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.
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.
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
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.
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.
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
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.
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.
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 cannot think of the right words to sum up your brilliant humility. To accept that things didn't go right, give a narrative as to why and then go and try again is something that all of us Private Pilots should take note of. Bravo Sir, we all never ever stop learning and this a fantastic reminder that no matter how long we have been doing this we all have bad days. Best wishes to you and yours from Portsmouth, UK.
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.
@@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.
@@willowuwu 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.
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.
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.
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.
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.
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!
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.
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.
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....
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.
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
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
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.
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!
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.
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.
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
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.
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.
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!!!!
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.
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.
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!
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.
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 👏🏻
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!
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!
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.
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.
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. ❤
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.
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.
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.
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.
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.
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.
Remember the first time I landed on a short strip, it was on my cousin's private landing field,he has crop dusters, it is about 500 meters long, with a creek at the beginning.I had only landed at the airports, but I was sure I could do it there, but was kind of nervous, landing on a runway 50 meters wide on to one only three meters wide there's for sure a big difference, and there I go, I was doing fine until I went over the creek, the plane sunk, and I lost control, but I thought I had it under control, and it went bouncing, and I was just keeping it from going out the strip, and trying to sit it on the ground, almost had it when I saw my cousin's two planes right in front of me, somehow I forgat to look forward, and was going around 40 mph, just applied full flaps, and don't exactly know what happened but I missed those planes for about half a meter, I thought I was a gonner
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.
Very brave of you to post this video! You are the kind of person who makes aviation safer for everyone. Many new pilots watching this video will benefit and learn from it. As somebody who is just now approaching 500 hours and still very green to flying, I can appreciate the situation you were in. Im sure many people in the comments will have said much the same, but I wanted to make sure you understand you never need to feel intimidated by larger commercial aircraft. The people flying those planes were once in the same place as you are now. Anyways, best of luck in your training!
Thank you very much for sharing, it takes a lot of courage and humility! A huge game changer in my landing improvement came from adding 2 scrolls of nose up trim on short final. Also a huge shout out to that controller, he must have been a huge factor in keeping the situation calm and collected. Cheers mate, you're living the dream!!!
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.
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
Thanks for posting. Everyone can learn from this - particularly from your personal attitude! Incredible for a student pilot. Excellent decision making. We all make mistakes, and that will never change, it’s about how you deal with them at the time - and how you learn from them. Going around is NEVER the wrong choice. It may dent your ego, but that’s way better than bending an aeroplane.
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!
Excellent décision making with the go around and well done on the last one. Nothing to be ashamed about, you did good. Time and practice all you need, like everyone else 👍👍👍
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 😅
Posting this does indeed show the humility necessary to be ready to learn. For that, congratulations. I remember being a low-time PPL and knowing my crosswind landing technique was inadequate to the challenges of moderate crosswinds. I lacked confidence. I could butch my way through the crosswind landings with rote technique but I lacked true knowledge of what was happening and what I was trying to make the plane do. As a result, I lacked confidence and more importantly I lacked skill. That feeling sucked. Your crosswind technique shows the same thing. You don’t really KNOW what you’re doing in a crosswind. I don’t say this to be cruel. But you need to hear this, heed it, fix it, and then you can land in these conditions with confidence. Instead of being stressed you will learn to relish the opportunity to flex your pilot skills and enjoy landing in these conditions. The comments show a lot of support for posting this but I have not seen a single comment that tells you why things ran off the rails and what you need to do to fix this. Let me take a stab at it. Please get proper crosswind training from a good CFI. At touchdown on the first landing, you were crabbed still at the moment of touchdown. And throughout that first landing, you had some aileron correction but you didn’t use everything that was available to you. It was tentative and half-hearted use of the controls. In a cross wind, remember that bank angle is used to control drift across the runway. And we use the rudder to align the centerline of the airplane with our desired heading - usually we want to have the longitudinal axis of the aircraft parallel to the centerline of the runway. We adjust bank to control drift across the runway and we use the rudder to point the plane. And while we’re doing this, we still continue to flare so we bleed airspeed and touch down on the main landing gear first. As you drifted from right to left across the runway, you needed more bank angle to eliminate the lateral (sideways) movement. That bank angle produces a horizontal component of lift (HCL). And it is that HCL that we want to be equal to and opposite of the crosswind component of the current wind. If you’re stil drifting, then the crosswind component of the wind exceeds the current HCL. So you need more bank angle to produce more HCL. You do that with the ailerons. That’s how you control bank angle. So, in this case, you had plenty of additional roll control available (the ailerons were not maxed out to the right) so you could have added more aileron which would have given you the HCL to counteract the crosswind component of the wind. Two more things: as you add bank angle (to the right), the plane not only rolls to the right, but the heading will move to the right. But you don’t want that. You want to keep going straight. So you need more opposite rudder. In this case, more left rudder, to keep pointing straight down the runway. It’s a little bit of a dance. You will increase and decrease bank angle to control drift. And as you do that, you will increase and decrease opposite rudder input to keep pointing straight down the runway. As you gain experience and ability, you will make small, subtle continuous changes in bank angle moment by moment. In time, this dance becomes fun. But you can’t improve if you don’t really understand what’s going on. The second thing was that you were flat at touchdown. In fact, you were a little nose low. How do I know this? Simple, you didn’t have much decent rate yet you still bounced. You had stopped flaring because you wanted to get on the ground quickly so you could maintain directional control with the tires and brakes instead of with the ailerons and rudder. People tend to land flat when they’re in a hurry to get on the ground. Some CFI probably told them that you need to land faster in a crosswind. Nope. If you can control drift with ailerons and alignment with rudder, then you don’t need to be in hurry to get on the ground and you can flare properly and touchdown on the mains. However, flying more slowly required you to know what you’re doing with the controls (as described above) and have the will to use the full controls if necessary. Yes, as you fly more slowly the controls become less effective so you need more control input to get the required effect on the plane. I promise you, this can be fun. It took one decent ground lesson with a quality instructor and then one flight with him to learn this. And I have never worried about crosswind landings again. How will you know if you have a good instructor who is up to the challenge of teaching you this? Easy. If they’re not using the word “horizontal component of lift” and “bank angle” and “crosswind component of wind” then they really aren’t explaining to you what’s going on. Good luck. Learn this and you can fly with confidence.
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!
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.
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.
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.
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!
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.
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!
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.
When people talk of adding power to go around, I mentally remind myself they actually mean at THE SAME TIME add Power, Right rudder and forward yoke pressure to keep the correct angle of attack. When flying at take off safety speed in ground effect then start to climb and reduce flaps slowly. Depending on how plane is trimmed a lot of forward yoke pressure may be needed. Dont communicate until plane is well under control (usually also means trimmed) as you wont take in a complex instruction from Tower in the early phase. This is one of the best aviation videos I have seen for a while. Well done Sir.
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.
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.
Good job. Pilots make mistakes. You learned from this, and took the time to share so that others can also learn from it. It's rough when something bad just happened, but you're still PIC. Keep your head in the cockpit, fly the plane. You made a bunch of good calls in this video. Well done.
Thank you so much for sharing this. Very useful knowledge and possibly even life saving. You graciously sacrifice your pride for the good of all that love aviation. Truly an awesome move on your part👌🏼
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
Great job! You had the presence of mind to make the right decision under extreme stress and not panic. I don’t fly but have participated in other dangerous sports and it often the ability to not panic that makes the difference between life and death.
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.
3:47 The sink corresponded with that switch selection you made. I'm not sure exactly what it was, but I'm guessing it was the flaps. You were so slow after bouncing that it couldn't stay airborne without that extra lift, and so you entered an incipient stall which you had to counter by lowering the nose and descending. It's an easy mistake to make, but the takeaway is we all need to be slow and deliberate. Get the aircraft flying then continue our 'go around' patter. Thankfully you have good hands so you didn't allow a full stall to develop, and you safely managed the whole event. It's one of those things, chap. Thanks for sharing.👍 Edit: The elevation at KPVU is also 4500'!!! Yikes. No wonder it didn't fly well.
Thank you for your courage posting BG. I remember doing go-arounds in an early 70s 172 which had 40 degrees of flaps available which made that maneuver "interesting". Also, when I transitioned from the 172 to the Piper Warrior, the latter would float like crazy due to the stronger ground effect from the low wing configuration - Taught me that precise airspeed control was the key to not floating in the Warrior. Always remembered the Cardinal RG had delightful ailerons but heavier pitch feel in the flare and required more effort to hold the nose up throughout the flare.
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
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.
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…
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.
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.
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
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?
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 cannot think of the right words to sum up your brilliant humility. To accept that things didn't go right, give a narrative as to why and then go and try again is something that all of us Private Pilots should take note of. Bravo Sir, we all never ever stop learning and this a fantastic reminder that no matter how long we have been doing this we all have bad days. Best wishes to you and yours from Portsmouth, UK.
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.
@@willowuwu 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.
Did the right thing reapplied full power went for the go around and never stopped flying the plane good job brother 🤘🤘
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.
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.
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.
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.
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
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.
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!
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....
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.
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.
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
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.
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.
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.
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.
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
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.
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.
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!!!!
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.
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.
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!
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.
Nice save, and very humble of you to show your mistakes and your process to overcome/correct them. Very instructive.
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 👏🏻
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!
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!
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.....
Great display of airmanship focusing on flying the plane! Glad you posted as a learning moment for the rest of us and yourself👍👍
Welcome to the club Brother! “There are those who have and those who will”! Blessings
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.
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. ❤
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.
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.
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.
Thanks for posting. Far more useful than all those "nailed it" vids. This is how we stay humble and learn.
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.
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.
That sucks. Appreciate you posting this and letting us all learn from it. Than you.
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.
Thank you for posting this. You excell on being a humble pilot. Cheers
You kept it together...good job. We've all been there, makes for great hangar flying stories. Stay with it. Don't let this flight scare you off.
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.
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!
Nice work remaining calm under pressure and then assessing all aspects of the flight. Thank you for posting this.
Remember the first time I landed on a short strip, it was on my cousin's private landing field,he has crop dusters, it is about 500 meters long, with a creek at the beginning.I had only landed at the airports, but I was sure I could do it there, but was kind of nervous, landing on a runway 50 meters wide on to one only three meters wide there's for sure a big difference, and there I go, I was doing fine until I went over the creek, the plane sunk, and I lost control, but I thought I had it under control, and it went bouncing, and I was just keeping it from going out the strip, and trying to sit it on the ground, almost had it when I saw my cousin's two planes right in front of me, somehow I forgat to look forward, and was going around 40 mph, just applied full flaps, and don't exactly know what happened but I missed those planes for about half a meter, I thought I was a gonner
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.
Very brave of you to post this video! You are the kind of person who makes aviation safer for everyone. Many new pilots watching this video will benefit and learn from it. As somebody who is just now approaching 500 hours and still very green to flying, I can appreciate the situation you were in. Im sure many people in the comments will have said much the same, but I wanted to make sure you understand you never need to feel intimidated by larger commercial aircraft. The people flying those planes were once in the same place as you are now. Anyways, best of luck in your training!
Appreciate you sharing your experience. Glad it turned out alright for you.
Thanks for sharing. Yep most of us had a fair share of those bounced landings particularly in crosswind when you come in faster.
Thank you very much for sharing, it takes a lot of courage and humility! A huge game changer in my landing improvement came from adding 2 scrolls of nose up trim on short final. Also a huge shout out to that controller, he must have been a huge factor in keeping the situation calm and collected. Cheers mate, you're living the dream!!!
Thanks for sharing ! Underscores the critical nature of pilot skills and decision-making during challenging landing situations.
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.
Glad you maintained your cool & got down safely! Priceless lesson that will most likely save your life as you continue your aviation journey!
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
Thanks for posting. Everyone can learn from this - particularly from your personal attitude! Incredible for a student pilot. Excellent decision making. We all make mistakes, and that will never change, it’s about how you deal with them at the time - and how you learn from them. Going around is NEVER the wrong choice. It may dent your ego, but that’s way better than bending an aeroplane.
Cool and collected …good save..I felt you had a crosswind component from the right …the right rudder is your friend… keep up the good work!
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!
Excellent décision making with the go around and well done on the last one. Nothing to be ashamed about, you did good. Time and practice all you need, like everyone else 👍👍👍
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 😅
Posting this does indeed show the humility necessary to be ready to learn. For that, congratulations.
I remember being a low-time PPL and knowing my crosswind landing technique was inadequate to the challenges of moderate crosswinds. I lacked confidence. I could butch my way through the crosswind landings with rote technique but I lacked true knowledge of what was happening and what I was trying to make the plane do. As a result, I lacked confidence and more importantly I lacked skill. That feeling sucked.
Your crosswind technique shows the same thing. You don’t really KNOW what you’re doing in a crosswind. I don’t say this to be cruel. But you need to hear this, heed it, fix it, and then you can land in these conditions with confidence. Instead of being stressed you will learn to relish the opportunity to flex your pilot skills and enjoy landing in these conditions. The comments show a lot of support for posting this but I have not seen a single comment that tells you why things ran off the rails and what you need to do to fix this. Let me take a stab at it. Please get proper crosswind training from a good CFI.
At touchdown on the first landing, you were crabbed still at the moment of touchdown. And throughout that first landing, you had some aileron correction but you didn’t use everything that was available to you. It was tentative and half-hearted use of the controls.
In a cross wind, remember that bank angle is used to control drift across the runway. And we use the rudder to align the centerline of the airplane with our desired heading - usually we want to have the longitudinal axis of the aircraft parallel to the centerline of the runway. We adjust bank to control drift across the runway and we use the rudder to point the plane. And while we’re doing this, we still continue to flare so we bleed airspeed and touch down on the main landing gear first.
As you drifted from right to left across the runway, you needed more bank angle to eliminate the lateral (sideways) movement. That bank angle produces a horizontal component of lift (HCL). And it is that HCL that we want to be equal to and opposite of the crosswind component of the current wind. If you’re stil drifting, then the crosswind component of the wind exceeds the current HCL. So you need more bank angle to produce more HCL. You do that with the ailerons. That’s how you control bank angle.
So, in this case, you had plenty of additional roll control available (the ailerons were not maxed out to the right) so you could have added more aileron which would have given you the HCL to counteract the crosswind component of the wind.
Two more things: as you add bank angle (to the right), the plane not only rolls to the right, but the heading will move to the right. But you don’t want that. You want to keep going straight. So you need more opposite rudder. In this case, more left rudder, to keep pointing straight down the runway. It’s a little bit of a dance. You will increase and decrease bank angle to control drift. And as you do that, you will increase and decrease opposite rudder input to keep pointing straight down the runway. As you gain experience and ability, you will make small, subtle continuous changes in bank angle moment by moment. In time, this dance becomes fun.
But you can’t improve if you don’t really understand what’s going on.
The second thing was that you were flat at touchdown. In fact, you were a little nose low. How do I know this? Simple, you didn’t have much decent rate yet you still bounced. You had stopped flaring because you wanted to get on the ground quickly so you could maintain directional control with the tires and brakes instead of with the ailerons and rudder.
People tend to land flat when they’re in a hurry to get on the ground. Some CFI probably told them that you need to land faster in a crosswind. Nope. If you can control drift with ailerons and alignment with rudder, then you don’t need to be in hurry to get on the ground and you can flare properly and touchdown on the mains.
However, flying more slowly required you to know what you’re doing with the controls (as described above) and have the will to use the full controls if necessary. Yes, as you fly more slowly the controls become less effective so you need more control input to get the required effect on the plane.
I promise you, this can be fun. It took one decent ground lesson with a quality instructor and then one flight with him to learn this. And I have never worried about crosswind landings again. How will you know if you have a good instructor who is up to the challenge of teaching you this? Easy. If they’re not using the word “horizontal component of lift” and “bank angle” and “crosswind component of wind” then they really aren’t explaining to you what’s going on.
Good luck. Learn this and you can fly with confidence.
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!
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.
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.
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.
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!
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.
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!
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.
When people talk of adding power to go around, I mentally remind myself they actually mean at THE SAME TIME add Power, Right rudder and forward yoke pressure to keep the correct angle of attack. When flying at take off safety speed in ground effect then start to climb and reduce flaps slowly. Depending on how plane is trimmed a lot of forward yoke pressure may be needed. Dont communicate until plane is well under control (usually also means trimmed) as you wont take in a complex instruction from Tower in the early phase. This is one of the best aviation videos I have seen for a while. Well done Sir.
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.
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.
Good job. Pilots make mistakes. You learned from this, and took the time to share so that others can also learn from it. It's rough when something bad just happened, but you're still PIC. Keep your head in the cockpit, fly the plane. You made a bunch of good calls in this video. Well done.
I was with you all the way down to the ground Sir! Great landing and PIC decision making.
Got lucky there. I’m sure you’ve learned as we all have. Thanks for the video. Hope your flying is going well. I fly in there in Sunday.
YOU THE BEST B G! Nothing like raw honesty and being humble about mistakes. It helps many pilots. New subscriber here. Thanks for sharing!
Thank you so much for sharing this. Very useful knowledge and possibly even life saving. You graciously sacrifice your pride for the good of all that love aviation. Truly an awesome move on your part👌🏼
Amazing post!
Although he was shaken up he NEVER hesitated to choose the safest option.
Taking notes!
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
I just randomly get this video recommended to me on the day of my first bounced go around. Thank you for sharing!
For what it's worth I'm a much better pilot because of my mistakes
Great job! You had the presence of mind to make the right decision under extreme stress and not panic. I don’t fly but have participated in other dangerous sports and it often the ability to not panic that makes the difference between life and death.
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.
3:47 The sink corresponded with that switch selection you made. I'm not sure exactly what it was, but I'm guessing it was the flaps. You were so slow after bouncing that it couldn't stay airborne without that extra lift, and so you entered an incipient stall which you had to counter by lowering the nose and descending.
It's an easy mistake to make, but the takeaway is we all need to be slow and deliberate. Get the aircraft flying then continue our 'go around' patter.
Thankfully you have good hands so you didn't allow a full stall to develop, and you safely managed the whole event. It's one of those things, chap. Thanks for sharing.👍
Edit: The elevation at KPVU is also 4500'!!! Yikes. No wonder it didn't fly well.
Thank you for your courage posting BG. I remember doing go-arounds in an early 70s 172 which had 40 degrees of flaps available which made that maneuver "interesting". Also, when I transitioned from the 172 to the Piper Warrior, the latter would float like crazy due to the stronger ground effect from the low wing configuration - Taught me that precise airspeed control was the key to not floating in the Warrior. Always remembered the Cardinal RG had delightful ailerons but heavier pitch feel in the flare and required more effort to hold the nose up throughout the flare.
Good job maintaining composure, glad for safe outcome and yes, you are always flying if the prop is spinning.
Nice example of keeping your composure and managing the situation vs it overwhelming you!
I love your videos and your honesty. Please keep them coming, and thanks for the help!
My home airport, good job on the go around….keep flying sir👏🏾👏🏾👏🏾👏🏾👏🏾👏🏾👏🏾