5 INSANE Landing Tips You've NEVER Heard
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- Опубликовано: 24 май 2024
- NEW Landing tips that you've never heard before! Here are some landing tips that I learned during my training that are a little unconventional, but THEY WORK! In this video, I explain the science behind these landing tips and then I show you how I use the tips in a Cessna 172! Everyone loves the Cessna 172. It may possibly be the most popular training aircraft ever designed!
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"pulling back on the yoke at the same rate you are sinking". YES! Huge key there. I never taught my students to "flare". They just balloon. Instead we taught them to LEVEL OFF right above the runway. Wait for the sink....then offset the sink with back pressure as long as possible...."don't let it land" The result is a flare with a nice nose high touch down on the mains.
Peripheral vision....Yes ! In some airplanes you are completely blind straight ahead in the flare and peripheral is all you got.
Flaring to high is usually caused by looking too close over the nose thus experiencing ground rush. Knowing where to look is everything.
Like your tips. Ur a good instructor. Landings are the hardest thing to teach and learn because you can't quantify it. It's a feel.
Cheers from a fellow CFI and pilot.
Thank you!
I smiled when you said"Not bad since I hadn't landed in a month." I just received a biennial flight reveal endorsement after a 12 year absence. My career took me to sea for 15 years, I had to put my flying aside. It sure felt good to be left seat once again.
Nice! You in the Navy? Its always great getting back in the air
@@FreePilotTraining No, I served on a geology research vessel. 63 days at sea per deployment then shore duties. I flew a '46 Culver V until my partner in the aircraft passed and the aircraft was sold. My first aircraft was a '47 Cessna 140 then a '47 Stinson 108-1. Now retired, in good health. I am looking for another bird. Maybe a sling wing.
Looking forward to putting these ideas into practice. But one "student to CFI tip": stress leads to tunnel vision. I know I've had to put a lot of work into remaining calm with everything that's going on as we round out and touch down. I distinctly realized that on my early landings, I had my eyes locked on the end of the runway and my circle of vision was about 5 degrees wide - pure tunnel. But with more experience, that cone has widened a lot, but I'm still working on it. These tips are going to help a lot, but in early landings, my sense is that most students are going to be tunneling pretty hard so it will take some time and experience to have the ability to implement this stuff, outside of students who may be unnaturally chill.
Yea I had a similar experience. When I was doing 360,s I would be stuck inside and nervous but with time and use of trim I calmed down and started looking outside.
Same sort of thing happened with my landings. The more comfortable and chill I was the more I could stop thee tunnel vision and get more cues of where I am in the flare.
Also I’m lucky enough to have my A&P so I get to sit in the planes I fly giving me a slight advantage over those who only may get an hour a week or Month.
If you wanna fly, I highly suggest getting your license.
Yea I had a similar experience. When I was doing 360,s I would be stuck inside and nervous but with time and use of trim I calmed down and started looking outside.
Same sort of thing happened with my landings. The more comfortable and chill I was the more I could stop thee tunnel vision and get more cues of where I am in the flare.
Also I’m lucky enough to have my A&P so I get to sit in the planes I fly giving me a slight advantage over those who only may get an hour a week or Month.
If you wanna fly, I highly suggest getting your license.
What an excellent tip. Thank you! Might include this in a future video
Youre my best FI in youtube. Thanks a lot
That means a lot thanks!
Great clip. I was a flight instructor back in the 70s in Australia. Few of our airports suffered the curse of PAPI back then, with T-VASIS only at major airports (it had vertical and horizontal white lights, set to give a visual analogy of a glide slope indication, with all lights turning red if you got decidedly low), so student pilots weren't distracted from learning to judge what a correct approach angle looked like.
Most of the instructors I knew also taught looking towards the end of the runway during the flare and sustaining it during the hold-off. On final, peripheral vision would initially give a perception of slowly moving down the approach path. Judging the flare was associated with a transition in peripheral vision from the world 'moving slowly' to 'moving quickly'. This also was the cue for lifting the line of vision towards the end of the runway to enable the hold-off to be accurately judged and controlled as airspeed dropped and controls became less effective. That's sounds a bit clunky when said, but I think you get the drift.
Not quite sure about the 'high flare', 'low flare' thing. It will certainly work in 172s (and the 150/152s we commonly used), but if you were training people in Victa AirTourers (probably the finest 'ab initio' trainers I flew) you would have something a little different happen. They were tough aircraft (2 seat, aerobatic, +9g / -6g, strong spring steel 'legs', faster and with a higher wing loading than a 150) and had a very interesting 'character'. It was easy to fly (almost as if you were 'riding' it), and very forgiving, but if you didn't fly it quite right, it wasn't dangerous, but it would let you know it "didn't approve" of what you were doing. If you used that high flare technique it would drop in just a bit hard. If you flared too late it would thud in decisively, like it was doing a carrier landing. Do the same thing in a 150/152 and it would just waffle gently in anyway, feeling much the same, and the trainee often wouldn't be much the wiser. The 172 was similar, but the 182 and higher models were (from my observation at least), a bit less forgiving.
Thanks for the memories. BTW, I compete in Oz, in IPSC, Service and WA1500, using a CZ-75 SP-01 Shadow.
Josh is the man! These tips improved my landings practically over night! My bad landings really had me second guessing my flight training. I got in touch with Josh, put this practice into action and now I'm excited about continuing my lessons again! I cannot thank you enough Josh!
That’s super cool! So glad I could help
Fabulous and well presented tipsy.
Thank you for your efforts
I'm looking forward to trying all this in the sim. Each landing an adventure!
You’re welcome! Thanks for watching
Thank you!!! Very good instruction!!! Deeply appreciated!!!
You’re welcome!
My landing are good and even my short field landings and soft are spot on. Working on getting not forgetting the steps on a slow stall. Like forgetting to descend first a bit before pulling up.
Terrific job, Josh! This video is now a part of my high-rotation aviation watch list as I re-enter flying after a 20-year break. I was a member of the Point Mugu (CA) Navy Flying club for several years flying our two T-34B Mentors. BTW, gun videos are always appreciated!
Thanks Brian! That’s too cool! I’d love to fly the T-34 at some point. Cool plane. If you haven’t already, you should check out my Adventure Men channel. I hope to make a few shooting videos over there: youtube.com/@adventuremen?si=FnXk_0eMZbkMoXjD
Flaring too high is my #1 bad habit when it comes to landings. You’re exactly right about “high flare, hard flare,” and I didn’t even realize that was the reason why I had to apply so much back pressure to keep the nose at horizon level…but of course now I’m 5-10 feet off the ground, and I come down hard, every time.
My problem is that peripheral version and gauging my closure rate and exactly how high I am above the runway. I always feel like I’m way lower than I am. As someone else pointed out, this is probably because I am staring right in front of the nose of my airplane, and that ground feels like it’s coming up QUICK.
It’s been too long since I’ve gone and hammered out some touch n goes. Going to do that soon, and my focus will be on looking TOWARD the end of the runway, flaring in that 2-3 foot sweet spot, and pulling back to match my sink rate.
Great video as always, Josh. Just got my instrument rating a couple days ago, and your videos have helped me tremendously with just flying the airplane.
Thanks! Now, I briefly mentioned this in the video, but are you glancing at your touchdown point AFTER transitioning from your aimpoint? This can help you start the roundout in a better spot before you transition to peripheral vision
@@FreePilotTraining no, and I think that’s one reason my landings are so inconsistent. I’m pleased with how stable my approaches are, but when it’s time to begin the round out, all bets are off and I kind of just do whatever each time, not really thinking about any consistent method.
Try glancing at your touchdown point right after you transition. I think you’ll notice a significant improvement
@@FreePilotTraining I’ll give it a shot next time I’m up. I’ll let you know how it goes!
So like riding a dirtbike you need to be aware of the obstacles down the road but don't look so far out you miss the pot hole in front of your tire, pick a point, plan a path and ride it out.
Excellent point!
I started watching you last year while training and got my PPL Sept 2023. This video would have been beneficial.
I practiced this yesterday and greased all 3 of my landings. Multiple things happened, I flew in ground effect, I used peripheral vision, smaller corrections closer to the runway, and being more aggressive in flare. I was soooo shocked at how smooth my first landing was, then I repeated it 2 more times! Thank you very much.
Awesome! Thanks for the comment! It means a lot! So glad you’re getting value out of these videos!
Your the best! Helping make better pilots is a wonderful mission, thank you CFI's !👍👍
Thanks!
Love this lesson! The analogy of aiming and relating it to landing make sense! Thank you
You’re welcome!
Great vid, interesting that I’d pondered many of these things in trying to land better…good to get confirmation 😊
I truly believe that pondering played a significant role in understanding landings
Great video, thank you. Best regards.
Thanks Daniel!
I agree that the mantra of “look at the end of the runway” is incorrect. A lot of CFIs say this, and it’s wrong. Proven by a simple thought experiment: if I built a runway 100,000ft long, are you going to put your eyes at the end of it? My eyes are approximately shooting through the same square inch of the windshield throughout the approach, round-out, and maybe a small portion of the flare. I could draw with a sharpie a square inch box on my windshield right where I normally look through on approach, and assuming no wind, tell my student to keep the same spot on the runway inside that square, and he or she will fly a stabilized glideslope. When we get to about 7-10ft AGL, you keep looking through that same square inch of window for the roundout, but shift aiming point maybe 200-400ft further down the runway while simultaneously reducing power. Then the flare begins at about 2ft. The airplane will be slowing down during the roundout and will want to nose-down due to the rapid loss of airspeed, so it’s a constant *increase* in pull to achieve the same glidepath during the roundout. A roundout is simply flying a shallower glidepath while reducing power and airspeed. This allows the airplane to reach its landing speed and for you to have time to react for the flare.
If you look outside your car side-window on the freeway doing 60mph straight down to the ground, all you will see is motion-blur. That motion blur extends out in front of the car based on your speed and it gradually gets less and less motion-blur. If students are using their periphery to look in this area of motion-blur to judge height, it won’t work. They need to look far enough out, maybe 200ft in front of the airplane to start seeing what I call the “texture” of the asphalt. There is no shame in even just darting your eyes back and forth between centerline and about 20ft off centerline to judge height when you’re learning. You have to see the “texture” for your brain to judge height correctly. This is also why landing into the setting sun is difficult.
Everyone has what is called a “dominant eye.” There is a simple test you can look up to figure out which eye is your dominant eye, but for most people it is their right eye. Your brain relies on information from your dominant eye far more than your non-dominant eye. And in a Cessna 172, when it’s easier to get the periphery sneak-peak out the left side of the front windshield, that unfortunately will be utilizing your non-dominant eye. I encourage students to actually use their dominant eye to periodically check their height above the ground by looking at about 200ft in front of them and about 20ft off centerline, and then going back to looking at about 500-800ft down the centerline of the runway. A “pro” in my view keeps their eyes about 500-800ft down the centerline in a light single piston and uses periphery for height judging.
Another landing tip. When a gust of wind or turbulence changes the bank angle of the wings, don’t let the angle of the wings stay like that longer than you could prevent it. A bank angle means there is a horizontal component of lift, and the airplane will begin to turn, and it becomes harder to maintain centerline. One thing many students fail to understand is adverse yaw. Whenever the yoke turns (i.e. it isn’t in the neutral position), a yawing motion will occur in the opposite direction. This is what rudder is for, to control and counter adverse yaw. With every aileron input, there must be a slight rudder input as well, or else you become an unstable wobbly mess on final. Saying “apply rudder at the same time as aileron” is probably good enough, but when you get really good at stabilizing yaw that rudder input occurs just a fraction of a second prior to the aileron input. It becomes a muscle memory of how much to put in, and you don’t look at the ball to see if you’re applying the right amount, you look at the imaginary longitudinal axis of the aircraft (a line from the tail to the nose).
One last tip. There is such a thing as the “landing attitude”. It’s a pitch angle (or sight picture if you prefer) that corresponds with being at the right airspeed for touchdown. If you are noticing a flatter pitch than usual to hold altitude during the flare 1ft off the ground, it means you’re too fast and risk touching down on the nose gear first. Which structurally isn’t good, but touching down on the nose gear is the first step in a porpoise landing/crash, and it also causes significant lateral steering issues once rolling on the ground. I’m sure you’ve experienced massive swerves with students upon touchdown. Vice versa, if you’re increasing pitch beyond the “landing attitude” to hold that 1ft off the ground during the flare, you’re getting too slow. Keep getting slow, you risk a tail strike or losing visual cues ahead of you. Pros can lose visual cues ahead of them and maintain control using the side “Lindberg reference”, but it’s just not a textbook landing at that point. Once you reach the “landing attitude”, it’s better to just hold that sight picture and let the airplane sink to its touchdown instead of continually increasing pitch to milk the landing, unless you achieved that landing attitude at some unsafe altitude, like 5ft+ in the air. Now you’re in good-around territory holding altitude at 5ft+. Even 4ft holding altitude is making me uncomfortable. 1-3ft, ok.
Great tips! As I was editing this video, I came up with a handful of other tips I forgot about. Might have to make another vid and include one of these ☝️
Very detailed, thank you😊
Good tips. You could make a video of your own 😉
I'm not a pilot but this makes a lot of sense to me. I was a trucker for 21 years and one of the things we're taught and learn is "where you're looking, that's where you'll go". That's because we just have a natural tendency to follow our eyes. That's one of the reasons you'll so often see someone who's gone off the road manages to hit the only sign anywhere around. This is especially true if you turn your head to look at something versus glancing at it with your eyes. Tunnel vision isn't good either which is why a good driver will constantly adjust their focal point between near and far to keep a complete picture.
That’s exactly right!
Just in time. My landings needed this!
Awesome!
I learned at a short and narrowish field, where the PAPIs were broken on one end of the runway. I wholeheartedly agree with what you present here.
Thanks! Yeah, that’s another problem. If they’re broke, you can’t use them.
Good job, Josh, finding various points of view to help with landing. Sparky's, Wolfgang's "stall down," and the Army's apparent brisk walk rate of closure (similar to "stall down") all are good orientation. Good job with the rate of closure. Whether conscious or not, the same deceleration we use in autos to keep the rate of closure appearing to remain at a brisk walk really helps. Luckily in Ag, where the student already had the license to learn, we didn't have to deal with the more difficult round out and hold off technique but could actually decelerate enough to actually use the dynamic throttle as a very precise glide angle and rate of descent control all the way to touchdown with power/pitch and flair. Eliminating both round out and hold off not only makes it STOL, but more importantly emphasizes energy management and actually makes the landing less complicated. Forcing the elevator into both airspeed and altitude control with extra speed requiring round out throws the whole flying/landing (not flying) thing off. We land (not fly) much slower than Vso, an out of ground effect number. Wolfgang says it best on page 302, "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." No problem if we wish to move the touchdown spot (ground level) down the runway a bit. I realize hiding the lack of round out might upset the DPE, but it is a much easier, more energy managed, and safer way to land.
Thanks Jimmy! I’d like to incorporate more of that stuff in my videos at some point. Maybe I can fly an Ag plane at some point too. That’d be awesome
Hey thanks Josh, great video and address some of my issues. Even though I am a PPL I worked with a CFI yesterday to work on landing and worked through some of the same things in your video, I will continue to rewatch this video as a reinforcement tool. Also, I shoot competitive 22 pistol and 22 precision rifle matches.
Awesome! I figured I had quite a few shooters on here. Competition shooting is a whole new level
Good to see a new post. Haven’t seen any of your videos for a while. Must’ve been a pretty good mission that you were on.
Thanks! I’m currently on orders with the military and building a house. It’s been tough to make content regularly. Hopefully things will stabilize soon and I can get back to it more regularly
good vid. nice points.
Thanks!
Even if it doesn't help me, I can see how your videos may help others, and I like that, so I click the 'like' button, because that is what it is for.
Awesome! Thanks for that!
Awesome chanel thanks
No problem!
Uncle Josh with the golden aviation knowledge nuggets once again! Thanks for helping improve all our landings to be buttery smooth!
😂 You’re welcome!
had my first solo but my landings were rough... great vid, just in time for me while I work on em :)
That’s awesome! Congrats!
beautiful landings...great tips...and beautiful mountains:)
Thanks!
Hi Josh, I'd like to take the opportunity to thank you so much for all the Free Pilot training here on your channel. I've been working towards a VFR PPL license for the past year and next week will have my pre-exam test here in the Netherlands. Your video's were a great help in getting a that more comprehension on some of the tougher subjects. Also nice to see the beautiful scenery and to hear the somewhat different ATC style on the way. Thank you very much sir.
You’re welcome! Thanks for watching!
Thank you
No problem!
I was taught that VASI / PAPI were just a reference as you note and the important thing was learning to 'see' the dynamic aim point as the line where runway coming towards you changes to runway moving away from you. Having an eye for that makes it a lot easier to adjust pitch and power to keep the spot stationary and if you've setup your initial glide well the angle will take care of itself.
While it was never quite termed peripheral vision, I was also taught to look a bit to the side in the flair for better sense of height and sink rate. I think different words for the same concept.
A note that in aircraft with laminar flow wings, like Comanches and Mooneys "high flair hard flair" is a good way to get a very hard landing. These aircraft don't 'mush' in the stall but pretty much stop flying so you don't want to be too far above the runway in a full stall landing. Adding a bit of power or going around in a short field situation is usually the best move if you really mess up the flair.
Similarly, the Comanches are known to float forever with a clean wing that is set very low to the ground. A full size nose wheel doesn't make matters easier for a smooth landing (but helps a lot on grass). Good speed control into the flair and gentleness in pitch help a lot to make a good one.
Another tip that works in many airplanes is to consider 2/3rds instead of full flaps. Often trim forces are much less, it's easier to position the nose high for a nice main gear landing, and for typical paved airports the difference in ground roll isn't really an issue. Works nicely in Comanches and Bonanzas in my personal experience. Also good in strong crosswinds in many aircraft.
I am a Class 2 flight instructor in Canada and this video is excellent the only thing I would comment on is I only use the vasis/pappi as a guide only in small GA aircraft otherwise the student tends to be low and if you have an engine fail you probably won’t make the threshold especially when doing circuits! I prefer a steeper angle and at about 200/300 ft I am on vasis profile!
Thanks! I typically don’t even use the VASIs or PAPIs unless it’s night time or there’s bad visibility
@@FreePilotTraining
I really love this video on landing and also your other videos! I frequently use your tips when I instruct!
Just did my first solo and buttered the first two landings, last one I swore I got hit with a bat and dropped like a stone after trying to correct from ballooning it. I think I am getting the cause of why watching this. Thanks! I ballooned up pretty high and instinctively I tried to correct and reflare but lost all speed and plopped in pretty hard. Airplane was ok but I swore I hit the prop. Lesson learned. It was such a great approach too! if you make it to Oshkosh There is a Cheese curd Taco on me waiting for ya! Oh and Rock River shooter here! LAR-8
Awesome! I’ll definitely take you up on that if I ever make it to Osh. I never say no to free food
As always, love your videos Josh. By far the most practical and easy to understand content for a low hour pilot looking to improve. Question, on downwind do you set your power abeam the numbers or intended landing point? I’ve read/seen it described both ways so just curious what your method/thoughts are?
Thanks! My intended landing spot is typically the second stripe after the numbers so I usually just use the numbers as a perch point. Technically, you want to use your touchdown point, but a couple hundred feet won’t make that big of a difference.
Thank 👍🏼 you
You’re welcome!
Excellent tips - thanks - BTW what are you using to record the ATC?
Thanks! I originally bought this cable www.mypilotstore.com/MyPilotStore/sep/11806?gclid=Cj0KCQiAorKfBhC0ARIsAHDzsltAJp_vB3bTzYrE8OOpHFbu47XoVnRdiSyTV3Xn_2ds_0nmIL113YkaAgGLEALw_wcB to plug in directly to my GoPros, but GoPros really like to overheat in the cockpit. A few months ago, I bought this audio recording device www.amazon.com/Digital-Voice-Recorder-Lectures-Meetings/dp/B084KQMH6V/ref=mp_s_a_1_1_sspa?crid=1ZQG28ZIVD4AE&keywords=audio+recording+device&qid=1676466337&sprefix=audio+record%2Caps%2C211&sr=8-1-spons&psc=1&smid=AQ1GO4ZRYD98S&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUEzUzJLOVlXRkRLUlJCJmVuY3J5cHRlZElkPUEwODI5OTUzMlVUSE81WkJDMzEyUCZlbmNyeXB0ZWRBZElkPUEwMzQxMzQyMUZFMU5CQlhGSjk5MSZ3aWRnZXROYW1lPXNwX3Bob25lX3NlYXJjaF9hdGYmYWN0aW9uPWNsaWNrUmVkaXJlY3QmZG9Ob3RMb2dDbGljaz10cnVl and the main cord from the GoPro audio adapter plugs right into it and I haven’t had a single issue since. If a go pro overheats, I can use the rest of my cameras and I haven’t lost my audio rest of my cameras and I haven’t lost my audio
Another great episode 🤓
Thanks! 😆
Thank you.
No problem!
Always Great Great tips and very informative might even help me in the sim and Happy Memorial Day Weekend. PS Come On Mannn like a certain presidant says now I have re learn everything I know about landings and in the sim well here we go then,
Thanks Mike! Lol 😆 I can hear his voice now
YES! As soon as you said look at the cowling suddenly all my struggles during the ppl made sense. By looking at the end of the runway, I would lose all reference to how my axis were actually aligned with it. I understood how landings were supposed to work, but I could never actually see in the flare the corrections that needed to happen. I did figure out eventually that keeping eyes on the cowling, and orientation to the runway in the peripheral, allowed me to actually see the yaw corrections I needed much easier. The way you described it was like OHHHH why did nobody tell me this five years ago 😂
I was told the same thing! That’s one of the reasons why I wanted to make this video! Thanks for the comment!
Great video. You are my favourite RUclips FI.
Thanks! I appreciate that!
Awesome Josh! Thank you so much for all the great info! Definitely will improve my landings :) keep up the great work you do! I really appreciate it 🙏
p.s
Would love to see an engine fire video and learn more how to deal with a situation like that. From your experience at least! Thanks again!
You’re welcome! I definitely have that down as a future vid. I have a few others I need to work on first. Really appreciate the ideas though!
Great video! Next time you’re in Oklahoma, you’re welcome to come to KSNL and we can do some air work in my Skyhawk!!
Thanks! I’d be down!
And here I thought 'Aimpoints' were more or less obsolete optical shotgun sights. 😅 Literally did pop into my mind despite the context here.
Thought this might be a yawner but no, the articulation of the why's made all the difference. Excellent communication, love it.
Thanks Stu!
I used to be a trim dozer operator, and peripheral vision is paramount to precise work, similar to landing. Pretty much everyone who jumps into a trim dozer at first tends to focus too hard on the blade and ends up just like pilot induced oscillation - up, down, up, down, bang bang! Good tips! Keep on trolling the trolls😂
😂 I’m always blown away how similar things are sometimes. I tell people all the time that flying is a lot like driving a boat
@@FreePilotTraining Yeah, I guess it is too!
It was funny to watch this video and see the part about shooting a handgun... because I'm watching this video while waiting to start my day at the range for pistol qualifications lol.
😆 nice! That’s how that works
I didn’t learn this too by you common sense after watching spotters videoing other aircraft landing now you just confirmed I was right choose decent point then aim for the landing zone
Good!
Looking at the cowling while using your peripheral vision to look towards the end of the runway seems to work, but would that technique work at night?
You’re still using peripheral vision. It’s just a little tougher
So, C182H with a XP470 (IO520, p.ponk upgrade). I land perfectly every time, until the last 2-3 feet AGL, then I drop it in. It feels great, I float out the energy, but drop it in. Ideas? Also, on my home grass strip, I grease it in...its only on larger hard surface runways where I drop it.
I bet you’re flaring too high. Larger runways give the illusion that you’re lower than you think. High flare = plopped in landing. If that’s not the case, try cracking the power over the threshold, but not pulling power completely until you’re completely in the flare. You’re bleeding off airspeed exponentially. This is either because you’re too high OR you’re too fast and then that airspeed bleeds off too quickly to gauge
which sunglasses are you using?
The Ospreys from Flying Eyes
I recently got shown I'm way over controlling in bumpy turbulent crosswind. The instructor demonstrated how you don't even need to move the ailerons to land. He kept it still and only used rudder to pick up a wing if it dropped. The landing he made was super smooth and calm despite the wind. He just held the yoke still. A friend and I tried this yesterday and it absolutely works. So the strange tip is: once you put the plane on the right path, leave the ailerons absolutely alone and hold them still unless you need a bank to start a turn to change the path. But if the wing drops add some pressure with the rudder and wait for it to raise back up.
I like that. I’m more of an aileron guy because I like the wing low method, but I’ve done that before and it does work. Great tip!
@@FreePilotTraining This is applicable in the wing low method as well. Once you set the wing low attitude, leave the ailerons alone in level position and keep the wing low attitude with rudder if a gust changes it. Let the stability of the aircraft do the flying and help it with rudder, only use ailerons when you need a different bank or when you need to level out. I wish someone did a good detailed video on this, I was looking for it and it doesn't exist on the whole youtube! Can you do it?
@@FreePilotTraining Actually at 12:57 in the vid you're doing exactly what I was doing and if you watch it back in slow motion you'll see you're causing most of your own turbulence, just like I did. Those aggressive movements of the yoke are not needed and actually are detrimental for a nice landing. I couldn't believe it either when I got shown this and I admit it's a strange unnerving feeling trusting the plane to not spin out of control and just keeping the ailerons still when you get bumped around. But it works, and I was shocked how well in what I thought were moderately difficult conditions.
I love this advice. I recently learned this rudder technique with a great CFII, and my centerline control on final and landing has definitely improved.
How did you find an opportunity at PAAQ when Blue RIver didn’t have 7 aircraft in the pattern asking “where are you”, making ‘extended base’, ‘long crosswind’ , ‘abeam the Butte’ calls along with ‘lining up to wait’ and generally ruining aviation for everyone else? Impressive.
😂 yeah, they’re always packed out there. It was after 8pm. That’s probably why
My smoothest landings have been swooping in below the glide slope at around that 200 foot mark and coming in 5kts fast in a light flare just barely held off the ground. It’s a terrible technique that eats up available runway, but man the touchdowns are smooth.
Yeah, there’s actually a name for that. It’s called a “duck under”. It works great. You just have to pay attention when doing it so you don’t run into something at the beginning of the runway
@@FreePilotTraining Nice. Interesting to know that it’s established enough to have a name. Yea, definitely have to be mindful of obstacles on the approach end.
The object of the perfect landing is stability. You should be looking way down the runway, and the peripheral vision should be judging the height above the pavement down through the sides of the windscreen. By maintaining proper approach speed, 1.3 times VSO with maybe five extra knots, you will visualize coming down a hill in a car and your reaction to level at the bottom will be automatic. Once you have leveled out, you then slowly rotate the nose up to just below takeoff attitude, and the plane will settle each time very softly. Oddly, I have softer landings at night than I do during the day. I was lucky enough a couple of weeks ago to practice my landings in a tail wheel airplane. This made my landings, very consistent. Wheel landings, well those needed a little bit of work but then again I haven’t flown a trail dragger for over 10 years. A good rule of thumb is do not descend more than 400 ft./min. and average your descent of 350 feet in each leg of the pattern. Fly one speed throughout the pattern until you are on short final, then you can slow the 1.3 times VSO.
Maybe mention FAR 91.129 regarding glide slope indicator use in Class D airspace
Great point. I’ve mentioned that in other videos
@@FreePilotTraining we’ve had a couple DPEs fail people for not adhering to 91.129 in our class D in Long Beach. Aside from 129, we have our noise abatement program asking us to stay on glide slope-keeping us higher and quieter for our neighbors. Personally I like the sound of airplanes. I still run to the window to see who’s flying overhead. But some people would rather have less sound. I get it.
I like to land with just a bit of rpm, and when in ground effect then go idle. Is that okay?
Yes. Keep in mind, you’ll float by doing that so your landing distance will be much longer
YEP
One simple rule to saev a lot of words in videos nad instructing. Never use the word "what" unless you are asking a question. Gets ridof "what i'm gonna do is I'm gonna" and "what you wanna do is you wanna" and the dreaded "what you wanna do now is you wanna look at what you are gonna do".
Great feedback
Power for airspeed pitch for altitude.
That does work, but the opposite is more effective. ruclips.net/video/MqxKJLQdcxM/видео.htmlsi=87JvkmVjr1rK08Th I will say that sometimes it’s easier to make small control inputs by using the controls you mentioned though
@@FreePilotTraining It works all the time. The only time pitch is used for airspeed is when power is fixed. I can show proof from an Air Force flight manual and an FAA advisory Circular explaining why it works. I taught that method as a flight instructor for over 20 years.
@@jameswebb2856 I’m an Air Force Pilot and I was taught that you can use either. You should check out the video. It explains when pitch is more effective. Im contemplating on making a video that explains some times that you might consider swapping the controls. (Like on short final) less effective controls like you’re mentioning can help keep you from over controlling the airplane and entering a pilot induced oscillation. You’re not wrong, but on the back of the drag curve, pitch of airspeed and power for altitude is more effective (even though both work)
@@FreePilotTraining The FAA taught the current method years ago then changed to the way I teach it now. It was how I was taught in the 70's and sometime after that they went back to the current method. I had a situation in an EMB-145 on an ILS to ABQ. At 1000 AGL the airspeed trend vector was buried so deep in the low speed awareness tape I could not see the end of it. This happened in less than a second. I immediately added almost takeoff power and when I saw the trend vector moving rapidly in the right direction I reduced power back where I had before the airspeed loss. Neither the airspeed or the glide slope needle ever moved. I will try to find your video and watch it all the way. I enjoy the discussion on this.
@@jameswebb2856 Also, consideration should be made to the speed that the ILS is flown. If you’re flying at 90 knots, you’d be on the front of the drag curve. In that case, your controls would be more effective
I always fly the papi and vasi. I trust those, especially at night when there is no ILS. But, I don't ONLY FLY the papi. As a pilot, you should be using ALL of your knowledge and skills on EVERY FLIGHT. i do a lot of single pilot IFR and my home airport is in the mountains, and the "black hole effect" is a major issue. If you do not fly the instruments or the papi, you will fall into the black hole effect.
Vasi is ok in IFR conditions. On a nice day, ignore ‘em
Totally agree
put sun visor down to help you see.
Then you guys won’t be able to lol
i lost all my guns in a fishing accident 🤪
keep up the great videos
😆 sounds like something I’d do. Lol thanks!
Did you move to Alaska or are you just on an extended stay?
Yep. We moved here back in October
Welcome to Alaska! And Palmer specifically :) I saw your videos had familiar terrain in them last fall, thought perhaps you just came up for a trip. Hopefully I'll see you around the airport, I recommend your videos to my students!
Love firearms!
Awesome!
I shoot, trying this out in the sim
Awesome! Let me know how it goes
@@FreePilotTraining I was surprised how much the gun technique worked. I never thought of it this way until you explained it. Thank you for your knowledge and content you share with all of us.
Gun lover here... Hunt, target, reload, etc... one of rhe reasons moving back to AR from CA. Can't believe how big the flight community is here. Cost is some of the best in rhe country.
Awesome! Arkansas is a great state!
Guns!!! Yeah maybe I have a few... Why? You thinking about war bird content or fly out hunts or something?
I would like to do some fly-in hunts over on @adventuremen I’d love to fly warbirds too. Just haven’t got the opportunity
I will go check out adventuremen
Lookup “ICAO PAPI obstacle protection surface”, because your interpretation of what +/- 10 degrees from centerline is doesn’t match ICAO. You get more protection than you think. I understand you took that phrase from the AIM, I’m not saying it isn’t in the AIM, I’m saying you’re interpreting what that means incorrectly.
Not sure what the ICAO standard is on PAPIs. This is the FAA standard we’re discussing in the video
The biggest mistake I see with students is trying to look straight ahead during the roundout and flare. There is no useful information staring at the panel and hoping you catch some clues in your peripheral vision. I show them how to look at the edge of the runway anywhere from 45 to 90 degrees on their side of the aircraft. Keep a scan of the usable viewing area, but don't move your head excessively to avoid disorientation. Relying on runway markings, other than the edge will lead to poor performance on unmarked, off airport landings. Refer to the Lindbergh technique.
You’ve given me something to consider. A video on the Lindbergh technique might be something super helpful
@@FreePilotTraining I have trained lots of helicopter pilots in airplanes and this method helps the transition.
Love your videos -- one of the best pilot channels on RUclips! Just one tip for you: if you're intending your videos to be viewed and appreciated by pilots, STOP CHANGING CAMERAS AND ANGLES!!! As a pilot, the only camera or camera angle I want to see is the one that I would see if I were flying the airplane, i.e. the one directly behind you. No offense intended, but the last thing I want to be looking at is your face, especially when you are on short final. I want to be seeing the runway so I can appreciate and understand the instruction you are giving.
I appreciate this feedback. I’ll keep that in mind. Anyone else feel this way? I’d love to nail down some things that would make my videos even better
Nietzsuki’s comment is a good example of no matter how good a job you do, you’re just never going to please “everybody”. I am a student pilot, I view, and very much appreciate, all your videos. I don’t understand the criticism because I feel you give a completely adequate amount of pilot POV in this video and others, to illustrate the technique being demonstrated. I know you put a lot of time into editing, and I for one, think you have found the right mix that makes your videos engaging, educational, and entertaining. I also would be happy to see more gun related content on your adventure man channel. Thanks for what you do!!!
@@FreePilotTraining For more visual folks, I would have to agree. Didn't really bother me, but logically it makes sense to see it as if I were the pilot during technical instruction.
I agree with these guys… It’s not really a criticism but for those of us struggling with landings… Looking out the windscreen is beneficial HOWEVER… viewing the touchdown from the wingtip towards the landing gear is also helpful to see what the plane is actually wanting to do as it actually stalls and settles
@@FreePilotTraining The face views are good when you're explaining something about the landing while in the pattern, like on downwind, at those times where the forward view doesn't matter and you're not really doing anything other than explaining. But I agree, the "pilot's eye view" is best all that way in on a landing. Same when demonstrating something where watching your cockpit work flow matters.
Yes, rods and cones
But what does that MEAN?
Your focused vision is hardwired to the conscious mind. It can process 0.06% of the totality of data input.
Pripheral vision is hardwired to unconscious mind. It processes 100% of total data input. It is your supercomputer. That is why you can land on point and butter smooth if you know how to use it.
The counterintuitive pary is that we are asked to focus, on airspeed and aim point, then to STOP focusing in the most critical part of landing.
Say, how focused were you on your driving last time you drove to work, and wondering who drove you there when you arrived. (Your unconscious did)
What an awesome comment! Thank you so much for adding value to this vid. Love reading stuff like this
The problem with uaing a VASI or GS (Glide Slop) if your engine failse more than 200 or 300 feet from the threshold U will not make the runway. Don't believe Look up your angle of decent at best glide speed, far steeper then 3 degrees.
“Landing an airplane is a lot like shooting a handgun”
Go around procedure is tap rack bang?
😂
Big shooter here.
Awesome!
13 years away from flying… BFR revealed no issues…
First solo landing after years away was perfect, good, I’m still the landing king…
Following few landings nearly made me quit flying forever.
No CFIs at our airfield.
Watching every landing video you and others put out.
Everybody talks about the center line and the flare but y’all hardly ever say anything about aligning the aircraft with the runway.
You talked about it in one video I watched but it seems to me it should be mentioned on short final on every landing along with high/low, airspeed, center stripe, round out, the flare.
I guess I’m just wondering why ‘crosswind correction’ isn’t mentioned and rechecked all the way to touchdown like everything else…
Turns out… Its a pretty important component of a well executed landing.
Have you seen my video on 10 landing tips? I talk about centerline control a little in there. I still need to put out a crosswind video though. ruclips.net/video/0N9rpjwSqiM/видео.htmlsi=Uh5IXoJsAKnXbqBq
@@FreePilotTraining I’m a brilliant master of center line alignment. Not the issue.
Until recently I’ve never landed a plane with a side load… Nor have I landed flat… Nor have I bounced one.
I had a brilliant instructor and for whatever reason, I have never struggled with landing through thousands of landings.
Recently repurchased a 172 that we had to sell in 2011 due to a family illness.
I have since made every mistake conceivable that you can make while landing an airplane that can possibly be made… Including once nearly running off the side of the runway after having touched down on the center stripe.
I’ve since improved enough that I did finally let my wife go up with me the other day and made such a great landing that she thought that I banged the tail on touchdown.😂
I’m still sucking but it’s controlled sucking and not a human safety issue… Might not be so healthy for the aircraft…
But I’m still working on it. Every landing but two have touched down before expected… I once was so good at it that I couldn’t understand why people struggled with it… And now I don’t seem to be able to hold one off to save my ass.
@@FreePilotTraining … And yes… I’ve seen all of your landing videos. Good videos… make sense… All stuff I’ve learned before… Execution is still kickin my ass
Funny how u love guns you look exactly like kentucky ballistics
😆 you don’t know how often I hear that! Maybe I can get him to take a free lesson
The PAPIs are set too far down the runway to be of any use to me in my Skyhawk
Aren’t the papis about 1000’ down the runway? You probably have another 2000-3000’ after papis?
I agree. You waste a lot of runway when you use them
Yes. They are typically set to 1,000 feet
@@FreePilotTraining Even at my 4000’ field. My aiming point is always the hash marks and I always go from both white to both red.
Struggling with landings I was concerned that I was never seeing them… after looking for them I remembered why… They’re useless
+1 gun lover
Awesome! I’m trying to see if flying airplanes and shooting guns is something I could mix over on my @adventuremen channel
@@FreePilotTraining I believe the entire state of Wyoming would watch that!
All 5 of us…
Receipts Fani Don't Need No Stinking receipts
wait till the Shetz Hits the Fan Nie
Gun lover!
Awesome!
Most of your tips did not help me. Its not your fault. I was not inside the aircraft. I am an rc aircraft instructor. I stand on the ground and watch the aircraft from there. The low flare and high flare was very useful for me. We have a 400 foot runway and when we fly jets if we don't get a good flare we run off the end of the runway and usually cause damage to the aircraft. May your skies be blue and your wind calm.
Why would I want to adhere to any advice labeled "insane"?
😆 perhaps when you’ve tried everything else