NEVER Stop Flying The Plane! Bad Bounce and Landing
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- Опубликовано: 12 сен 2024
- This was my second bounced go around that afternoon. It was bad, really bad.
My dad got his PPL when we were kids and it is something I always wanted to do but life got in the way. Now at 55 I am finally working on my PPL. As of today I have some 140 hours towards my PPL but I have struggled with my landings.
In December of 2021 I got a sudden urge to finally get my PPL. By January I had my 3rd class medical and was taking lessons. In September I was able to purchase a 1969 Cessna Cardinal 177A. Today I have almost 100 hours in it.
A few weeks ago my brother was diagnosed with Cancer which in turn reinvigorated my resolve to finish up my license. And overnight my landings vastly improved, so much so that I was ready to get my second solo endorsement.
Today I was doing 2 long cross country flights to get the needed 5 hours solo cross country and 3 full stop landings. I was flying from U42 to KSGU and back. The flight down was uneventful. I started early in the morning for the best weather and to hopefully avoid afternoon thunderstorms. I did my 3 landings and stopped in KSGU for fuel and lunch.
The return flight was going to be later than I hoped and I was concerned about weather back at U42. But before that I had to endure 2+ hours of moderate to heavy turbulence. It was brutal and I was getting tired fast. As I arrived over KPVU I could see from the air and on Foreflight that I wasn't going to be able to land at U42 due to heavy rain and lightening. Knowing I was tired I chose to land at KPVU where there was a 8600 ft runway and a controller with a calming voice on the other end of the radio.
This video is of my second attempt and third and final landing.
The most important thing I learned is that I can continue to fly the plane, even if it meant all the way to the ground as I was certain it was not going to end well, yet I still did not give up.
I made several mistakes that day. I over committed myself and was not mentally prepared for the severity of the turbulence. I should have given it full power on the first bounce. Maybe I should not have pulled out the first 10 degrees of flaps.
I also made some good decisions that day. I had plenty of fuel. I chose not to try and make it all the way home. I chose the longest runway. I chose a towered airport. I took control of the flight, meaning I let the controller know I needed more time to decompress from what had just happened. And most importantly I NEVER STOPED FLYING THE PLANE.
I am grateful for the almost 150 hours I have now as a student and the instructors I have had. I could not have done this without their guidance and training!
It takes balls of steel to post this...Glad you are ok. Some have quietly walked away after incidents like this without ever telling anyone. I like your attitude in taking advice and corrections...A good pilot keeps learning.
All I could think was .. right rudder, right rudder. Keep the yoke neutral. I'm glad he was able to land safely.
As a 20hr student videos like these are very helpful. We all make mistakes and it would be great if we could learn from each other's rather than learning by ourselves the hard way.
A good pilot is always learning, big props to you for documenting this sir
The same phrase I had in mind before looking at your comment. ITBOS!
Thank you for sharing BG.
@@Kenriko4 kt right x wind needs some right yoke also.
Shout out to the tower controller...smoothly professional, and didn't pressure you at all.
Agreed. The controller's getting paid no matter what happens, and it's not a busy airport. It would be ridiculous, unnecessary, and unprofessional to hassle this pilot.
7000 hours and I still learn something new every other day. This is a perfect example of how we learn. People willing to post their experiences and giving us all an insight of the timeline of events. Thank you for posting this.
He was not controlling that airplane. CFI. Dangerous .. He freezes on controls. this is the kind of guy that hit airplanes and buildings on side of runway.. Then blame the winds even if no winds at all. Chumps freeze and crash
He said was a student pilot…
I'm a current CFI, but I was in this very place during my second XC solo as a student. Conditions deteriorated, winds were terrible, I was tired, etc. I called the flight early, diverted, and had to go around to save botched landings. First time experiencing the feeling of just wanting to be on the ground. You did great. It was close for sure, but the go-around was the right choice. You demonstrated sound ADM, too, by picking the longer runway, diverting, etc. Well done.
stumbled on this video today...hey man, I'm a former military pilot with 20 years of flying...1) I guarantee that commercial flight was not bothered by your extra pattern. We've all been there. Sometimes it takes a second try. 2) nice job with the decision to go around. never let anyone else fly your jet (ATC, someone holding short). 3) keep at it. I pranged on a single engine approach today in the 737-800 sim. Always learning and getting better. Keep at it. Flying isn't easy which is why we don't let car drivers fly.
Perhaps you weren't meant to fly big commercial jets?
Fantastic example of never give up flying the plane. Massive respect for posting this mate. Stay safe.
Dont BS me . He was no controlling that airplane. CFI. Dangerous .. He freezes on controls. this is the kind of guy that hit airplanes and buildings on side of runway.. Then blame the winds even if no winds at all. Chumps freeze and crash
This is why I film almost every flight - the de-brief when things go sideways. You can go back and see what actually happened Vs. what you think happened, or what you remember happening. In your case you can de-brief / review with your instructor, and make changes. Takes guts to put this out here, realising that the armchair pilots could rip you apart.
Armchair pilots can only rip farts
The takeaway from this video: This is a kind and thoughtful man, who is quite brave to post the video. I am not a pilot but would fly with him any day of the week. He learned from this experience and has the confidence to post a less than perfect day. Impressive!
there is a saying in aviation that goes like this ... “you start your aviatiion career with a bag full of luck and an empty bag of experience. The trick is to fill the bag of experience before you empty the bag of luck.”
I'm a 1,700 hour commercial multi/single instrument and commercial helicopter pilot. We've all had our humbling experiences. I did a crosswind landing once with a family member, I let go of the yolk after touchdown, and ended up sliding on two wheels. I quickly corrected with rudder/steering and grabbed the yolk to crosswind correct. Stuff happens. We hope to learn before our bag of luck runs out. I think a good lesson here, is keep your feet awake during landing. In the last moments of the landing, you need more rudder input as your airspeed is less. In helicopter training I learned just how important your feet are in all phases of flight. Lastly, on the first bounce, add power DO NOT pitch down, hold her slightly nose up, and allow her to settle back down. And anyone who has not bounced on landing has not flown enough... 🙂
I bounced on my landing today. But held the pitch altitude and the airplane settled on the runway seconds after the stall horn. But I was ready to go around.
Full throttle automatically pitches your nose up with full flap landing config.... usually you are quickly pushing forward on the yoke to compensate. I think his loss of altitude on the go-around was because he retracted a notch of flap.
Of course every scenario is unique.... I'm just observing best I can from the video.
What I didn't notice was if he was closing the throttle immediately or just prior to touch down... that may have helped glue the mains...along with keeping the nose wheel up.
I bet you appreciated being on the ground once you got out of the plane lol
@@canconservative8976 I think what the original comment is talking about is adding a blip of power after the bounce to cushion the secondary flare so that you don't stall back onto the pavement like a rock. You shouldn't pitch down when doing this because you want to protect the front gear.
@@WinterTM Yes add a bit of power to cushion the second landing. Kinda like reseting the whole landing glide slope back to stable after the bounce. i agree.
I was reading a book, Ferry Pilot, by Kerry McCauley - excellent book for a pilot to read. So, the author was mentioning a saying from the aviation world: every pilot starts with two bags - one full of luck and one empty bag of experience/wisdom. Every time something dangerous happens, but you manage to escape, you take something from the bag of luck and add it to the bag of experience. The trick is not to run out of stuff from the bag of luck too soon, before the stuff in the bag of experience is enough.
My point is that it takes some courage to share this, but by doing so, you're very generous, by sharing with the rest some "goods" from your bag of luck. Even-though it wasn't pure luck, but I think you managed to save it well; It was mostly you saving it and maybe a bit of luck.
What I would do next: show this to an instructor, debrief it and go flying with him in similar conditions, so you can correct whatever you did wrong.
My assumption is probably flaring too early because of the wide runway (optical illusion), not maintaining a slight back-pressure on the yoke, so you bounced off the nose wheel, lack of directional control (rudder). I made those mistakes and I know very well how it feels. Right during my first solo, when I was taking off from a grass runway, which had a "pothole" somewhere in the middle - that pothole sent me right in the air about 10-15 kts earlier than my rotation speed, then i failed to keep the nose up, so the plane oscillated vertically once, then i got my s**t together and applied backpressure on the yoke, keeping the plane flying slowly in the ground effect till I gained speed and finally lifted. By the time I left the ground effect, my plane already drifted to the left past the runway limit (insufficient right rudder, because i was just focused to have it flying and not bounce any more).
Since then, I exercised with my instructor some short field takeoffs, rotating early and keeping the plane in the ground effect. Also, I managed to not be so afraid of applying as much rudder as I need in order to control the plane and not have the plane control me.
By the way you saved that, I truly believe you have a good sense of flying. You're gifted, but just need to "polish" your talent.
Good luck and clear skies!
Glad you shared. Anyone that criticizes this landing is not a pilot. I certainly learned from this too
Always land on centerline. Always land on centerline, Always land on centerline. As you slow, you progressively need more and more aileron to stop drift and rudder to stay parallel. If you have full aileron input as you are about to touch down, and you can't stay on centerline, you have exceeded the maximum crosswind capability and must land on a runway with less crosswind component. Fly by the numbers (critical for flying safely and like a professional). e.g stabilized approach speed plus 1/2 gust speed and always plan go-around if becoming unstable at any point. Your handling in this situation was excellent! A wake up call for many factors that you acknowledged. Soon you will welcome a few bumps and crosswind landings as the dynamic inputs will become natural with practice and will be fun and challenging vs terrifying. You did the right thing and prioritized airspeed on your go-around. Keep up the good work and always thrive to anticipate the airplanes reaction with predetermined inputs. That is being ahead of the airplane. Have fun stay safe and get your instrument rating too. Thank you for sharing your video, It brought back many memories.
Lots of lessons here - thanks very much for sharing your experience. Good job getting your head back in the game, becoming pilot in command and creating a safe outcome.
It could've been much worse had you not decided to go around. It might've been late, but you still made the right decision.
This is how you know you're going to be a good pilot. You assessed and managed to make the right call to add power and go around. A bit more authority on the controls will come and you'll nail it.
Wow! I felt your tension. Don't worry about the commercial aircraft, your life is more important than them being a few minutes delayed! Wise to take a minute to collect your thoughts and pray! I felt the relief when you landed.
Thanks for sharing,it helps. It’s not uncommon for students to go through what you dealt with or something similar including myself. It’s just a learning experience and now you know more about yourself. Good job!
Right. Just not at 140 hours.
It takes courage to put this up for all the armchair experts to poke fun at. You are indeed lucky to not have crashed, and I think your awareness of aircraft energy state in that moment would have been low. The key error here was reaching for the flaps and raising them - you did that in an automated way that is clearly a training error. Botched go-arounds are a big issue. Each item needs to be considered and in the case of flaps very carefully handled. Qualified CFI.
I've only had to delete one comment so far :) Yeah, the flaps mistake was a misunderstanding on my part of a recent conversation and similar experience with a different CFI. Just part of the learning process. Just glad I was able to learn from it.
I slightly disagree, but I see your statement as mostly correct. I don't think the flaps were the sole issue here. It was the flaps in combination with that pitch attitude and already in a very low energy state. He had a reasonable delay between adding power and retracting some of the flaps so there was no issue specifically with that (unless he retracted all of them, and in that case, my entire statement here would be disregarded). Considering he was already at a low speed and bouncing, it's not like a typical go around where you can arrest your descent rate pretty quickly.
What should've been done here is full throttle, hold it in ground effect, retract those flaps (compensating with yoke as needed of course) one at a time (if experienced and you know your numbers, you could go straight to the go around flap setting too as he probably did here) and then climb out when safe to do so. He got everything correct, except the pitch (again, unless he retracted the flaps completely and all at once, but I couldn't tell from the video). This sort of procedure is not something that can necessarily be practiced since we can't purposely bounce the plane, but the startle factor is real, as was displayed in this video. I think he did a good job correcting considering the mistakes made.
@@bulletbling I retracted 10° of flaps. It was a training error and more of a misunderstanding on my part of a similar scenario. At that point in time, I also didn't really understand the power of ground effect. We've been practicing that recently with soft field takeoffs.
There's no doubt I will never let the plane bounce like that again. It was a desperate attempt, not have to do a second go around. And that decision was based on my exhaustion and lack of rational thinking under the circumstances.
Though I made lots of mistakes, I'm grateful that no harm was done and that I learned far more than I would have under normal and simulated circumstances.
@@bulletbling I watched it again. 3 bounces, then aborting - 2 secs to add full power, then it looks like full flaps back to 3/4 flap immediately (its a 177B Cardinal / O360 180hp engine). A bounced landing recovery and go-around should be part of normal training. It happens and the correct sequence and timing of actions is essential to surviving the experience. All students do them at some point, so this is the opportunity to learn and practice.
Also remember on a go around that you really don’t have to be in a hurry to go back up. The airplane is in a low energy state and won’t really want to just climb. What I like to do is think “push”. Basically just get the power back up to full (push the throttle) and also push forward on the yoke to keep the airplane flying. You really don’t want that nose coming up until you’ve got your energy back up. Just push the airplane to fly down the runway, gain altitude and slowly start retracting the flaps when it’s got enough airspeed to do it safely THEN start climbing. In reality this only takes a few seconds, but slow down and remember it’s not a race to start climbing again. Take your time and do it right. You got a whole runway in front of you.
That first try looked like you had nailed the landing. Maybe you had too much speed, we can't tell but you could have bled that off. Anyway, the go around was a good decision. And never let the fact that there is an airliner make you change what you need to do. You are just as important as a 380.
I'd like to know what the Moxy (Breeze) pilot thought of the whole thing!
Trust me. (S)he didn't notice or care.....
Nicely done. Can’t imagine what was going through your mind after the bounce, stall, recovery….. but you pulled yourself together and landed perfectly. You took what could have been a terrible story and made it positive.
Fatigue can creep up on you and while mistakes were made, you managed to recover and climb out. Agree with other comments about expectations of a student flying 6 hours - all thise years ago when I passed my GFT (1995) my CFI shook my hand "now comes the tough bit, you have a licence to learn' keep current and know your limitations (heath, weather and never be afraid to say NO)! Flying is a learning curve, everyone makes mistakes - you learnt a big one today and you managed to land. Clear and concise RT is really important, good luck my fellow aviator.
As a fellow Cardinal owner and bouncer, thanks for sharing. As I stated I have done a porpoise and watching your video gives me some ideas of how I might have gotten there. I have a 68 that has been converted to 69 spec. So 180 with power flow and fixed prop. Reach out if you want to chat offline regarding the bounce. Glad you saved it.
If I could give you some advice it would be to never stop using your trim, even on approach to landing. In the airplane I currently fly, it needs lots of nose up trim to get into the flare smoothly and settle properly. It comes with the understanding that if you need to go around you'll have to fight that trim a bit, but there's a sweet spot to hit for every aircraft. When you're exausted after a long day of flying, it's important to remember all the tools you have - trim is certainly a big help if you can use it properly, a little bit goes a long way. Like everyone else has said though, nice recovery and that's quite a pair you have to post this online, I think we all know it's stuff like this that helps everyone improve.
When i saw this video i thought the same, the trim ! The yoke is nearly pulled to maximum extent
Yea. Not a lot of trimming going on.
Excellent job at keeping calm, remaining task-focussed and not allowing yourself to get emotionally overwhelmed by what happened. Its usually easier said than done.
At the end of the day it's pilots like whom posts these videos that help the rest learn. Kept his shit together and didn't continue to try and "save" the landing. He took control of the situation and performed a successful go-around and took a moment to settle himself back into full control. I'd fly with this guy any day....
Thanks for posting. I learned how to fly when I was 19 at Tillamook, ORE.. Now I am 75, and quit flying about 8 years ago with about 1,800 hrs. I was a SEL INST rated PP. I, too, had more than one "meeting with Jesus" while flying. Best of luck with your flying experiences.
Thanks for sharing! That's a valuable lesson. I flew in that region a lot in the past. I made a bad mistake on a Cedar City to Spanish Fork flight since the fatigue can really hit you on those long stretches.
Training is exhausting at the best of times, but throw in a long flight and a diversion and it’s no wonder you sound exhausted on comms. Some great learning points for all students and qualified pilots so thank you for sharing this experience. You did very well to save it and then had the presence of mind to ‘take a minute’ before going again 👏🏻
Congratulations on posting this. Lots of important lessons for all of us here.
Besides the little problem you had, you did real well. Great radio work, very calm, corrected the problem you had without getting too excited. Want to share something with you that was given to me by PPL examiner 42 years ago. I have had it in my wallet since that day.
THOUGHT FOR THE DAY
I am looking for a place to happen. I lie in wait not only for the young and inexperienced but also for the bold and grizzled and all those in between. If you become complacent or careless or even inattentive for only a moment, I will be there when you least expect me. I am an accident. Don't let me happen to you.
This is what my examiner gave me right after the check ride. I have treasured it since then. Happy and SAFE landings!
Captain, B757
As a student pilot with 10 hrs in, this video is important for me to see. You took control and aborted that landing. My last landing (which was only my 4th one) I bounced like that without strong crosswind and my cfi just looked at me. Learn learn learn. I learned from this video, thank you.
You might try a different CFI.
Interesting decision decreasing flaps right away. It caused you to sink almost immediately. Good reaction lowering the nose to gain airspeed. It was on the limit.
On a go around I always like to say:
- "Positive rate"
"Once" (VSI)
"Twice"(Altimeter)
"Airspeed"
Check Airspeed indicator
Flaps:
Up ONE notch...
Repeat the process until you have flaps completely up.
It works and keeps you alive when going around!
Other than that, it was a great learning opportunity. It shows the importance of crosswind inputs.
Stay safe and happy flying.
B G, I'm a fellow GA pilot licensed in fixed and rotor wing. I admire your courage in self critiquing and in sharing this video with the world and for the armchair pilots to see. I only wanted to drop you a quick note from my own experience that may hopefully change your attitude in how you think of landings.
For me, every landing is a "rejected go-around". Think about that very carefully again. Every landing attempt is made against a continuously simultaneous attempt to reject it and go around. Every successful landing exists because the pilot has failed to go around despite looking for every opportunity to do so. That's how it should be. My advice is one should in principle look for and seek out reasons to go around. When landing attempts are measured against this more stringent way of the mind, you may gradually become more and more precise.
A final note is that every good landing is almost always preceded by an even better approach. If your approach isn't going right, you may wish to even abort your landing and go around as early as short final or even final. Set up your approach properly early on so that great landings become natural extensions of your approaches.
I applaud your decision to finish your PPL and you have a great mindset to fly safely. I hope you never lose this mindset even after obtaining your PPL and beyond. Blue skies!
Thanks for the comment and the perspective!
Thanks for posting, from a fellow 50+ student pilot. In a sea of perfect-landing RUclips videos, it's refreshing and brave when we get to see unfiltered real landings. I've had my share of bounces, and one of my solos to a nearby towered field ended in a porpoise and go around. I remember thinking how it was a seemingly beautiful approach that I was sure was going to be a greaser, and next thing you know I'm going full throttle and getting out of there. Doesn't take much to go from "looks good" to white-knuckled. I will say that having audio or video recording for debrief helps. In each case, it was usually worse in my memory than in the video. Congrats on the long XC. You must be getting close to the finish line.
Hey man, I just stumbled upon this video as well, similar to many others. And I have to say that I am very glad you're safe. Thank you for posting this video, on your last landing, I found myself rooting for you and almost teared up in joy when you touched the nose down. Thank god you're okay. I'm not a pilot but I play a lot of flight sim, hoping to get my PPL one day and you're absolutely correct, never stop flying the plane. I hope to have the composure that you do as I would've taken a lot longer to gain my thoughts back than you did. You've inspired me. Hopefully your journey towards your PPL is going well! Praying for you.
Go get it!
Thanks for sharing. I also own a 71 Cardinal. Great plane and I have also experienced the dreaded crow hop. I’m glad u shared, everyone can learn from it.
glad mini cams (go pros) were not available when I was a student. We had VHS Camcorders the size of a shoe box. Mad pops for posting this. The rudder is your friend. :)
Cheers from N/W Louisiana.
Glad you cleared that situation and thx for sharing! Great attittude to let us take part of you mistake that could have happened to anybody. I think, one of the main mistakes was a too early retraction of the flaps while you started your go around, this is why you (nearly) stalled.
Great learning opportunity; kudos for sharing. As difficult as it might have been to live the experience & share for all to see, it may become the one video that saves another from same or even worse. Go-around is a critical tool available in your tool box - never forget to use-it! Equally important, you overcame the challenge and exhibited excellent judgment and PIC command.
I haven't started my PPL training yet, life is a little chaotic, but intend to as soon as possible. These kinds of videos are a GREAT training tool! I can see what can go wrong and not just see how to recover but also read the comments of other experienced pilots to understand what's going on, how it happened, and the technical description of the resolution. Thank you so much for posting!!!!
I'm glad it all worked out Glad you were safe and thanks for sharing. Nobody's ego is bigger when it comes to flying a plane
You got that right..I have friend, who I grew up with, since five, we're both sixty-five. He's an attorney, and he doesn't understand what kind skill set it takes, to fly..so, I avoid really chatting with him, now.
Two phrases that should never be used together, “student pilot” and “auto pilot”. Your sole focus is learning to to fly and auto pilot would only lesson your education. You made some good decisions and your ability to keep it together and execute a go-around as well as tell ATC that you “need a minute” are excellent. I feel that some tail wheel trading would be very useful for you you as your approach and subsequent bounce and drift were all a result of lack of use of rudder. Good video, thanks for sharing.
Several have commented on the auto pilot. Maybe this will clarify a little more. The more I think about it, I am glad I used AP on the flight down. It gave me time to rest and relax and enjoy the fight down. I can't imagine how tired I would have been hand flying all the way there and back. The AP is heading hold only btw. I still had to maintain alt and speed. When I bought the plane my instructor and I flew it from NC to UT in 3 days. We used and didn't use AP along the flight. I am very comfortable flying the plane with or without AP. I never turned on the AP on the flight back as the turbulence was too much. This was simply my first time enduring that much and consistent turbulence.
Great display of airmanship focusing on flying the plane! Glad you posted as a learning moment for the rest of us and yourself👍👍
🛫📖🛬
Really proud of you 👍
Aviatie, navigate and communicate;
When it's a busted landing and a go- around as a must, that right hand must be on the throttle, but remember your left arm can be a weight that you don't consider, that will lead to pulling in left aileron and a lack of that right foot on the rudder can be a real surprise if you don't have the nose pushed forward when you bust into the power. It's definitely a trade. The instinctual pulling back on the yoke have killed so many people. But you're going to be fine.
It's humbling but in my case, after a very hard landing and a couple more before we could get it stopped, didn't leave me feeling like a Lindbergh. No telling what the passengers were thinking but I knew I wasn't coming out of that cockpit till we were empty.
No matter how experienced you get stuff happens.
Praying for your family member with the cancer hope you have many happy and safe landings.
📖🛐✈️
Hats off to you for posting this. You will never get old enough to do all kinds of mistakes by yourself. By sharing this with us you’re giving viewers the possibility to learn from this. And you did for yourself. That’s a great attitude and you’re on a good path to become a skilled aviator.
I know that adrenaline rush must have been insane! Glad you were able to save the plane and keep calm. Hope this didn’t discourage you from flying!
This whole thread is giving "dear intern" energy and as a baby student pilot trying to perfect landings this is so comforting to see. SO glad you are safe and serious admiration for posting this!
Thank you for posting this. You excell on being a humble pilot. Cheers
Notice that the bounce was probably, among other things, caused by the crosswind. It came under your wing from the right and made your left main touch taking you by surprise. It's also interesting to note that before you got to around the hangar level, there was very little or no crosswind at all (which probably made the flare drift even more confusing). That's what I think you failed recognize and subsequently got startled from. Second time around, you still didn't correct for it, but you allowed yourself room by coming right of centerline. Not desired, but it worked and congrats on a safe walkable landing.
So what do you take away from this? You take away that crosswind correction is a must and it's almost better to treat every landing as a crosswind one, applying even minuscule correction just to get the muscle memory on it. It's not a yes/no is there crosswind, apply correction otherwise don't worry about it kind of thing.
Finally, awesome job on going around, collecting yourself and most of all sharing this with everybody.
Thank you for sharing. I'm a very new pilot (4.6 hours so far) so I have a very long way to go. Glad you were willing to share.
Well done for both keeping your composure and going around to make a good landing, and for posting the video for everyone to see and learn from. It's through people like you who share their experiences that make aviation such a safe place.
You recovered well. Clearly fatigue played a roll in this incident but your quick reflexes saved the day. Im not sure if proceeding with the landing would have been the better choice since this was VERY close to an accident but you didnt stop flying the aircraft, committed to your go around and stayed calm which is very important
Did the right thing reapplied full power went for the go around and never stopped flying the plane good job brother 🤘🤘
Thank you for sharing. You did a great job of flying the airplane and letting that nose come down to avoid a stall. That for most is the hardest thing to do when your facing a tough situation. A lot of lessons in this video. We’ve all been in a similar situation along the way. Nice job.
The amount of sphincter puckering i did once you started pitching negative over the grass for a second would make any kegel exercise trainer impressed. Glad you recovered.
Hi. Great respect for sharing this.
As a fellow pilot, I hope you don’t mind if I share some things that have helped me in the past. Firstly never attempt to put it down after a second bounce. Always go around. The bounces will get progressively worse and you’ll most likely get a prop strike or worse. Take the time to smoothly apply power, (not quickly all at once) pitch up and then clean up when you have a positive rate of climb and go around. Just think of it as another 5 minute bonus in your log.
Also, try this. When you start your round out, instead of looking where you wan to touchdown, consciously move your gaze to the far end of the runway keep it there holding the same pitch attitude whilst gradually reducing the power to idle and the plane will sink gently to settle on its mains.
All the best
Looking to the far end of the runway is something I forget almost every time. Working really hard on that one. Thanks!
@@bg1788 Thanks I hope I help!
Me too! Once I made myself to be sure to look out towards the end of the runway, my landings improved greatly! Thanks for bravely posting this!@@bg1788
Well done and a good outcome. You kept your head, powered on when you'd bounced and made a mistake and realised the only way out was to fly the plane and try again for another circuit which gave you time to clear your head and set up for a midline approach and smooth touchdown. You were not the first pilot to do that and you won't be the last, so don't brow beat yourself. It was a good learning experience when you were tired but you've now learned and you can fly again. Praise the Lord for His grace to you that day. Thank you for sharing your story that it may help others both students and seasoned recreational pilots in what to do in that situation. God bless you. 😊
Love this! What’s a great learning experience for all of us. I’m 60 hours in and finally maybe feeling like landings are coming together. I’m so so glad you posted this. Great reminders. ❤
That sucks. Appreciate you posting this and letting us all learn from it. Than you.
Welcome to the club Brother! “There are those who have and those who will”! Blessings
I have a tendency to let go of control after touching down. This is fine when winds are good. But I have to learn my lesson for the crosswind situation. I hope I take away something from here. Thanks for posting.
Thanks for sharing. Yep most of us had a fair share of those bounced landings particularly in crosswind when you come in faster.
Like others said: Props to you for having the courage to post this.
If I may: Along with keep flying the airplane, hopefully you learned something about fatigue management and your own personal limits regarding flight time.
Phoenix, AZ
These types of videos can be life saving. Its one thing to read and listen to instructors, and another thing is to actually watch what happened and have a clear idea of what to do in those cases. Excellent job flying and making the decision to go around.
My 45 years of private flying I still have the odd bounce, but I never try to rescue it if it's getting worse, I always apply full power and go around, don't ever feel ashamed of doing it, you did the right thing.
Nice save, and very humble of you to show your mistakes and your process to overcome/correct them. Very instructive.
4 C's : Cram, Climb, Configure, Call. You did a good job not dumping your flaps and applying full power. I would teach that you should be judging the approach before committing to a landing and always being ready to go around when you are a new student pilot.
I was with you all the way down to the ground Sir! Great landing and PIC decision making.
Appreciate you sharing your experience. Glad it turned out alright for you.
Nothing more than admiration. There is no harder thing than pointing out your mistakes, but it is one of the most important things not only in aviation but in life, as it allows us to learn and progress. We all have had close calls, and those test our decision-making and build up our experience. All the best to you, and keep up that hard work!
Glad you maintained your cool & got down safely! Priceless lesson that will most likely save your life as you continue your aviation journey!
Thanks for sharing. There are a few errors here, most of which I have made.
1) After the bounce, it looks like you let the yoke come forward. It’s best to keep the back pressure and add power to counteract the porpoise.
2) When you decided to go around, you tried to climb away from the runway almost right away instead of adding forward pressure on the yoke and building speed.
3) You dumped the flaps before reaching climb speed and obtaining a positive rate of climb.
I came here to post, but everyone has already said the important stuff! I'll just re-iterate that the best thing you can have going for you is humility and a willingness/desire to learn from your mistakes. You've got that in spades! You're doing great.
That ATC? Total pro. And you saved your own butt by remembering your training. Good on you.
I have done the porpoise once and now after the first one its full power and go around. It's one thing to be taught this in a class and another to be taught this in life. Great job going around and thank you for sharing.
Good work! Never stop flying the plane until the wheels are chocked. :-)
it takes a lot to put something like this out there, but a ton of respect for it. We all make mistakes and it can really suck and make us question our abilities and what’s wrong w us, but owning up to it and learning is all we can do. Even professionals mess up, it happens, but it’s what makes us better and putting your mistakes out there helps others to be safer. Wish you the best sir!
You did exactly what a proffessional does. Stayed calm and flew the aircraft. I seen you make alot of excellent decisions. Great learning experience though it shook you up you triumphed. Kudos..Captain!
Looks like the pilot here needed more “flare” (arrest descent) at the bottom and more correction for crosswinds from the right which pushed him to the left of the runway. Good call on the go around as the landing became unstable.
PS: Trying this at home (on the simulator) is among the best ideas that anyone can do. DO try this at home.
Kudos for posting this so others can learn.
thank you for sharing this experience. one thing i noticed that may help you in the future: your ipad is blocking your lindberg reference. you may want to consider moving it because takeoff and landing is super important to have that reference in a small aircraft in my opinion. i hope this message finds you well. good job saving that landing and making the right decision to recover!
Thanks for sharing this and impressive job recovering from the balked landing. Lowering the nose so low and with a strange sight picture must've been difficult. You're a good pilot
Glad you made out OK! That is the most important thing! Regarding the flight, take your time to process, debrief and go back to the air when you feel so. There are several learnings from this, including even before the ARC occoured.
As pilots, we should be more open about this so other can learn, as most of us will not be able to do all the errors and make out alive. Thank you for posting this.
Those Cardinals like to bounce, don't they? On my last flight in mine, I did the same thing. Came in with a lot of weather build-up and navigation from a cross-country. The airport was clear and no crosswind, but I was tired from navigating around everything. The landing looked perfect until the bounce. I learned by watching your video. And one of the things I absolutely loved was you telling ATC to give you a minute before turning right cross-wind. No reason in that situation to rush it. Gain some altitude, take a breath, pray, then right turn!
My heart started racing when you started moving off-runway to the left. Glad you’re ok.
Nice and apropriate decision. Believe or not, week ago I screwed two landings on the familiar airport, in nice weather and no airplane problems, so I decide to come back to my home airport and no longer try. My friend call me by radio and helps land there by supervising me. Biggest part of problem was strong overconfidence on my side... Too many last minute decisions related to flight and also 8months pause on this exact type. You are student pilot, I have 160hrs... Very dangerous time for pilots as we start to think we are no longer beginners. Wrong. We are learning all the time and need to stay respectfull, so thank you very much for video. Keep yourself safe and enjoy flying.
Thank you so much for posting this! Way to keep your cool! I’m working on my PPL in Colorado, ~20hrs, and really appreciate the real world sharing. Thanks for sharing 😅
Good learning experience, and great that you kept going and worked through it. Many good comments in here and I will add that no configuration changes (except for trim) should be made until you are safely in the climb. Trim is most important as it is probably set to the nose up range when you put all that power in. Great way to enter a stall. Keep learning!
Man, your ADM was excellent: you chose to go around as soon as it started porpoising; you got the nose down just enough when it was approaching a stall, even though you were near the ground; and you told tower to stand by while you focused on flying the airplane during the go-around. That's the kind of pilot I like to fly with.
Thank you for sharing! It takes a lot of guts to post something like this but biggest thing is that you and everyone else can learn from this. My biggest thing… don’t worry about the commercial flight!!! Aviate, navigate, communicate! Don’t worry about the others that are sitting there waiting to take off, you are the one who matters when you’re on final!
Good job maintaining composure, glad for safe outcome and yes, you are always flying if the prop is spinning.
You have a good attitude... It's admirable that you posted this regardless how embarrassing the fuck-up might be. Putting our mistakes out there can help so many people avoid the same...
Well handled, excellent choice on rec go around and the recognition that you needed a minute.
Only other i noticed for next time was the flaps - retracted while still at low energy - which is why the secondary sink after the choice to go around. Wait a bit for airspeed to recover, and/or retract in stages. But the recovery from that was very well done too.
💪👏
Thank you for posting this. I'm 60 and getting close to solo. Seeing this helps me realize that these kind of things can and do happen and that there is no need to panic ... Just keep doing what we've all been training for ... Always fly the airplane! Thanks again!
To be able to keep your composure after the botched first attempt shows that you’ve got the mental toughness for this.
I was flying in August 2019 around the pattern when the winds shifted pretty quick the runway that I could’ve used was out of service the crosswind was really wicked I was very close to crosswind capacity of the aircraft I came in with a little too much power I purposed and struck the prop. Thank God I was ok but pretty embarrassed and the paper work that followed it shook me up didn’t go up until around Christmas time of that year, I was over confident because I was cruising through my training but went back to square 1 at my request with an instructor I learned the hard way, thank Gid your Ok and ty for showing this.
Very very good decisions made to divert to a towered airport with a big runway. Some days are just like this. Lessons learned here will be super useful as you continue your flying adventures :)
Kudos to this guy for sharing his anxious moments. As a lifelong instructor/examiner, I have seen the fear of landing properly syndrome play out more times than I can remember. Root cause - inadequate instruction. Pilots should be taught that they fly aeroplanes gravity does the landing. In other words, no one should be allowed to fly solo until they can demonstrate understanding and mastery and control of airspeed, rate of descent, the flare, directional control following the round out, and, most importantly, ensuring that ALL the power is OFF following the roundout. They should also know that the landing is an option and a go-around is always possible.
I'm so glad this was a happy ending! Thank you for posting this video, as it helps others who are learning to fly. In addition to what everybody else has said, I noticed that there was a lack of cross-controls being used for the crosswind. See if you can get an instructor to go with you on strong crosswind days to get brushed up on keeping centerline during heavy crosswinds. Again, I'm so glad that you kept a level head and knew not to pull during this low airspeed situation. You did excellent on the recovery. You know the saying, any landing you walk away from....
Definitely working on my crosswind. That is one thing I missed with this landing, I did not recognize I had a crosswind.
WELL DONE! AVIATE, NAVIGATE, COMMUNICATE! I bounced 3 times on my third solo cross country into the wind off the ocean in Rhode Island. Had to shoot the landing just below TPA due to strong winds. FBO guy told me to relax, get a soda and shake it off. It happens to every pilot.
Thanks for sharing ! Underscores the critical nature of pilot skills and decision-making during challenging landing situations.
5 knot wind, that could have been 10 degrees off the nose on the other runway?