Yes, great advice. Unfortunately I think we all misinterpret the old "you have to stay ahead of the aircraft" axiom to mean "we have to make this aircraft do something right now". Staying ahead of it should always be a mind thing, and a physical thing only as needed. On the rare occasions my mind is right it's just flat remarkable that the aircraft does quite well by itself as my mind waits for the next bit of help the craft does need. And when that comes, your mind is already there and it's just not that big of a deal. Reverse that sequence and things can become a big deal in a hurry.
Thank you: that idea of keeping the upright straight ahead body and head posture and getting into the mind-set of the glide angle (and glide sight picture) and not staring at the runway target position (but retaining knowledge of it) is something that I appreciate and have to return to it all the time with reminders like this one.
How, sir? How do I do it? When it bumpy and the wing drops, what exactly am I supposed to do to keep the plane stable on approach but not overreact and overcontrol? Or when the speed drops due to a gust? I need the specifica, what input and how fast please.
The theme of the video makes the point that most of the certified airplanes most pilots fly are inherently stable. The airplane will typically respond to a "gust or bump" with a self correction to return to stability; however, the pilot must have the airplane properly trimmed. Do not fly your airplane out of trim . That means set power for constant level, climbing or descending flight and use the elevator trim control to select a constant airspeed . That instruction is non-negotiable when setting up for a final approach to landing. When pitch and power are set correctly, take you hands off the controls and be amazed at your outstanding piloting skills - even on short final on a "windy" day.
@@JimAlsipMCFI Thank you for your reply sir. So if I can follow up: Are you saying that if I change power on final to adjust to the changing speed due to turbulence and change in wind, that this also produces induced instability? And 2nd, if I understand correctly, is holding the yoke steady equal to letting go when going through bumps that drop a wing to allow the aircraft's inherent stability to recover in due time? Meaning does both letting go and holding steady and not moving the yoke have the same effect? Btw I have to say it's very difficult to trust it will recover that low to the ground. But maybe I need more than 160h of TT. Thank you in advance!
Yes, great advice. Unfortunately I think we all misinterpret the old "you have to stay ahead of the aircraft" axiom to mean "we have to make this aircraft do something right now". Staying ahead of it should always be a mind thing, and a physical thing only as needed. On the rare occasions my mind is right it's just flat remarkable that the aircraft does quite well by itself as my mind waits for the next bit of help the craft does need. And when that comes, your mind is already there and it's just not that big of a deal. Reverse that sequence and things can become a big deal in a hurry.
Thank you: that idea of keeping the upright straight ahead body and head posture and getting into the mind-set of the glide angle (and glide sight picture) and not staring at the runway target position (but retaining knowledge of it) is something that I appreciate and have to return to it all the time with reminders like this one.
Great advice! I'm learning to fly a glider and what you say applies double to the huge lift surfaces of a glider.
enjoy your videos! thanks!
How, sir? How do I do it? When it bumpy and the wing drops, what exactly am I supposed to do to keep the plane stable on approach but not overreact and overcontrol? Or when the speed drops due to a gust? I need the specifica, what input and how fast please.
The theme of the video makes the point that most of the certified airplanes most pilots fly are inherently stable. The airplane will typically respond to a "gust or bump" with a self correction to return to stability; however, the pilot must have the airplane properly trimmed. Do not fly your airplane out of trim . That means set power for constant level, climbing or descending flight and use the elevator trim control to select a constant airspeed . That instruction is non-negotiable when setting up for a final approach to landing. When pitch and power are set correctly, take you hands off the controls and be amazed at your outstanding piloting skills - even on short final on a "windy" day.
@@JimAlsipMCFI Thank you for your reply sir. So if I can follow up: Are you saying that if I change power on final to adjust to the changing speed due to turbulence and change in wind, that this also produces induced instability? And 2nd, if I understand correctly, is holding the yoke steady equal to letting go when going through bumps that drop a wing to allow the aircraft's inherent stability to recover in due time? Meaning does both letting go and holding steady and not moving the yoke have the same effect? Btw I have to say it's very difficult to trust it will recover that low to the ground. But maybe I need more than 160h of TT. Thank you in advance!
The music in the background forced me to stop the video and leave.
So sorry you are disappointed. 🙄
Stop already with the hyper voice inflection, you sound ridiculous. Just speak.
rainagrant3 My apologies but this video was not meant to soothe you to bed but educate.
What are you, Roger Ebert?