I just found this video, after starting my PPL. Struggling to figure out crosswind controls (7th day in). This makes it so much easier to understand. Instructor tried to explain/show while in the aircraft by being able to see from exterior helped tremendously.
Recently had a couple of runway edge excursions (only pride injured) in strong gusts and couldn't for the life of me figure out why - but your comment about the nose wheel and rudder being connected may have solve it - I'm not straightening before I out the nose wheel down! Many thanks for this!!
Very good. Been a CFI on all kinds of Pipers, from Colts, to Navajos.. Only thing was to always cut all the flaps after touch down to plant the tires on ground more firmly... Great video. I have landed Cherokees with almost 30 knots direct crosswinds, No damage... They are great on crosswinds...
This video is really helpful. I'm a Student pilot and crosswind landings are a challenge of mine. The description of the nosewheel/rudder relationship sounds like it's my problem. This is comforting to me. Will have to try it on my next lesson!
My CFI put it in a way that really made sense to me: If you fly the landing correctly -- use rudder to maintain center line, and bank to control drift -- you don't need to worry about things like "which wing do I need to keep low?" The plane will do it naturally. Just keep the nose pointed straight down the runway, and use the ailerons to control your drift, and your windward wheel will naturally touch down first. I was having trouble with x-wind landings too until I started keeping this in mind.
Great video! For advanced students whom you'd like to challenge, or for commercial students who are looking to make aviation a career, on landing, transitioning from a crab to a slip during the flare is a skill they will need to have in their toolbox when flying larger airplanes.
I mantain rwy alignment with rudder and bank according to the wind...as slipping....basically rudder to neutralize wind, bank to neutralize rudder. This is what my fi teached me so far
@@charleskennedy1712 my instructor is $80/hr. Expensive right? He has to drive to the airport usually for only that lesson per day. $160/day max and they make him help out around the school. Not taking in the dough either they do it because they love it or they want to be airline pilots and need the seat time.
I had to pause this video and make a comment. I've got 15 or so hours in a Cherokee (the rest of my time has been in Cessna's) and never heard of the nosewheel as described here. Makes total sense and I plan on using this method in any future Cherokee flights. Thanks!
This video is extremely helpful. I am taking lessons in a Cherokee right now, at an airfield that almost always has a crosswind. And you are correct about the nose wheel being connected to the rudder (unlike the Cessna that I used to take lessons in), so your part about releasing pressure on the rudder just before the nosewheel comes down makes perfect sense, to keep that nose wheel as straight as possible down the runway when it touches the ground. Excellent video!
I did this yesterday with my instructor, a definite confidence builder, plane capable perfectly handle it, with instructor it's an exhilarating, very useful, practice.
I really like the way you're putting these together. A suggestion from an old Grip, if I may.. Try a couple pieces of reflective tape or some bicycle reflectors on the left rudder pedals for these videos. It just might make the pedal motion visible enough to track and that would be most helpful in completing the picture you're trying to paint.
if the airplane is going right you don't have enough right aileron input. increasing the right aileron input would be much more effective than using right rudder. ailerons will overpower the rudders every time on the ground for directional control. if you do enough xwind landings in tail draggers you might be lucky enough to see how effective ailerons are for directional control on the ground because there are very few instructors who know enough to show you!
Am excellent video going over what I kind of know in theory but showing how it’s all out together in real flight. Noted about overshooting the turn onto finals and the go around being the best option.
Awesome video! Very well explained. Side note: Saw your Michigan jacket and Go Blue! Also saw in Ep 13 you were flying in Adrian, only a few hrs away in Grand Rapids. Awesome!
Thanks for this video I just found it and you have made alot of very valid points my instructor for crosswind landings was never able too! Testing the rudder to line up and keeping abit more speed up plus retracting the flaps straight away for a full stop landing - never got covered with mine (lol)!
Traffic pattern turns in strong winds always trip me out, man. The other day I was doing some pattern work in heavy winds and on the turn from downwind to base, it looked like the ground had stopped moving beneath me…like I was just hovering in space toward my base leg and my brain went “!!!”. I looked down and my airspeed was still fine. I was just turning into such a strong headwind that my 70kt airspeed was like 40 over the ground. The winds weren’t as intense at ground level and I think that’s what short circuited my brain so heavily. 500-1000’ can make such a huge difference at times…
Right Crosswinds are easier to be taught than left crosswinds. Right handed students sort of do right crosswinds almost automatically. They cross the controls by nervous like a right slip. Left slips they mess up due they try to do a nervous right slip instead..
At 10:45 the text says, "Remember: you add half of the gust factor to final approach speed. If our original speed was 80mph and wind was 11 with gust to 18, we would want to add 3-4mph to our speed. The gust is 18, wouldn't you add 9mph to speed ?? What am I missing ??
GreggC _ i assume by "gust factor" he means the difference between the Gust speed (18) and the regular wind speed (11). Gust factor in this case would be 7, half of that would be 3.5
Something just clicked for me! THAT'S why the Cessna's detach the rudders from the nose wheel, and the steering sucks on the ground. You're not going to get that little snap back on a crosswind.
I just get the lightbulb moment tuning base to final. That is if you make a steep turn. The nose will drop.and the e begins the problem. I was wondering what they talking about.
@@ivandominicbaguio1194 --Yes, elevator trim. Rudder trim is a knob under the panel, in the middle so both pilots and student can reach it easily. Cessna with under 200 HP dont have rudder trim.
Might of missed it but what speed were you carrying over the threshold? I saw 80 plus .5 gust factor with two notches of flaps? I just started flying a hersey bar 180 and find I have little elevator authority and it's hard to keep that nose high attitude. And curious if you keep any power in all the way down or pull to idle as you being your round out?
one thing that confuses me... when we talk headings such as in runways it's the direction where we are going towards/pointing at. In this case runway 23 means we are directed to SW give or take. However, in winds, does 300 mean where the wind is coming from or the direction it's blowing towards like the way considered "normally"? Judging from the first clips it seems to be the former? As in, the wind is coming from ~NW
That is called The Crosswind Slip Touchdown. The only way to land unless 737 style low to the ground engines. Only low engine jets cannot do much banking on touchdown and they do crabbing touchdowns instead. If they bank too much on the touchdown they might scrape the engine on runway. They rather scrape the tires than engines. Crabbing touchdowns are easier to do than Crosswind Slip Touchdown maneuver, so many airline pilots just do crabbing touchdowns even if they dont have low engines like on 737's..
@@Hk-uw8my Even on 737's they can Crosswind Slip but only to about 5-7 banking degrees only. Seen many landing nicely and gently on one main tire, then the other.
@@outwiththem yes the side slip is introduced as well in their manuals, just after the crab touchdown method,but the thing is ,the airlines are really scared about losing an engine so...
@@Hk-uw8my They cannot hit the engine if under 10 degrees banking, which is a lot. Also they are supposed to be professionals and not drop the airplane hard on runway. Very low standards some airlines have. Seen many bad landings.
@@outwiththem even if they land smoothly (which is not criterion for a good landing )and the engines take a hit,remember at what speed they are... You can kick a jet engine with your foot and then the entire plane is grounded,so its useless to talk about a collision at more than 150 kph. Its easy to understand why they avoid the sideslip,because this technique has a little risk of engine strike. But the others methods have less risk for the plane. So as a normal person it makes sense to take the safest options first rather than the risky one. But in case of a very strong crosswind the sideslip is used by everyone in combination with the crab method, rather than de crabbing at the flare you make a side slip touchdown, we dont take risks except when it's necessary. And again its 'not always the airlines ,if airbus says that the highly recommended technique is to start the approach with the crab ,how are you supposed to think about the sideslip? If boeing demonstrates in the operating manual how to land the plane with the entire crab angle,exactly like they did during their test flights,(very popular video)why would you not use this way to land? Isnt it normal for a good pilot to to read the manual of the plane?I'm wondering who is bestqualified to suggest you how to operate the plane,if it isnot the constructor.
Thanks man! Great video, Im getting my @ss kicked up here in Alaska with the fall storms. Cross winds have been the bane of my training lately. Helped alot! If you make it back up here, come fly with me in my stinson!
The nose wheel gets me probably 75% of the time on these....usually its when I end up floating longer than expected in ground effect and i keep putting left rudder in ...... then when my nose wheel touches I'm jerked left of the center line, then I correct and end up fishtailing slightly....it's a pucker moment for sure.
If you recenter the rudder a little too late on a direct-steer nosewheel, it will pull you to the side. A couple things will help. Keep the nosewheel off as long as possible so the nosewheel touches down as slow as possible. Also, when you do let it down, keep enough back pressure to let it down gently. This will allow it to skid and it won't pull as much if it's off center. If you let it down firmly, it will pull quite strongly.
Are you using a lot of rudder to keep the crab angle and track before you transition to the low wing method on final ? Or is it only the wind that points the nose of aircraft to the wind?
As a new student pilot, I recently had a dilemma regarding whether to use the crab method or wing-low method. Now, I know you should use a combination of both. Thanks!
Oh No..That's all I would need the nose wheel following the Rudder and going in opposite directions...but thank you Jon for the explanation and how to correct for the nose wheel...
Hi Captain, just asking some guidance, if you are given a chance to buy and own between the two airplane, 2017 Cessna 206 or 2017 Cirrus G6, both 5-6 seats. Which one would you choose and why? Thanks.
Regardless of what seat you're sitting in, if you're the only one on board, you are definitely the PIC. And yes, you can sit where you like, no reg requiring seat assignments (as long as you're not sitting in the back seat!) :)
I Love seeing your Cherokee 140. I think you have the best videos featuring this plane. Is your a 140 or 150 Hp. Lots of people talk down the plane. Climb rate etc.. Personally i would love to own it as it makes a perfect first plane.
I've watched a lot of his videos, and I find myself wishing he wouldn't talk while the ATC or other planes are talking on the headset, because then I can barely hear what he's saying.
Good video thanks But like you said only 2 tech to land, o xwind 1 Crab Angie 2- Sideslip Can You help me, on x wind , whats manual says one wheel firts? Because I land slip on my Pitts, on Dc3, C46, Dc6, 727,737, E190 AND A320 family touching. both wheels at the same time. Airbus recomends side slip. Many Thanks Happy Landings
Ailerons have 3 chores; 1) make the bank to TURN the plane (99% of our flying) 2) approaching the runway: makes the BANK that stops xwind drift. 3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
Manovra che puoi fare se hai chilometri di pista come in questo filmato... Altrimenti col cavolo che stai in aria a livellare l'aereo, la pista finisce e devi riattaccare..
This is the best crosswind instructional video I have ever watched. Very well done and very helpful. Thanks!
Thanks, Safe Flying!
It really is
The most comprehensive crosswind demo I've ever seen. Thank you!
Glad it helps!
I just found this video, after starting my PPL. Struggling to figure out crosswind controls (7th day in). This makes it so much easier to understand. Instructor tried to explain/show while in the aircraft by being able to see from exterior helped tremendously.
You got this!
Recently had a couple of runway edge excursions (only pride injured) in strong gusts and couldn't for the life of me figure out why - but your comment about the nose wheel and rudder being connected may have solve it - I'm not straightening before I out the nose wheel down! Many thanks for this!!
Very good. Been a CFI on all kinds of Pipers, from Colts, to Navajos.. Only thing was to always cut all the flaps after touch down to plant the tires on ground more firmly... Great video. I have landed Cherokees with almost 30 knots direct crosswinds, No damage... They are great on crosswinds...
This video is really helpful. I'm a Student pilot and crosswind landings are a challenge of mine. The description of the nosewheel/rudder relationship sounds like it's my problem. This is comforting to me. Will have to try it on my next lesson!
Good Luck! Safe Flying!
My CFI put it in a way that really made sense to me: If you fly the landing correctly -- use rudder to maintain center line, and bank to control drift -- you don't need to worry about things like "which wing do I need to keep low?" The plane will do it naturally. Just keep the nose pointed straight down the runway, and use the ailerons to control your drift, and your windward wheel will naturally touch down first.
I was having trouble with x-wind landings too until I started keeping this in mind.
great voice,great speed and good communication. Thanks. 👍
Great video!
For advanced students whom you'd like to challenge, or for commercial students who are looking to make aviation a career, on landing, transitioning from a crab to a slip during the flare is a skill they will need to have in their toolbox when flying larger airplanes.
Got my Private Pilot Certificate 6 months ago. This is a very good video! Nice job!
I mantain rwy alignment with rudder and bank according to the wind...as slipping....basically rudder to neutralize wind, bank to neutralize rudder.
This is what my fi teached me so far
This guy seems legit af. Hope he’s making a good living instructing
Used to be a commercial pilot. Looks like he does make a pretty decent living at this.
@@EphemeralProductions he was airline pilot
@@plantpower3048 that's what i meant. :)
No one makes a good living instructing
@@charleskennedy1712 my instructor is $80/hr. Expensive right? He has to drive to the airport usually for only that lesson per day. $160/day max and they make him help out around the school. Not taking in the dough either they do it because they love it or they want to be airline pilots and need the seat time.
in strong Xwind i always use slip technic with small Tecnam 2002...the best for me. Awesome video, thanks.
Cool I've landed at Venice. You can see the pier off of Sharkies when he was on final.
I love when rwy 5 is in use a Venice. Beautiful view.
I had to pause this video and make a comment. I've got 15 or so hours in a Cherokee (the rest of my time has been in Cessna's) and never heard of the nosewheel as described here. Makes total sense and I plan on using this method in any future Cherokee flights. Thanks!
+MaLsR1586 Glad it makes sense! Thanks for watching!
HUH?...Same setup on Cessna. Nose wheel and rudder operate together.
This video is extremely helpful. I am taking lessons in a Cherokee right now, at an airfield that almost always has a crosswind. And you are correct about the nose wheel being connected to the rudder (unlike the Cessna that I used to take lessons in), so your part about releasing pressure on the rudder just before the nosewheel comes down makes perfect sense, to keep that nose wheel as straight as possible down the runway when it touches the ground. Excellent video!
Glad it helps! Fly safe out there and share our site with your aviation friends!
Cessnas have it too, but a bit less than those Hershy Bar Checks. On the Archers they made then less. Like Cessnas.
Great video! Had some trouble with crosswind landings today, will try some of your tips.
Good Luck! Safe Flying!
I did this yesterday with my instructor, a definite confidence builder, plane capable perfectly handle it, with instructor it's an exhilarating, very useful, practice.
I really like the way you're putting these together.
A suggestion from an old Grip, if I may.. Try a couple pieces of reflective tape or some bicycle reflectors on the left rudder pedals for these videos. It just might make the pedal motion visible enough to track and that would be most helpful in completing the picture you're trying to paint.
Nice idea! We'll give it a shot. Thanks!
if the airplane is going right you don't have enough right aileron input. increasing the right aileron input would be much more effective than using right rudder. ailerons will overpower the rudders every time on the ground for directional control. if you do enough xwind landings in tail draggers you might be lucky enough to see how effective ailerons are for directional control on the ground because there are very few instructors who know enough to show you!
Am excellent video going over what I kind of know in theory but showing how it’s all out together in real flight. Noted about overshooting the turn onto finals and the go around being the best option.
Awesome video! Very well explained.
Side note: Saw your Michigan jacket and Go Blue! Also saw in Ep 13 you were flying in Adrian, only a few hrs away in Grand Rapids. Awesome!
Thanks for this video I just found it and you have made alot of very valid points my instructor for crosswind landings was never able too! Testing the rudder to line up and keeping abit more speed up plus retracting the flaps straight away for a full stop landing - never got covered with mine (lol)!
Traffic pattern turns in strong winds always trip me out, man. The other day I was doing some pattern work in heavy winds and on the turn from downwind to base, it looked like the ground had stopped moving beneath me…like I was just hovering in space toward my base leg and my brain went “!!!”. I looked down and my airspeed was still fine. I was just turning into such a strong headwind that my 70kt airspeed was like 40 over the ground. The winds weren’t as intense at ground level and I think that’s what short circuited my brain so heavily. 500-1000’ can make such a huge difference at times…
Thanks for posting! This was super helpful in helping me get crosswind landings down.
Jon...You have a nice Calm/Calming voice which adds gentleness
to your Presentation...Unlike a friend of Mine from the Jungles of Ocala...(:
I understood everything. This guys is good.
Great Landings in heavy crosswind...Excellent Crosswind presentations
Right Crosswinds are easier to be taught than left crosswinds. Right handed students sort of do right crosswinds almost automatically. They cross the controls by nervous like a right slip. Left slips they mess up due they try to do a nervous right slip instead..
Excellent video, you talked us thru the whole process in the most helpful way. Please keep these coming. A 'ten' rating, for me.
At 10:45 the text says,
"Remember: you add half of the gust factor to final approach speed. If our original speed was 80mph and wind was 11 with gust to 18, we would want to add 3-4mph to our speed.
The gust is 18, wouldn't you add 9mph to speed ??
What am I missing ??
GreggC _ i assume by "gust factor" he means the difference between the Gust speed (18) and the regular wind speed (11). Gust factor in this case would be 7, half of that would be 3.5
@@JM-hw4re
Ahh yes Keith,
Ok now I feel really stupid.
I just didnt see it.
Thank you.
Pretty cool seeing the flight controls move while the airplane is landing...thanks for sharing!
+ROWINTEL.COM Not a prob, thanks for watching!
Really nice job! Excellent explanation!
Glad it was helpful!
10:45 if you add half of the gust factor to your speed in this case it should be 9 mph, not 3-4, shouldn't it ?
He calculated (18-11)/2=3.5
Awesome video!!! Thank you!
Excellent Video and Explanations!
Awesome video thank you..... awesome Landing
Thanks!!
Another great video
Something just clicked for me! THAT'S why the Cessna's detach the rudders from the nose wheel, and the steering sucks on the ground. You're not going to get that little snap back on a crosswind.
I just get the lightbulb moment tuning base to final. That is if you make a steep turn. The nose will drop.and the e begins the problem. I was wondering what they talking about.
I was wondering, what is that rotational lever (10:06) on the ceiling of the piper cherokee?
Trim handle, same function basically as trim wheel on a cessna halfway up the pedestal
elevator trim?
@@ivandominicbaguio1194 --Yes, elevator trim. Rudder trim is a knob under the panel, in the middle so both pilots and student can reach it easily. Cessna with under 200 HP dont have rudder trim.
Might of missed it but what speed were you carrying over the threshold? I saw 80 plus .5 gust factor with two notches of flaps? I just started flying a hersey bar 180 and find I have little elevator authority and it's hard to keep that nose high attitude. And curious if you keep any power in all the way down or pull to idle as you being your round out?
one thing that confuses me... when we talk headings such as in runways it's the direction where we are going towards/pointing at. In this case runway 23 means we are directed to SW give or take. However, in winds, does 300 mean where the wind is coming from or the direction it's blowing towards like the way considered "normally"? Judging from the first clips it seems to be the former? As in, the wind is coming from ~NW
So very helpful
That is called The Crosswind Slip Touchdown. The only way to land
unless 737 style low to the ground engines. Only low engine jets cannot
do much banking on touchdown and they do crabbing touchdowns instead.
If they bank too much on the touchdown they might scrape the engine on
runway. They rather scrape the tires than engines.
Crabbing touchdowns
are easier to do than Crosswind Slip Touchdown maneuver, so many
airline pilots just do crabbing touchdowns even if they dont have low
engines like on 737's..
Many airline pilots land crabbed because the constructor of their plane suggest them to do it. They have an another kind of landing gear.
@@Hk-uw8my Even on 737's they can Crosswind Slip but only to about 5-7 banking degrees only. Seen many landing nicely and gently on one main tire, then the other.
@@outwiththem yes the side slip is introduced as well in their manuals, just after the crab touchdown method,but the thing is ,the airlines are really scared about losing an engine so...
@@Hk-uw8my They cannot hit the engine if under 10 degrees banking, which is a lot. Also they are supposed to be professionals and not drop the airplane hard on runway. Very low standards some airlines have. Seen many bad landings.
@@outwiththem even if they land smoothly (which is not criterion for a good landing )and the engines take a hit,remember at what speed they are...
You can kick a jet engine with your foot and then the entire plane is grounded,so its useless to talk about a collision at more than 150 kph.
Its easy to understand why they avoid the sideslip,because this technique has a little risk of engine strike. But the others methods have less risk for the plane. So as a normal person it makes sense to take the safest options first rather than the risky one.
But in case of a very strong crosswind the sideslip is used by everyone in combination with the crab method, rather than de crabbing at the flare you make a side slip touchdown, we dont take risks except when it's necessary.
And again its 'not always the airlines ,if airbus says that the highly recommended technique is to start the approach with the crab ,how are you supposed to think about the sideslip?
If boeing demonstrates in the operating manual how to land the plane with the entire crab angle,exactly like they did during their test flights,(very popular video)why would you not use this way to land? Isnt it normal for a good pilot to to read the manual of the plane?I'm wondering who is bestqualified to suggest you how to operate the plane,if it isnot the constructor.
Thanks man! Great video, Im getting my @ss kicked up here in Alaska with the fall storms. Cross winds have been the bane of my training lately. Helped alot! If you make it back up here, come fly with me in my stinson!
Wind 300 but coming from the East?
would it be North-West?
that was a great landing!!
The nose wheel gets me probably 75% of the time on these....usually its when I end up floating longer than expected in ground effect and i keep putting left rudder in ...... then when my nose wheel touches I'm jerked left of the center line, then I correct and end up fishtailing slightly....it's a pucker moment for sure.
If you recenter the rudder a little too late on a direct-steer nosewheel, it will pull you to the side. A couple things will help. Keep the nosewheel off as long as possible so the nosewheel touches down as slow as possible. Also, when you do let it down, keep enough back pressure to let it down gently. This will allow it to skid and it won't pull as much if it's off center. If you let it down firmly, it will pull quite strongly.
Are you using a lot of rudder to keep the crab angle and track before you transition to the low wing method on final ? Or is it only the wind that points the nose of aircraft to the wind?
No u dont use rudder to get the crab angle
from a wannabee's perspective, nice video, very helpful
Awesome video!!!
As a new student pilot, I recently had a dilemma regarding whether to use the crab method or wing-low method. Now, I know you should use a combination of both. Thanks!
In strong crosswinds, yes..
Oh No..That's all I would need the nose wheel following the Rudder and going in opposite directions...but thank you Jon for the explanation and how to correct for the nose wheel...
really nice video.
Glad it helps! Check out the Free Online Ground School @ fly8ma.com and share us with your friends around the airport and on Facebook!
Hi Captain, just asking some guidance, if you are given a chance to buy and own between the two airplane, 2017 Cessna 206 or 2017 Cirrus G6, both 5-6 seats. Which one would you choose and why? Thanks.
This is a question that can only be answered by yourself.
how to for me- land at a different airport with a better wind direction on the runway
where is this airport?
KVNC
Is it Legal to fly in the right seat with not having a PIC stationed onboard filling the left seat? Nice video explanation.
Regardless of what seat you're sitting in, if you're the only one on board, you are definitely the PIC. And yes, you can sit where you like, no reg requiring seat assignments (as long as you're not sitting in the back seat!) :)
hmm Interesting, but what if I like the backseat!
@@fly8ma.comflighttraining199 Hahaha!
I am quiet impressed by the turbulence,😅 it was horrible through a tail cam.
wow, great video... Thank you!!!
hi , whats the name of this airplane ?
1967 Piper Cherokee 140
thnx dude !
I Love seeing your Cherokee 140. I think you have the best videos featuring this plane. Is your a 140 or 150 Hp. Lots of people talk down the plane. Climb rate etc..
Personally i would love to own it as it makes a perfect first plane.
Bello John, is there any way how to contact you . I need some information about flights training.
Are Pipers easier than Cessnas when it come to mastering that good landing every student pilot wants?
hisham zalat For crosswind landings at least, pipers are def easier to land
Why take off with 10 flaps?
Thank you! Now I can go fly 747s!
Great & helpful
Who man to make airplane
Nice! I'm scared your video cable will catch your yoke on the left side...
Lol
Some people didn't know to explain.
I've watched a lot of his videos, and I find myself wishing he wouldn't talk while the ATC or other planes are talking on the headset, because then I can barely hear what he's saying.
Loved the video until I saw the Michigan jacket. LOL
gh
Good video thanks
But like you said
only 2 tech to land, o xwind
1 Crab Angie
2- Sideslip
Can You help me, on x wind , whats manual says
one wheel firts?
Because I land slip on my Pitts, on Dc3, C46, Dc6, 727,737, E190 AND A320 family touching. both wheels at the same time.
Airbus recomends side slip.
Many Thanks
Happy Landings
Ailerons have 3 chores;
1) make the bank to TURN the plane (99% of our flying)
2) approaching the runway: makes the BANK that stops xwind drift.
3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
Manovra che puoi fare se hai chilometri di pista come in questo filmato... Altrimenti col cavolo che stai in aria a livellare l'aereo, la pista finisce e devi riattaccare..
awesome landings!!
Thanks a lot!
Good learning info thank you.
Very welcome!
Another great video man, thank you!!
Much appreciated!!