 'controlled flight' at stall + 10 in level flight for half-a-mile to get TO the runway.
Personally, the best advice I ever received was from my PPL instructor...he said 'once you are on downwind, trim your power back while (terrain permitting) you accomplish 1,000 ft AGL by the turn onto runway approach (no more than 1,500 for the 152's and generally 172-class piston engines), apply 10-flaps STARTING AFTER you have completed your turn, keep your power comfortably above stall, take into consideration ground effect winds and general weather conditions (hot, etc.) and (as you are in VFR), take it in with 'aim alignment' (much like using VASI), additional flaps as needed (winds, etc. which may cause stall near-ground).
I've ALWAYS had good landings by following this...and his last words always set with me, over the years I've ridden with other pilots...he said, 'NEVER APPLY OR MAKE TURNS in light single-engine piston aircraft while under flaps! If you do this, you are using flaps as a crutch for proper flying!' Flaps not only change your aircraft flight characteristics for airspeed, but they impact how your plane behaves in stall and as it approaches stall, sometimes in ways you can't anticipate and almost always in ways you do not desire. Add to this, no more 'available power' means you're already working with all you've got! It is NOT an F-14 you're dealing with. Did I mention he was a former Blue Angel pilot?
Odd advice from a Navy pilot, considering we dropped the flaps in the T-34 off the 180 (perch, turn to base), set decent power at that time, and then commenced the turn. I get it though. Not much extra thrust to get you out of a jam in a 172.
i will probably never be a pilot, but I’m so grateful for your videos. I can at least learn some basics
You never know…
@ i really hope so some day
The best policy is to be above the glide slope. Use flaps as brakes. Don't depend on power for landing all the time because you have to be prepared for power loss on landing. If you're under the slope, slow, and lose power you're lost. Above the slope you're OK. Altitude is energy. Speed is energy. A little high, and fast gives margin for trouble. Burn it off with flaps prior to overshooting. Don't depend on the geometry of a pattern for stabilizing. Most likely you'll have to go long on downwind for traffic on final. Then you have to pick up the glide slope cold straight in. Learn to recognize it when you intercept it. Don't depend on the angle. It''s unlikely to ever be the same. Wind makes it different every time. Same with VASI. Use the drift technique mentioned in the video. If the aim point is drifting up you're low, Drifting down you're high. Set up right you shouldn't be bankin, and yankin on final for centerline. You should be close to center enough to steer with rudder. Steer with rudder as if you're already on the ground. That makes it easy. Wings level. Then concentrate on your speed, and slope. If you're low consider it as close to a failed landing as you ever want to get. Add power but your mind should be thinking go around. You may be able to get there but you're going to be very busy to do it. Why take a chance? Go around, do it again, and practice doing it right. You don't have the right stuff yet but you got behind the wheel of a plane which puts you above 99% of everybody who never did.
Wow... it's almost like there is NO DOWNSIDE to being high or fast or with the throttle closed......
I've use gliding turns to final...pitch to glide path constant adjust pwr,flaps to speed...
I was taught just to keep the aim point at the same position on the windscreen and that it should just get bigger. If it moves up the windscreen add power. Reduce power if it goes down. No secret there. How is a student pilot expected to judge when their nose wheel is 6 inches above the level of main gear without hanging out of the cabin on the flare for heavens sake?
Excellent. You can’t judge 6”. I say this just so students don’t over flare. As long as the nose wheel is above the mains, that’ll do
Been instructing off and on for 40 years. While I fully agree with the bases that pitch controls airspeed on approach and power controls rate of descent, I would put a little more emphasis on “ energy”, pitch and power are interchangeable. Every approach has a perfect glide slope, if you are not on it, correct for it as soon as possible, the earlier the better. I also get the student to ask themselves as soon as they turn base: “ am I high or low? Am I fast or slow” then fix it to where you want to be.
Doing a great landing, never gets old
Hans Juergensen
Hans, I really appreciate your feedback! I agree. I should have spent a little more time talking about energy management. And you are absolutely right, a good landing always makes you feel like a real pilot!
What was the SECRET? I missed it, it was all common knowledge
Just a bit clickbaity
Shhh..... its a secret!
May have been @8:06 “But today I’m gunna show you” ~ lol
Wow, 3 mile final, 2 mile base? My instructor would've had kittens right there in the right seat if it's done that!
@@M1A1cavalryman 1 mile each... Also makes point a 3 mile straight in is basically equivalent to 3 miles of a conventional U shape pattern, and things happen and the same relative times.
I loved your video! So clearly explained. Subscribed!
Thanks! Welcome!
I'm going to hop on MSFS right now and try this out. Thanks!
Let me know if it helps!
I'm a UK private pilot. Just found your site. Got to say Mate, I've enjoyed all of them. Keep up the great work. Radio comms vid was great. Thanks for all of your efforts and stay safe. Russ F.
Thanks Russ! I appreciate that! Maybe someday I can do a little flying over there. That would be a lot of fun
If you do get over The Lake District and the west coast of Scotland are beautiful.
Thank you again so much for making this! from taking my written to now being in flight training, I really wouldn’t want to be going through this process without your videos.
You’re welcome! Thanks for this comment
Hi, when you said add flaps to “increase the descent angle” what does that mean?
Very well done ..... I'll be using this for my PPL students
Awesome! Thank you!
I'm just using this to fly sim, but thanks! Very helpful!
Awesome! Hope it helps!
My instructor was an ex-USAF pilot. He taught me a trick that worked for me. Once you have settled on a final, pick the spot on the wind shield that lines up with your touch down point, and work the controls to keep that spot lined up. Do this till about a 100 feet.
It sounds like our techniques are very similar
I know many students don’t like crosswinds landing, yet I find it pleasure of landing experience.
Again, great video mate.🤙🏻
Thanks! Yes, I always enjoy a good challenge!
Thank you i have my class today at Canandaigua Airport
You’re welcome! Have fun!
Nice to see military wisdom and keeping the pattern tight. "The Perch" is actually where you start the descent and final turn (or descending turn to base if someone has the odd desire to make it square, although I've never seen a Pitt's Special make a square pattern. And even a B-52 can do a VFR pattern inside most civilian Cessna square patterns. Lets keep it tight), as in a bird coming "off the perch". It's about 45 degrees from the numbers, inline with the overrun chevrons for an easy reference. But it could be abeam the numbers for a tight pattern if that's where you're starting the descending turn to final (with wind). Over 1700 hrs as an Air Force T-37 IP, 1.3 hrs at a time. Gawd that sounds tiring. Enjoyed it all. 26,000 total now.
Thank you so much! I know! I’ve noticed that even my patterns in the C-130 are tighter than the patterns a lot of people make in a training aircraft. Never flew the T-37, but it looked like a fun plane!
@@FreePilotTraining I was also a KC-135 IP. We flew tight figure 8 VFR patterns using both ends of the runway if the winds allowed.
Does the Jeppesen manual still describe it as a controlled crash?
Lol. I don’t know
Some Cessna seats do not adjust for height. My flying got better when I brought along a boat cushion. The extra height gives me a much better view.
Very true. Thanks for the comment
On VFR final try to focus on keeping runway end from either moving down or up......slowly move gaze to mid runway......chop power to idle....maintain visual contact with horizon.....hold off ....touch down with stall horn.
I flew EMB-145 50-seat Regional jets for an airline and the "pitch for airspeed, power for altitude" mantra still applies there. At least that was my mental thought process and it worked well.
That is 100% backwards. You pitch for your desired flight path and thrust adjustments for airspeed. If you have a wind shear and sudden loss of speed do you dive the nose down close to the ground or do you add thrust?
@@SasquatchTour It's all interconnected. The fact is that if I'm on final and relatively close to my glidepath then I am concerned about airspeed first, then glidepath. The number 1 priority is to not get slow. In a jet a change in pitch will result in a faster change in airspeed than it takes to spool up or down the turbines. Of course you're going to also be making corrections as you would always do. As far as wind sheer it's max thrust and pitch for airspeed for max climb. And yes, if that means pointing the nose down to get that airspeed its what you have to do, if you panic and pull up when you don't have the power/airspeed to climb you're going to stall and turn into a crater. Sometimes pointing at the ground is what you have to do. Look at the 2009 Colgan flight 3407 crash.
@@kayaddicted I understand what you are saying about them all being interconnected but you are still incorrect that you pitch for airspeed in a landing. I should not have used wind shear because you quoted a wind shear escape which was my fear in using that argument. My point was if your speed drops 5 knots you do not pitch down on approach you adjust your thrust. Second you mention a stall which you should push to unload the aircraft first so let's stick to what the video is discussing which is landing not maneuvers like windshield, slow flight, or stalls. I agree with you that pitch, power or thrust, and airspeed are all interconnected and what is done to one is affects the others During land pilots should pitch for flight path and power for airspeed. You are correct that you can't get slow pitching for airspeed but as a commercial airline operator you must land in the touchdown zone many airlines require the first third of the runway which ever is shorter. For example Orange County KSNA with a runway length of 5701 and has a touchdown zone of about 1900 feet which gives you 900 feet to flare from the aiming markers and set the aircraft on the ground before you have to go around. The key to a good landing is a stabilized approach and the key to a stabile approach is a stabile path meaning controlling path with pitch and adjusting airspeed with thrust because airspeed changes from VAP or approach speed to VRef at 50ft crossing the threshold. VAP can be as much as 20 knots faster than VRef depending on the manufacturer. You cannot afford on shorter runways to make a pitch change to chase airspeed and keep your flight path stabile and it's even more critical to do so in a jet. What do you think the weakest airline pilots will do to a stabilized approach criteria if their primary method for correcting airspeed deviations are to pitch for airspeed.? To help answer that question I will tell you that the number one maneuver that is failed and must be repeated on a maneuver validation or LOE checkride is landings. For first officers, the crosswind landing is failed at a higher rate than an engine failure at V1 and the argument of pitch for airspeed in a landing is good example of why it's occurring because airlines assume pilots already know the basics and aren't being discussed with the pilot until they no longer get away with it whether it's a debrief on a failed maneuver or an NTSB investigation into a hard landing which are occurring at the regional and major airline level at an increasing rate. While pitch, power, and airspeed are interconnected you also must maintain a stabile flight path. As the author of this video will learn when they start working on instrument that there are primary and secondary instruments for controlling the aircraft in various maneuvers. If I'm assigned a 1500 foot per minute descent I can use pitch or I can use vertical speed to achieve it however one technique will get the direct result and prioritize 1500ft per minute and the other is in direct or seconds because you have to find a pitch that produces 1500FPM. This video gave me a headache with all the rote level learning to a landing. The fact is a landing is simple and just like any maneuver you must lock up a variable and in landing that variable is flight path and don't pitch and chase airspeed which brings us back to what the author mentioned as the primary method for controlling airspeed is pitch which means any speed deviation and you adjust pitch before power which is dead wrong in a landing. Airspeed can be directly controlled by pitch in certain maneuvers but we are discussing landings and in landing you must control a stabile flight with pitch and manage energy or speed with thrust.
@@SasquatchTour The truly correct answer is that it's interconnected and it's more of a preference of how you want to do it. Because if you make a change in one you necessarily need to make a change in the other there isn't necessarily a perfect right or wrong answer to this.
FAA Airplane Flying Handbook (FAA-H-8083-3C), Chapter 8: Approaches and Landings
"A common error in the performance of approaches is the improper use of pitch and power. It is sometimes said that the pilot should use pitch to control airspeed and power to control altitude. This is an oversimplification. In reality, pitch and power control both airspeed and altitude simultaneously."
@@kayaddictedwhile they are connected what is primary method of correcting a path deviation during approach and what is primary for airspeed? If your auto throttles are on do they adjust for path or airspeed changes? That leaves the pitch to control flight path and airspeed is controlled primarily by thrust. When you flare do you tell yourself thrust up to increase pitch? No because that makes no sense. Pitch is primary for path control and thrust is primary for airspeed during landing. They are interconnected but there is a primary control and you still have it backwards if you say pitch for airspeed as your primary method for airspeed corrections.
I super love this video thank you .
My instructor didn't tell me landing like this really in detail, I more understanding how to do landing. again thank you bro
You’re welcome Bin Li! Best of luck out there and I’ll see you in the next video!
At 5:14 you say you are using both pitch and power to control or correct the airspeed. What is controlling the line of flight to insure it continues toward the aiming point?
Power for altitude. Pitch for airspeed. When you’re close to the ground, sometimes you need to use them together. If your slow and you are close to the runway, you might have to may pitch down slightly and push the power on at the same time to keep you from getting too low
Landing secret that my instructors have always shared with me. Nice.
So if you connect an autopilot to fly an ILS glideslope or LPV approach how do you get it to control that glideslope with power? If you are fast and low do you add power to climb or just pitch up to regain the profile and reduce the speed?
Sorry, my friend, but you are confusing the issue with your canned, rote approach.
Use auto-throttles… jk, but if you are flying an ILS or an LPV with the autopilot engaged, you better be making power adjustments with those changes in pitch otherwise your airplane will not cross the threshold at the right speed. You need both pitch and power when flying a glide slope. And I appreciate the compliment… “Rote” is the first level of learning. This video is for new student pilots so this is my first step in getting them to learn how to fly the plane
A DPE taught me, many years ago, that 20' is a good altitude to begin your flare. How to gauge 20'? Every public airport in the US will have an FAA regualtion windsock mounted 20' above the ground.
Very true. I have an interesting technique as well ruclips.net/video/iIW91SOSvVg/видео.htmlsi=53JvSODnJvSko2GK
Thank you for the non flap landing direction. My Ercoupe has no flaps
No problem!
My instructor is great and taught me all of this on our first landing lesson
Good
What is a perch is that a new leg of the circuit that ive not learned of yet?
It means you are abeam your intended landing spot
Hello from Australia....
You suggest raising the nosewheel 6" above the mainwheels prior to touchdown. Two possible aids come to mind:
1. With aircraft parked on level ground, mainwheels chocked etc, raise the nose to this position, then sit in cockpit.
2. Use a little video camera mounted under the wing? Just a thought.
That could work just to give you the feeling of how much “nose up” you need
Was wondering if you are located at HO4 in Oklahoma and if you have training available there at the airport?
I don’t actually do much training out of there due to the fact that I work for the reserves out of Little Rock. I primarily do training out of North Little Rock or KORK. I live near H04 so I make videos there when I get the chance
Explained well. Good plane u have too. Hope u have completed your IFR and does the routine flying too. Very good.😊
Thanks!
Do the latest avionics software can indicate us on a screen if we are in the correct glide slope or not?
If you tune an ILS in, it can
I’m just learning
But essentially you want to lower you altitude at the slowest speed without loosing lift then pull flaps and decrease or increase rpm prop speed to correct.
Is there a full beginning to end course. Just want to watch to decide if I should go for license
Yes there is. My first couple videos are a little tough to watch, but I promise they get better! ruclips.net/p/PLKGcDgymP_oYkMrMNcc04gr6JMru4E2xH
I learn this info from a navy pilot at CCB while watching people landing.... sitting on a fuel truck and talking with people rating planes and calling out type of planes... memory's .... miss those days
What a coincidence… I fly for the AF reserves
When do you pull power to idle? During the round out?
I like to pull the power once I know for sure I’m going to make the runway
@@FreePilotTraining On my last flight, I pulled power right after passing the threshold, but it felt like I was dropping too fast, and hit the runway pretty hard. I'm trying to figure out what I did wrong. Could it be that I didn't pitch the aircraft down enough, and lost too much speed? The stall horn never went off though.
Been instructing since 1980, this is I taught it. Good info!
Nice! Thank you!
what is useful to make corrections if your plane has no flaps?
You have the slip and power and pitch. That’s about it
It cannot be overstated. Large corrections at landing speeds can lead to a spin at low altitude which is usually fatal.
Another great video. Please keep the content coming...
Thank you so much!
learning to fly in my brothers 150, this was helpful ! thanks
You’re welcome! Thanks for watching
I remember this aimpoint technique when I was talking hang gliding lessons before I met a gal. (Way back in '85).
I should get up in the air again!
You should!
Isn’t a left pattern standard? Why announce left downwind and left base?
People fly in the wrong side all the time. I like to be precise
Really clear. Thank you friend! Can you clarify what this means "Drive it out for one more potato"? also
Do it and then take half out"?
You’re welcome! A potato is another way of saying “a second.” It’s way more fun to say potato. I explain taking the power out more in this video right here: ruclips.net/video/0N9rpjwSqiM/видео.html
Very well done and explained.👍
No problem! Thanks for watching!
Thank you. This helps me with my upcoming flight review since I'm a bit rusty.
Awesome! You’re welcome!
thanks for the very detailed video. could you tell me what software you use to make the vido animated so well? thanks
You’re welcome! It’s called doodly
Very nice video! I personally use this principle, "when power is available and variable, power controls speed".
With no power(engine failure) pitch controls speed and we trade speed to adjust descent. With a fixed power setting like after take off, we pitch for speed. In descent power is available and variable so we can fly like an Autopilot with Autothrottles which pitches for descent and adjusts power for speed.
Thanks! Great advice! I haven’t heard that one
@@FreePilotTraining you are welcome. I have a tip for xwind landings. many experienced pilots, even test pilots, sometime land with the wrong wing down. blame muscle memory which kicks in when we are stressed or uncomfortable. when approaching ground effect if the runway is off to one side muscle memory kicks in and we tend to turn to the runway with our hands(ailerons). tip: think of the runway as the ball on the slip indicator. just as we step on the ball, step(stamp) on the runway. that way we turn to the runway without lifting the upwind wing while maintaining center line with side slip
@@captarmour ooh…I like that! Thanks for the idea!
Good job. Very comprehensive.
Thank you!
Good information. I enjoy watching you and learning and I'm going to do my discovery flight next month at 63 thank you
Thanks Lawrence! Have fun on that first flight! You’re gonna love it
Thanks for all the recomendations ✈️👍
You’re welcome!
Hey man! You should use the auto writing sofware but make it without the hand. The word graphics are great but the hand just makes it stupid. Without the hand would be perfect. It's disdtracting, and everyone knows about that software now, so it's not even cute. ..that's my opinion on it. Think about it! Great channel! -Nate
Thanks for the tip! I haven’t been using the hand in on my most recent videos. I think most everyone is finding it too distracting
@@FreePilotTrainingI’m watching every video I can. You are an excellent educator. your videos have a variety of media that engages the learner and makes the material accessible and learnable.
Great, where is the gauge that will show you that your nose wheel is 6in above the main wheels again?
It’s just something for students to picture in their minds. It just helps when you realize the nose wheel only needs to be 6” above the mains if you want a smooth touchdown. You don’t need to go super high
If you are at idle or at full power, pitch for airspeed, everything else in between, power for airspeed, pitch for aiming point.
Thanks for the video. Well done
No problem! Thanks for watching!
Great Video....look at the end of the runway when you flare... Yes Sir!!
Thanks!
Interesting video thanks.
I’ve been in circuits for too . I just can’t get the flare right because I can’t see the runway in the nose high attitude. My peripheral vision is good but I don’t notice anything.
I don’t see this nose high or even a flare in your video.
I had started kissing the end of the runway with the nose and it worked great, till my instructor started a new criticism of me not flaring enough and wearing the tyres out.
I liked your glide slope reasoning. The higher the slope the faster the approach.
Also, is there a correct seat position.
Try this video: ruclips.net/video/iIW91SOSvVg/видео.html. Also, if you can adjust your seat height, set it where the horizon is about a fist length above the dash
Thanks for the, it answers all my questions and I’ll definitely put it to practice next time.
Thanks also for that tip on seat adjustment, it makes a lot of sense.
I meant thanks for the link….’
@@samcohen1625 no problem!
Good refresher as I am a very lapsed PPL from the UK. Just Subscribed!
Thanks! That’s awesome