This ONE Technique Instantly Improved My Landings
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- Опубликовано: 22 май 2024
- Landings can be the most exciting or sometimes most troublesome part of flying... everything comes together in a few VERY important moments. But with some practice and the right approach (literal and mental) they can be the easiest part of flying and certainly the most fun.
In this video I share one incredible piece of advice I got from a longtime friend, instructor, and mentor that immediately changed the way I look at landings. My technique got better and my ability to go out and practice them also improved significantly as well. I hope this video helps you make softer and more accurate landings! I'm confident it will.
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I failed my first check ride because I failed my short field landing. Took a lesson with a new instructor and while watching him demo a landing it clicked. Airspeed with pitch, rate of descent with power. We are taught this but I wasn't separating the two. Now I can put the plane down anywhere I want. I passed my second check ride three weeks ago and have been loving every second of flying. Lots of great advice in the video and the comments. This was the final thing I needed to know to put it all together.
Awesome, and congratulations!! Some people teach it differently, but I agree - pitch for airspeed, power for altitude and descent, really clicks for me.
By this do you mean you add power to descend and pitch the nose down or lessen power to reduce airspeed?
@@thisismagacountry1318 you lower the power to descent maintain 60kts when landing
@@thisismagacountry1318 and if you pitch the nose up it will reduce speed and if you pitch the nose down you will gain speed.
@@wassup1581 Thanks, hope to afford a Pipistrel Virus SW someday.
Then a Diamond DA50RG eventually.
Maybe a used Air Force U-28 Draco aka Pilatus PC-12.
As a pilot i find i can improve my landings by letting the co pilot land lol
😥😊😃😀👍
Pretend it till you do it!
Yeh same I just let the instructor land it lol
Jejeje
Genius, genius 😂
This ONE Technique is: Land with the appropriate speed.
Instructors hates him !
I think it's important also to fly all the way to the ground, and beyond on the ground roll. That is essentially his other point. Many students don't keep crosswind correction in once the wheels touch down for example.
@@gringoloco8576 Hi Gringo Loco.
One thing that is good here, is what you said. The other thing is discussion.
I can't even land the divine plane yet. ( Divine, as opposed to darn. )
Ha....
Landings... right, what you say, needs to be repeated. My instructor keep flying, after he is out of the plane, doing the book work or hiking.
Hey... I do that to.
I should give myself some credit.
But, I want to have in mind where I will put the plane, before the flight.
The parking spot, and fly to it, so to speak....taxiing.
Thanks again...
Great info.
Thanks.
You sparked some discussion and development on landing. That brings learning and development, that is so valuable.
Thanks
Thanks!
The one I found useful: when you flare and then pull the stick, you act as if you don't want to land. This way you keep increasing angle of attack, lose energy until you touch with main gear like a butterfly.
The problem that I had with this was that I was aggressively "don't want to land" or "hold it off, hold it off", and I would unintentionally be increasing the angle of attack until the plane stalled and it plopped onto the runway opposed to greasing it in.
for me i come in at 65 kts to land and cut off the throttle as i come over the threshold however when i try to flare the plane balloons how come
@@bongman123 is it a 172? They are quite floaty. Think of the flare as “holding it off with just enough back pressure”. Instead of intentionally “pitching up”. Good luck!
@@bongman123 It's because 65kts is actually quite fast... I know that speed is also in the POH but maybe you know that for GA aircraft a rule of thumb is Vapp= 1.3xVs
So in a C172 for example Vs with Flaps full is about 42kts, so Vapp. could be 55 kts. If you want to add a personal safety margin, maybe try 60kts. I used 60 during my whole flight training and I feel it's just about the right speed. Works even better if you maintain it until 3-5 seconds before the flare and then power to idle. You will be at 50-55 kts. low above the runway, which is almost too slow to float.
@@bongman123 you're probably pulling too hard too quickly on the stick. Try to pull it gently after the treshold (with no power) so your plane will just float above the ground, then when you feel it's coming down, pull a bit more but very gently / slowly so you dont balloon. Try to keep it just above the ground. At some point, you will touch. Every plane has a different feel for landing, the more you fly it, the more precise you will become.
Even if you are coming too fast, this technique works, you just have to be even more smooth and slow with the yoke. But you will float longer above the ground. Or you can force the landing : pull more slowly than you would usually have : the plane will come down and touch. It can be useful for emergency landings but it is easy to bounce when you have too much speed. So learning to manage your energy / speed is the best way to land !
I am glad I watched this, I have always closed my eyes about treetop high and hope for the best
Glad it was helpful! :)
Lmao 😂
Max Bray. You're a riot.
Lol
Max Bray...you made me blow my chocolate milk out of my nose...still chuckling
One key thing to improving my landings is frequent slow flight practice. Being comfortable flying at the speed and AOA that you land at gives you a great deal of feel for where the wheels are as you touch down. I frequently fly slow flight at altitude and, when the airport is quiet, with low passes just a few feet above the runway at minimum controllable speed.
I totally agree. You gotta spend time there to get comfortable there. Then landings are more like pulling into a parking lot.
in my experience (only 100 hours) a good landing usually follows a good approach
My experience is I walk away
In my experience (only 8 hours), a good landing is the one that you walk away alive from.🤣
In my experience (0 hours) I am pro pylote
@@yannisl8259 xD
then 👏tell👏me👏how👏
Every glider pilot learns that his glide path on final (in a stabilized approach)l will intersect the surface at the spot that isn't moving up or down in the windshield. Pick any spot on the runway: If it's rising in the windshield, you aren't going to get there; if it's descending, you'll overshoot. I've always wondered at the number of powered airplane drivers who didn't get that lesson.
Okay that's a great tip, I just started flying in a Cessna 150 and have yet to pilot a landing. This is clear, concise, and simple. EXACTLY what I need when everything is going through my head all at once and I feel information overload, I'll try it when I get a chance to land myself!
Dan: In practice, you'll select an "aim point" on the runway where you want to begin your flare; then adjust thrust and drag to arrive there. Uphill runways and runways that are surrounded by higher or lower terrain can create a powerful illusion that you"re too high or low on the approach, but the aim point is immune from visual deception.
Also useful in practice engine out emergencies: 1) establish best glide speed, 2) select a place to land, 3) use aim point to assess whether you have enough altitude to get there.
It's also how you assess other air traffic as collision risks. The guy that doesn't appear to be moving up, down, left, or right is on an intersecting path. Unfortunately, it's that same lack of relative motion that makes it hard to notice each other.
I was fortunate to have a gliding/power instructor many years ago. Agree with overshooting and undershooting the aiming point.
Apply target fixation to that exact excersize and you'll be able to choose your spot during final. Look where you want to land.
Glide path, aim point, airspeed...
"I am not just gonna go until the plane quits, but I am gonna intentionally view this as a flight maneuver and put the wheels where I want them, when i want them, to me that was a huge shift"
I hear you loud and clear, couldn't be more right about that.
Great comments and video.
One lesson learned I had in only my 2nd hour of my private pilots training in a 150...I had the plane, throttle back, flaps in, 15 ft high...all of a sudden a crosswind gust direct off right wing had me left wing low about to cartwheel in the grass...instructor skillfully grabbed the plane and safely landed straight down the runway...then said, "Always expect the unexpected and keep flying till the plane is parked." I never forget that lesson.
"Keep flying until the plane is parked" That jumped out at me. Thank you for this.
"Energy management" (on final) leads to "descent management" after flaring. After cutting the power and flaring you want to hold the plane off the ground just enough to stop sinking but not so much that you start climbing. It is a continuous process of holding the plane off the ground until all of the airplane's energy is gone and the plane has no choice but to land and stay down - you should have the yoke all the way back and hear the stall horn when the wheels touch down.
And if that isn't enough to keep you busy, you have to remain aligned with the center line.
Peace.
In my limited experience this is what leads to harder touchdowns because that stall just before touchdown creates a high sinkrate and if you’re say even 1m above the ground, that’s still some bump. Interested to hear your thoughts. I guess this technique works much better for experienced pilots used to the plane they’re flying.
@@kickdowndoors yeah you just gotta do a few more until you know how low to flare and bleed speed.
@@jamesordwayultralightpilot exactly. Had one perfect flare to stall landing a circuit, next time I flew my landings were arse because I was trying to replicate it without fully knowing the height I was at
The way your comment is worded, may not be the way it’s intended, is exactly what he’s talking about doing before tail wheel training. Waiting for the aircraft to bleed off that speed is allowing the airplane the control in lieu of the pilot. Controlling airspeed and energy allows me to touch down where I tell the airplane to touch down. It’s something gained with experience and good instruction. I maintain enough energy and altitude to make the runway at any point in the pattern. That being said I also keep a little extra altitude and side slip it out on final. That allows me to also bleed precisely the amount of energy desired before crossing the numbers. It’s not the text book approach but gives me a very precise amount of remaining energy to both make the runway in unforeseen circumstances and choreograph my flair and touchdown with great precision.
I spoke with Rod Machado at Oshkosh years ago and he helped me through a problem I was having transitioning from being subtle and gentle on the controls in a stabilized approach to being as aggressive as necessary to control the airplane at the point of touchdown. I was freezing on the controls as if my stabilized approach would carry me all the way to touchdown. He told me to move the controls around just enough to get a sense for how the airplane is responding in slow flight without destabilizing the approach. As soon as I started doing that I stopped over or under controlling in ground effect and applied no more nor less control input than appropriate to smoothly transition from flying to rolling down the runway. Many thanks!!!
This is a good presentation and as usual, well explained. My advice, especially to beginning student pilots, or all pilots that haven't done so yet, is to read the book "Sick And Rudder" by Wolfgang Langewiesche. Even though written almost 90 years ago, he explains very well the physics acting upon the airplane and how the pilot needs to react. Physics don't change with time.
I will have to check this out, thanks for the recommendation and for the compliment!
😂I love SICK and Rudder skills. lol
You meant “STICK AND RUDDER”
🤣
Yes, this. Your advice is exactly what I was taught long ago when flying a cub. Landing is just flying close to the ground, and all flight maneuvers should be intentional and as precise as you can make them. Excellent!!
The best though about landing I’ve heard is “well, nobody has managed to stay in the air forever yet” 😂
I love landings. It's the one challenge you face on every flight. Assuming the weather is good and the plane is in good working condition, taking off is simple, flying straight and level is simple, turning is simple, but to ace a landing always needs a good deal of attention, no matter how many times you do it. That's just my opinion, and I know this might be wrong in other pilots' eyes.
It's not wrong... every landing is the highest challenge in flight, doesn't matter the pilots hours. It is the the flight maneuver with the highest difficulty level.
Nice video... I learned to fly in the US Navy... my instructors taught us energy management using AOA (angle of attack). In every military aircraft, there is an AOA meter that is referenced to establish the best performance of the aircraft in critical flight phases. By using the AOA as a reference, you get to learn the feel of your aircraft in different critical phases of flight and, for me, that helps me with energy management when I fly. We were taught that you can stall an aircraft at "any" airspeed. Exceeding the critical angle of attack is what determines if you stall or not.
Fast forward to today... I own a 77 Grumman Tiger with my son. As with any aircraft, how you manage your airspeed and power determines how well your approaches and landings will be. A good landing requires a good, steady approach. The Tiger is a sleek aircraft, similar to a Mooney. It loves to fly and hates to slow down. Energy management is key to a successful landing in the Tiger. I still use the AOA technique by establishing a "site picture" using the nose of my aircraft against the horizon. It works very well.
On a VFR approach, we slow the aircraft down to 90 knots as we enter the 45 entry to the downwind at pattern altitude. About mid-field, downwind, we slow to 80 knots and 10 degrees of flap, holding level flight and reducing power to 2100 rpm. 80 knots is also our minimum maneuvering speed... which is the speed that we maintain should the engine fail at this point. It assures us that we can glide to the runway, making 30 degree banks if necessary, without inducing a stall. Abeam the approach end, we reduce power to 1900 RPM and go to 20 degrees flap, maintaining 80 knots and begin our 500 FPM decent. As we turn to base, we add 30 degrees of flap if the winds are calm or no more flaps if it is gusty, maintaining 80 knots. On final, again, if the wind is relatively calm, we will add full flaps. If it's gusty, we will not add any more flaps. On short final, in calm winds, we will slow to 70 knots. If it's gusty, we will maintain 80 knots to provide an extra margin for directional control. This is also where we transition from a crab to a slip if we're landing in a crosswind. As we cross the threshold, we continue to fly down to the runway to our aiming point. Once the aiming point goes beneath us, we transition and begin our flare and reduce power to idle. By this time, the mains are just a couple of feet off the ground. Touchdown usually occurs just as the stall horn is coming on. Remember, in a crosswind you need to hold that crosswind correction after landing. That's especially important in a tail dragger.
Thanks again for this excellent segment on landings. Fly safe and fly often!
In my Mooney M20E these approach speeds are basically identical for what you're using on this Tiger. Only difference is I general favor half flaps on the Mooney (especially when I'm at max gross) as the Mooney really quits flying rather suddenly when it's time to and it likes to plunk on the runway a little jarringly with full flaps so often I use half flaps for very smooth touchdowns, plus I'm in Midwest and we always have squirrelly winds.
Hi Gordon - first off THANK YOU for your service! And thanks for sharing your experience here in your tiger. I like how you've described the pattern airspeeds and settings. It's great when you can have it scientific like that because it takes any guess work out of your approach.
Awesomely detailed description. Are almost all small aircraft roughly about the 500fpm descent mark after crossing the numbers on downwind?
@@VictoryAviation 500 fpm is probably pretty accurate, especially for IFR approaches. For VFR traffic patterns it's more visual but 500 f still works. We aim for 1000 ft AGL on downwind, 800 ft at the downwind to base turn, 500 ft AGL base to final turn and follow the glide slope.
Are you sure you are not an Air Force pilot because real Navy pilots just slam it on the deck for the three wire?!?! 😜
Edit: Nice Tiger by the way!!!!
Best RUclips aviation presentation - very earnest, genuine, relatable delivery. Stay with it, your numbers are going to grow significantly!
Thanks so much! Really appreciate you saying so, and glad you are enjoying the channel.
Great video! I am a student with 43 hours. My regular instructor went on vacation and I just happened to fly with another instructor who taught me to basically pitch for specific airspeeds at each leg of my approach which has really improved my landings. Before I was bouncing and ballooning and going around a lot haha. Either I was just coming in way too fast or I would come in too slow and just drop (bang) down on the runway. Now I use power as needed to control my decent, but mostly I’m using pitch to control my airspeed and it helps me to maintain the proper glide slope and then nail my airspeed across the threshold which sets me up for a nice smooth landing as I let the energy dissipate and set it down gently. I enjoy your videos thanks!
Great video! I was encouraged when you went over the exact things I was thinking you were going to say.
My first real lightbulb moment, and moment that I gained a ton of confidence, was when ATC told me to make an early base. I then had to perform a slip in order to land on the numbers. Using that energy you referred to is what made all the difference.
I think I'm going to have to check out your other vids now and subscribe!
Thank you for posting this. It was very helpful along with the excellent comments. Doing more practice low approaches and finding the throttle setting to float along the runway at minimum speed without stalling and landing was useful.
Great video! Energy management is key and it is one of the most important concepts in any maneuvering phase. Tailwheel flying is such a refining experience for basic stick and rudder skills.
Totally agree! Learning to fly a 182 is one thing, but hopping in the super cub will really keep you honest ha!
Energy management is definitely the name of the game. And to get comfortable with energy management, I definitely recommend what Rod Machado suggested in one of his latest youtube videos... practicing flight at MCA (minimum controllable airspeed). Basically fly around and practice some turns while the stall warning horn is screaming at ya. Excellent exercise.
Fantastic advice! Great practice.
I agree I learned to keep final approach power just to about flare height than ease out as to land on the mains.
yep.. agree any mug can land with a nice steady head wind ..try gusty strong winds, I find no flap and nose down trim helps heaps.(in light rec aircraft)
Wow! This is invaluable information. Perfectly explained. I’m currently taking lessons and this will help for sure when I start to execute landings. Thanks for posting!
Makes perfect sense to me, I just sold my Vans RV12 and bought a Cessna 182Q. Looking forward to more videos.👍
That is very helpful to me - I always stress about landing in the right spot or coming in too fast. Thanks for the mindset shift.
Love it! Repetition is the soul of learning
It’s like Mindfulness; being in tune with whatever you’re doing with a much
deeper awareness & level of consciousness. I heard an SAS pilot refer to the 777 he was about to fly as his backpack - an extension of your body. One with his machine.
Great video! I'm currently working on my commercial license and have about 150 hours total flight time and it's the landings that are kicking my butt. Ill definitely keep this video in mind next time I'm in the air!
Agree with what you said. A tip that has worked for me, Instead of thinking about moving the yoke use a constant light back pressure
Agreed! No see-sawing.
What a great and generous video...thank you, thank you!
Good tip man. For sure. Helps with putting the wheel down in a cross wind as well
As a glider pilot, all my maneuvers are all about energy management. We we learn that by the intuitive approach of glider flying. Now having said that, putting the actual words out there for everybody else is a big help for the discussion. Nice video.
As a student pilot, it blows my mind that a landing can seem like anything but a flight maneuver. I have to engage 120% of my brain whenever I land
BEST video I've watched. Thanks for simplifying....that's what students need.
Wow! Thanks so much. Really appreciate it! Glad it's helpful.
Another great video and informative. I remember my instructor teaching always a stable approach and touch down in the first third of the runway. That way you can make successful landings on any length of runway.
Thanks and glad you found it helpful! Like you say, it's good to be disciplined even on long runways - it's easy to be spoiled!
But you will fail a check ride just the same.FAA likes its arbitrary target distances
Deciding how far back your aiming point should be from the touchdown point is something I’ve found very critical to be able to touch down at the desired spot. I feel like I’m always trying to fine tune the distance between these two points and has found needing to recalibrate if conditions are too different from my home airport. I haven’t had to land on a real short field yet but if I do, I’ll definitely be going around at least once to make sure I know all the bumps and sinks to expect on short approach before touching down.
The energy management is a key technique that glider pilots learn during initial training. Obviously, it is way more critical when you mismanaged your remaining energy levels and found yourself in the undershooting position with no engine power to pull you out of trouble. Pilots are taught to maintain a little more energy than required for landing (because you can always wash it off) but never less. Whether it is in the form of potential energy (height) or kinetic energy (speed) is up to the pilot and circumstances to choose, but the point is that you've got to have a balance of it.
Good advice. It sounds simple but it really was eye opening for me when I viewed it not as much as just a number (airspeed) but in total energy management. You can learn to really FEEL how much energy the airplane has and that's when you can really start to get good. Exciting stuff.
@@AirplaneAcademy Very true. In fact, for Australian Glider Pilot Licence, it is a mandatory manouvre during the Annual Flight Review to safely and precisely land a glider with both ASI and altimeter covered. Every glider pilot has to demonstrate proficient energy management skill without reference to instruments (in case they would ever become inoperative).
That is really cool! I like that. Very valuable.
Jacobson Flare technique helped a lot for me, wasn't really getting it until that point. Technique by a guy in Australia, some other RUclipsrs used modification of it. Main thing it allowed for me was to work out a way to "slow down" the final approach and time it out nice.
Thank you that was very helpful I do not struggle with Landings but that's very good advice kind of remind me of my first flight instructor I've been flying for a few years but I'm always looking to get better at everything good job
Glad it was helpful! :)
Great video. I've watched all your work.
Thanks so much for watching! Glad you enjoy the channel!
Thank you! Pilot in training here. Working on my game. Much love and blessings to you and your family!
Very cool. Excited for you!
I am currently working on getting my private pilot, and I am 37 landings in. I have some good and some not. I have been watching your channel for about 3 weeks now, and I have seen a significant improvement in my landings using all your advice. Thank you!!!
Awesome! I'm glad you've found it helpful! Don't worry, I'm over 1,000 landings in and some are still good and some not. We learn a little from each one :)
Have significant up trim on the approach and landing (be ready to push fowards in event of go-around)
Another great video!
Most pilots have an overriding fear of the stall, due to this understandably being drilled into them by their instructors. The result is that most approaches are executed slightly too fast. If the training continued to reference angles of attack and airspeed, the length of the final approach and height when turning onto final would be better computed. Short field landings are a scary time for the lower hours pilot, and they highlight the need for continued training after qualifying. We all learn at airfields that are ideal for training, but I recommend booking half a dozen lessons every season, just to focus on your specific aspirations- short field, unusual attitude etc etc.
Great points. I noticed myself playing with the power too much on final approach when first learning the 182. After finding the appropriate power setting I was then able to more accurately pinpoint my landings to within 10 feet of my touchdown point. As always, great video!
Thanks for the comment! That's awesome. I did some air work over the last week to better understand my power settings for slow slight, pattern work, final, etc... having some target power settings definitely helps me in the pattern and I wish I would have done that sooner vs. kind of winging it.
I currently fly a Grumman tiger but I did have a considerable amount of time in a 182. Also flew with a number of other pilots and they were generally looking at an approach speed of 75-78. The lower air speed of 60 kn and using the power to control the rate of dissent and the altitude is a perfect idea. Perhaps one other suggestion that made a world of difference for me. Once you’re in the flare make a super conscious effort to take your eyes off the cowling of the airplane and look down at the end of the runway. It just made a big difference for me.great video. But I also have a question. Do you get to 60 kn using pitch for air speed in power for descent when you are on final or do you use 60 kn all the way around the pattern?
I currently fly a Grumman tiger but I did have a considerable amount of time in a 182. Also flew with a number of other pilots and they were generally looking at an approach speed of 75-78. The lower air speed of 60 kn and using the power to control the rate of dissent and the altitude is a perfect idea. Perhaps one other suggestion that made a world of difference for me. Once you’re in the flare make a super conscious effort to take your eyes off the cowling of the airplane and look down at the end of the runway. It just made a big difference for me.great video. But I also have a question. Do you get to 60 kn using pitch for air speed in power for descent when you are on final or do you use 60 kn all the way around the pattern?
The best piece of landing advice I ever had was from my first instructor: once you've rounded out (or flared) and you're just above the runway, try to keep the plane flying as long as possible just above the ground without touching it. Greaser every time I remember that!
Is that because ground effect keeps you suspended until the speed slows enough to land?
I think there's a throttle cut in there somewhere too
With a stabilized approach and proper use of thrust I was taught to aim short level long. Short are the numbers on the close end of the runway and long is the numbers at the far end of the runway.
I’ve never heard of that. Could you please elaborate.
Great video, I used to come in high and then when I flare it would balloon, so I just came in a little lower. Your advice is also great, thanks!
Thanks and glad you found it useful!
High is not the problem, you should be able to do steep approaches all day without ballooning, control of the round-out is the issue. Being at or below the minimum drag speed, which is a bit slower than the best L/D ratio speed (best glide distance), will help and maybe start the round-out a touch higher but less aggressive.
I aim to roll out on final at 400 ft AGL which sets up the same sight picture for final approach every time, contributing to a stable approach. The RV-8 does not like 3-point landings so I usually wheel it on. Power off just before the threshold, round out to a gentle descent and, importantly, keep it coming down. Dont level off after roundout. Just keep it coming down ever so slowly. I grease it just about every time. Once the tail wheel touches down, full back on the stick and apply moderate braking to taxi speed. Also, whenever taxiing, keep it as exactly on the line as you can…this is great practice for your footwork.
I've got the "plops". It's like I'm scared of the ground. Thanks for your help. I appreciate you and Angle of Attack.
Thats a good perspective to manage the energies till on the ground. Simple but really thats really whats going on.
I heard on a YT video once "I can't get low and slow at the same time". I'm just a sim pilot but that really clicked with me and I realized I was indeed trying to do both at the same time and almost always coming in too hot. I've started getting that airspeed I want first, and then slowly working my descent and it has made a huge difference. Getting that proper approach speed is critical. I don't know about the real world, but in the sim that speed is so critical to me I'm shooting for stabilizing at that proper speed early even. Early rather than late.
As a private pilot, I hadn’t flown in forty years but started up again in 2020. I took some lessons from an instructor but couldn’t make a good landing until I found your site. I read up on the material and decided to try it. The three landings with my instructor improved and he decided to step out and let me solo the 172 and he would video the results. Well, the first landing was ever so great and he was very happy with it as he was on the second. Both landings were greased as if I were a professional. Thank you for your advice.
I'm stoked to hear this! Congrats to you and thank you so much for sharing. I'm glad the video was as helpful as it was!
Practice a power off stall like a landing. If you think about it, it’s the same thing. Full landing config, stabilized decent, level off, nose up, stall/touch down. Also continue to fly the plane to the taxiway, sounds obvious but notice your controls after the mains or nose touches.
I fly a Thorp experimental taildragger with essentially solid main gear. The trick with this plane is to ensure that I have enough energy so that I have time to coax it down softly to a wheel landing, because if I run out b4 I am at the sweet spot my options are either a hard landing, or a go around.
Opposite for me, I learned to fly on tailwheel, took me a long time to get used to a Cessna 172. Kept landing flat.
If you want to learn this better go for some glider lessons. I am an x hang glider pilot,with a bit of time in sailplanes, and GA aircraft. But mostly trikes and soaring trikes. I use a good descending glidescope at mostly idle. Managing my ASI thru the bar. And with point of destination puts me where i want to be on the runway without a load of excessive energy to bleed off in the flare.
Very good advice here and really demonstrates how it makes sense.
Once I learned to fly the entire approach (downwind, base and final) at proper landing speed and then use pitch for airspeed and throttle for altitude, all of landings just seemed to “click” for me.
Did they not teach you the power curve before you even started flying?
@@gavinphares1939 just because you know what power curve is doesn't mean you can apply it correctly. Specially when you begin flying
@@alper7797 I completely agree, it just depends on the instructor and such, there are so many variables
It might sound weird but on my final, I'll blip throttle to pull nose up if I know I don't have the airspeed to pitch up with stick without stalling. It's a small shift in my thinking but it's smooth for me to just blip that throttle and when I see the nose start to rise I bring throttle back down. This helps raise the nose and give you a little more float time if needed or you can just keep descending and flare to touchdown. Sometimes, I'll pull back on stick to get the tailwheel down first and kill flaps then when the mains touch I pull full back on stick and full brakes to stop within a few feet... for stol landings.
But I'm far from pro. Just flying by the seat of my pants.
That’s exactly how gliders land:) (switch the throttle with speedbrakes)
Great topic and advice. Every aircraft is different on approach... example in my Cessna 180 for a short field . identify landing point ... Set up @ 1000ft AGL ... 60 knots ..500fpm decent RPM 1500.... stabilised with all flap out.. 500ftagl. Get the nose up a little bit ... now 50 knots ..stall warning coming on ... apply power to prevent excessive sink rate, and prevent stall. You're on the back of the drag curve. . ( just like Douglas Binder below Airspeed with pitch, rate of descent with power) Last 10 feet bleed power off ...pull back and trade that speed for a 3 pointer .. Of course this is simplified its hours and hours of practise... in the end the plane flies itself ... after you've been bouncing it all over the paddock getting it sorted takes time. Nail those benchmarks in your plane.
So..... everyone seems to agree on “airspeed Is KING”. It’s called or spoken a few different ways but...speed or energy or however you describe it.... it’s the (main) key or at least, the biggest “key” to a landing that makes you smile,or sit a little taller in your seat. And boy oh boy how fast you can “loose” that skill. As a 10 year PP and still low time (
Thanks Scott. Keep in mind that a small aircraft WILL fly differently without an extra 200lbs in the right seat. So there could be some of that in terms of if your landings are considerably different solo vs with an instructor, but it shouldn't make a huge difference. Comes down to practice as you've said! My instructor would always ask on the approach "high, low, fast, or slow, and what are you gonna do about it?" I still say that to myself today in the cockpit.
The same is true for crosswind landings. Touch the upwind wheel, keep flying until you can no longer keep the downwind wheel from touching.
On again, off again flight training - I've had several flight instructors. I recall some early ones did not want to hear the stall warning horn during landing. Later an instructor said he always wanted to hear the stall warning horn right before touchdown. My landings improved with the stall warning horn audible just before the wheels touch the ground (a foot or so). Still no PPL but I enjoying flying now and then.
Thanks for the comment - yeah it's one of the pros and cons of having a handful of instructors, that you get different perspectives and techniques. I agree mine are better with the stall warning screaming at me at touchdown.
Hope to use this knowledge in the near future. Thinking about getting my private pilot liscense
Awesome!! Keep me posted!
Beautiful bean footage, Charlie! Great presentation; while every bird is different, they all have to roost, sooner or later. Better the right way for each set of wings. Looking forward to more. 🇺🇸😎👍
Haha! Thank you. Glad you enjoy!
Good stuff. Unless you are flying something with a swept wing, stick with power for glidepath control and pitch for airspeed, I would say.
You are spot on with airspeed. Too much is downright dangerous, but today sadly, many instructors are so terrified of stalling they tell students to add some extra knots, for 'safety'.
I wad taught to stall the aircraft with the wheels 6 inches above the runway.
Cheers
My tip: Directional control is everything. Spinner and tail in line with the runway, regardless of bank angle required compensate for crosswind. A crosswind landing is a sideslip to neutral as opposed by wind. My two cents. Especially for taildraggers :-)
Learned to fly at 60YO… Never had an instructor beside me. Learned ina Cub and Soloed in a CITABRIA. Can’t stop flying at the numbers, on the ground. Tail wheel all the way!
As soon as I read the title, I wondered if it was going to be something of the sort that I discovered while flying gliders, and although I had a simpler description in my head, it's exactly the same dynamic on the runway: Fly the plane all the way to touchdown. I unfortunately wasn't taught this, but rather discovered that if I landed the "correct" way, which was to stall just at touch down, attempting to land at the lowest possible velocity, then my landings were controlled crashes. However, when I landed with a couple of extra knots and flew the plane to touchdown, I could more often kiss the tires to runway, and control the decent rate in fine grain right at touchdown. I told myself, I should "fly the plane all the way to touchdown" and dare not tell my instructor that I preferred to land the "wrong" way. I like the description you chose however, of "landings are a flight maneuver." I think the old school method of touching down at the moment the stick is against your stomach is a bad idea in every landing except perhaps short field. In normal landings, I doubt the landing roll is any shorter than coming in with two extra knots and having brakes for 30 more feet. At worse, it's splitting hairs, with a benefit of smoother landings.
Thanks for sharing - lots of different ways to teach landings and some people disagree with my approach in this video. But it's just the one that has worked the best for me!
Looking good man, thank you for inspiring me. The smoke has impeded on my ability to solo on my birthday but hopefully this Thursday will work.
Thank you and I'm glad to hear it's helping with motivation! And I flew this weekend and the smoke was horrible!! Couldn't see a thing.... I was going to film a video and realized people wouldn't be able to see anything haha so had to audible. Keep us posted on your solo!
Airplane Academy during my stage check, I got a taste of IFR when I was trying to do steep turns without a horizon. As I came in to do some pattern work, the visibility was 3sm, and the tower ended up closing up the pattern. Keep pushing out content; I need it lol.
I think this is a good example why every pilot that intends to fly regularly should get an instrument rating.... conditions like these or especially nighttime rural VFR can necessitate the use of instruments very quickly.
Airplane Academy my instructor set up the localizer for me, I am DEFINITELY getting my IR. Do you have an Instagram account?
Awesome! I can't recommend it enough. And no IG yet, I will get around to it at some point!
Landing planes i've never flown before in the sim, i often bleed off too much speed and pretty much stall the plane onto the 1000-foot markers. After half an hour in the pattern i start to learn the planes and how they behave.
Nice thoughts... I myself(flying gliders, no engined aircraft yet), I usually take every landing as a precision landing which is kind of a thing you need to get used to differently in different gliders, k-8b is lots easier to land precisely than large, heavy and better gliding ask-21 for example(I am only first year pilot so not too many types yet, but I think theese two are kind of at the different ends of the spectrum, astirs being something in the middle.) Second part is a little harder to get done with gliders because of the speeds we fly at. The problem is, "optimal" final approach speed in calm weather is too close to stalling speed if you go to more gusty weather. So the thing is, if te weather is nice and calm, you can manage your energy state very precisely to get very nice precise landings. But in gusty weather, you will need to often increase your approach/final speed by more than 10%, for example in k-8b it would be from 70-75-ish (70 is a little low, basically allowed only in weather where air doesn't move at all)kph to more like 80-85-ish, so you're basically too fast by default... And it's safe to get slower actually only in the flare, so that basically automatically makes you float, which is sometimes kinda annoying... So yeah, what I think is that sometimes you have to manage your priorities, sometimes try to land more precisely, and intentionally, but sometimes you just gotta make the landing safe, just letting the plane do its job, as it may end in PIO or a bounce if you intentionally try to force the plane into the ground, at some exact spot.
It's all about airspeed that begins with a good pattern. You should find yourself at final with the right speed and glide slope. The problems begin with wind that requires corrections
Not a good pattern...a good approach. I have not flown a pattern in 10 years. All landings are under ATC control and straight in or vectored in.
Fun fact, you can groundloop some trikes. My instructor demo'd why we try to stay off the brakes and how to actually brake if needed so that the wheels don't dig. Feeling the plane almost bounce on the grass was an experience.
great landing advice! I would add ; land in as many different places as you can, getting experience with as many different surfaces and surroundings possible . also ground effect and approach speed practice have made a big difference for me.
side note: at 4:44 to 4:58 in video, looks like byrds in Arkansas (where Arkenstol is held) is that correct, or a different field?
Great tips. 2 thumbs up.
Thank you for this video.
The thing that helped me most was similar. I kept ballooning the aircraft till I realized, "oh, I'm just leveling off five feet above the ground and flying the rest of the lift out of the wing." Enjoy your show. Thanks for the effort.
Glad you enjoy! :)
Exactly this. I kept ballooning as well, mainly because with my grand total of 11 hours I keep seeing the ground as something to avoid. Don't want to be a pancake after all, right? When I stopped thinking of this as landing and started thinking of it as just really low flight on runway heading that I want to keep off the ground (which means I'm going to have to gradually nose up since we're not adding any power), guess what? Nice and smooth. Still needs work of course but the balloon issue seems to be behind me!
I do what my instructor tells me..maintain airspeed and cut to idle right during transition. Once, I didn't go to full idle until after the round-out...smoothest landing I can remember.
Depends a bit on what you're flying. In a Cessna this works but I'm not sure my Mooney wouldn't float to the end of the runway. I normally have to cut power idle when I know I have runway made (ie usually before the threshold or right over it)
@@gringoloco8576 Identical to my Van's RV-12. Throttle at idle once runway is made, aim for just below the numbers, trim up to keep airspeed at 60 to 65 Kt's depending on if the bird weighs close to 1100 or max gross near 1320. When the runway gets really wide, increase back pressure and add a bit more as the plane gets slower and slower, add some more back pressure. Nose will come up some, blocking my view a little bit, sometimes the main tires just kiss the runway, waiting and waiting for the plane to get from 60 kts, down to 41 kts where the wings with flaperons will stall out. Going that slow, it feels like a waiting game of seconds, for the mains to touch down.
From the first lesson, my instructor told me to fly it all the way to the runway. Once the pilot learns to manage the energy and airspeed, landings are pretty easy.
What did it for me - I realized the the language being used by my instructor and my study guides was confusing. Landing isn't a 2-step process - approach, then flare - it's a 3-step process - approach, level (like you said, a flight maneuver), then flare.
Great explanation. I am actually going to try this approach today.
Great! Interested to hear your feedback.
@@AirplaneAcademy worked great. I’m on my 8th lesson so still working out the kinks but this for sure helped.
Awesome! Keep up the good work.
I used to bounce down the runway. Extended my downwind so I could improve my speed control coming in
I was ready to solo and started bouncing...how scary!! How did you manage to correct that?
I extended my downwind so I had more time to slow down.
I looked at the comments and seem to be odd man out. I was taught by a B-17 pilot. He told me that you can control the plane all the way to the ground with trim and should not be doing major power adjustments. He also taught me to look at the runway. With practice you will see a spot that is not moving. That is where the plane will land if you are not making adjustments and fly it to the ground. That advise helped me to bring my antique tail dragger across the country without incident, even in high winds. Try to watch that spot on the runway. It helps. Energy management is only a part. Power is altitude. Trim will take care of speed. The navy pilot's comment is correct when he referenced angle of attack.
My instructor tells me over and over 1800 rpms 70 airspeed on final. Tends to work pretty well for me, I’m also a very early on into flight training.
Thanks for the tip!
Sure thing! Glad it was helpful.
I also say don't be afraid to experiment with the landings and try different techniques to discover what the differences are. You will get to know quickly how the plane reacts. Each plane I have flown, even within cessnas, has had different characteristics on speed or not. Pulling the power, how it floats, how high the nose is..
B
Thank you, great video !
Sure thing! Glad you enjoyed it!
In my Mooney M20E speed management is critical it is not as "forgiving" as Cessnas on speed management. On final you have to be at or near the numbers or you really float. I'm working on finding the exact approach speeds that work well as I roll speed back slower and slower. Mooneys tend to quit flying when they want to (and really drop) so you have to be careful how slow you go in the pattern. However, because of this many Mooney pilots come in too fast I've heard. That thin wing really affects stall/spin speeds in banks etc so they tend to get flown extra fast to prevent issues.
Good analysis - it sounds like you're close to having it down!
Thank you very much. Grazie mille 🤩
The power of the intention is a good mental shift.
THIS is always a great discussion topic! There are still WAAAY too many long landings - mostly in GA - which end up in an over run rather than a go-around. Net result: insurance premiums go up for everyone and everyone has to wait while the wreckage and bodies are cleared: none of which is very pleasant or necessary. Going around is - at the vast majority of government run airfields - never not an option so long as the fan is turning.
Good Energy Management (in the landing flare) is best achieved by following the Stable Approach philosophy: typically, that requires following an approach configuration / speed profile so as to achieve Vref when crossing the threshold at 50ft. Thereafter the landing ‘process’ is type/weight/DA/runway slope dependent as to when power is reduced; and therein lies the skill some of us are lucky enough to be paid for the pleasure of practising... and practicing ;)
Well said. I like your point about DA and runway slope etc.... for example the landing flare and power reduction will look different when landing at a high altitude unpaved strip with a steep gradient vs. a flat paved runway at sea level. That's why learning to manage energy vs. just "let the plane stop flying" was way more helpful to me in improving my landings.
An advice I can recommend is using both hands on the yoke when flaring. Especially for right handed people it adds a lot of sensibility.
bad idea. slows go-around throttle up input
@@47EZ_DRIVER that's why you only use the other hand once the landing is assured... It's actually how the examiner on my checkride told me to do it, so I'm not in the place to question that since it gives the flare a better feeling.
Good landing starts on stable downwind, energy management is the key of success, on final trim it to (172N) 65 KTS, 70 KTS on windy day, use yoke like you are "milking" the rat (hold it with thumb and point finger) , drop that nervous "death" grip on the yoke, look with your left eye to judge your height above the rwy , sense what the Cessna wants, if it wants down slowly pull a little bit, if it wants down fast, pull little bit faster, try "not to land the Cessna" with these multiple movements I know sounds silly and counterintuitive , relax - you will be fine :-) Just do not ever push the yoke down when you are few feets above runway , Cessna can tolerate great stress on rear wheel, if you hit mother earth with rear wheels , not a biggie, but the front wheel of 172 is so ..gentle :-) And remember, go around is the always good option, it is not a sign of idiot pilot but prudent and good one
exactly.
I tell my students “more Zen, less Karate”. meaning no sharp fast movements of the stick, ease the grip and use small deliberate movements.
Yes. A flight maneuver!,
The 2 things that helped me the most are 1) managing the airspeed and altitude long before entering the pattern. Flying cordon acted in the pattern and approach. Even on gusty days of the airspeed is on through the the pattern it's much easier to maintain the right airspeed on final. Secondly, aim for your aim point which for me is about 2 marks above the numbers and when you are ready to flare. Move my eyes from my aim point off to the end of the runway and just let it touch down. Like slipping into a warm bath tub.
Makes a lot of sense