Good coverage. Thank you. The best slow flight practice for short field or any landing feel the airplane is the hover taxi at much slower airspeed than Vso, an out of ground effect number. But first the power/pitch apparent brisk walk rate of closure approach to touchdown slowly and softly exactly where desired. While 1.3 Vso is a good safe and stable airspeed to get us up to where we old crop dusters used to start final, a quarter mile out, it will make it impossible to slow enough to make the numbers every time. At the desired touchdown spot, we have to be much slower than Vso to quit flying in one inch ground effect. About a quarter mile out with full flaps, pitch up to decelerate enough to get a significant sink to bring dynamic throttle into play as the most excellent and exact glide angle and rate of descent control all the way down to touchdown slowly and softly on the desired spot. Ailerons are not effective at this airspeed and we don't want to turn anyway and certainly don't want incorrect adverse yaw. We want correct yaw, rudder only yaw, to bracket the centerline between our legs. And yes, even with deceleration enough to bring dynamic throttle on line, ground effect will cause too much airspeed energy to make the desired spot. Listen to what Wolfgang, in Stick and Rudder page 304 has to say about that spot. "The clue to watch is the intended landing spot and the scenery beyond it and to the sides of it. Once the normal glide has been broken, the process of stalling the airplane down can be gauged entirely by watching the spot and the perspective in which it appears and its apparent motion. Let me have a shot at that. Look down at any distant target and notice its apparent brisk walk rate of closure with us. Now simply remember, good muscle memory, how you decelerate your automobile enough to maintain, yea stabilize, that apparent brisk walk rate of closure with the intersection never looking at your ground speed indicator. So coming into high ground effect we pitch up further to stabilize that apparent brisk walk rate of closure with the desired touchdown spot and continue power/pitch to touchdown slowly and softly on the desired touchdown spot well below Vso where the airplane will quit flying and not skip and bounce on down the runway with too much airspeed. Ok, to hover taxi, add some more power at this almost touchdown spot and continue down a long runway using dynamic and proactive elevator (quick for/aft movement) to bracket level in low ground effect. This will give your students seconds of actual slow flight in low ground effect rather than just an instant during the flair of a landing. Hold off during the round out and hold off technique does not count. It is way too fast until the very end when you finally slow down enough to quit flying in one inch ground effect. This apparent brisk walk rate of closure approach works with any glide angle. It allows a glide angle (actually power/pitch angle) steep enough to touchdown slowly and softly very near the obstacles we are just clearing to get into the beginning of the runway.
"Step 2: Adjust power and pitch to arrest the descent" after clearing the obstacle is fatally wrong. You are telling a student to enter a power off stall 50 feet above the runway.
@@PilotInstituteAirplanes You didn't say add power you said adjust power and pitch to arrest the descent. Since this is step 2 of phase 3 in your video it can be implied that you are saying to hold altitude after reducing power after clearing the obstacle. The first time I watched this that was what the instructions seemed to be saying, but watching it again if you are doing this just prior to touchdown to soften the landing then that makes a little more sense.
@@chris5293In order to quit flying in one inch ground effect we have to be well below Vso, an out of ground effect number. If actually slow enough to make the beginning of the runway while not clipping the obstacle, the glide angle will be steep and the airspeed slow. This will require perhaps considerable extra power to cushion, along with ground effect, the descent. And drop down just twenty feet from your 50 feet number, and you are entering high ground effect, where your concept or book number for all the various stalls. Pilot institute is correct to recognize the need for extra power at the bottom to arrest the if slow enough rapid descent.
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Great tutorial on short field landings! Thank you for sharing such useful tips for student pilots.
Good coverage. Thank you. The best slow flight practice for short field or any landing feel the airplane is the hover taxi at much slower airspeed than Vso, an out of ground effect number. But first the power/pitch apparent brisk walk rate of closure approach to touchdown slowly and softly exactly where desired. While 1.3 Vso is a good safe and stable airspeed to get us up to where we old crop dusters used to start final, a quarter mile out, it will make it impossible to slow enough to make the numbers every time. At the desired touchdown spot, we have to be much slower than Vso to quit flying in one inch ground effect. About a quarter mile out with full flaps, pitch up to decelerate enough to get a significant sink to bring dynamic throttle into play as the most excellent and exact glide angle and rate of descent control all the way down to touchdown slowly and softly on the desired spot. Ailerons are not effective at this airspeed and we don't want to turn anyway and certainly don't want incorrect adverse yaw. We want correct yaw, rudder only yaw, to bracket the centerline between our legs. And yes, even with deceleration enough to bring dynamic throttle on line, ground effect will cause too much airspeed energy to make the desired spot. Listen to what Wolfgang, in Stick and Rudder page 304 has to say about that spot. "The clue to watch is the intended landing spot and the scenery beyond it and to the sides of it. Once the normal glide has been broken, the process of stalling the airplane down can be gauged entirely by watching the spot and the perspective in which it appears and its apparent motion. Let me have a shot at that. Look down at any distant target and notice its apparent brisk walk rate of closure with us. Now simply remember, good muscle memory, how you decelerate your automobile enough to maintain, yea stabilize, that apparent brisk walk rate of closure with the intersection never looking at your ground speed indicator. So coming into high ground effect we pitch up further to stabilize that apparent brisk walk rate of closure with the desired touchdown spot and continue power/pitch to touchdown slowly and softly on the desired touchdown spot well below Vso where the airplane will quit flying and not skip and bounce on down the runway with too much airspeed.
Ok, to hover taxi, add some more power at this almost touchdown spot and continue down a long runway using dynamic and proactive elevator (quick for/aft movement) to bracket level in low ground effect. This will give your students seconds of actual slow flight in low ground effect rather than just an instant during the flair of a landing. Hold off during the round out and hold off technique does not count. It is way too fast until the very end when you finally slow down enough to quit flying in one inch ground effect.
This apparent brisk walk rate of closure approach works with any glide angle. It allows a glide angle (actually power/pitch angle) steep enough to touchdown slowly and softly very near the obstacles we are just clearing to get into the beginning of the runway.
Great break down of the proper process. Sub'd!
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This is an awesome! Thank you
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"Step 2: Adjust power and pitch to arrest the descent" after clearing the obstacle is fatally wrong. You are telling a student to enter a power off stall 50 feet above the runway.
Adding power and increasing pitch = a power off stall?
@@PilotInstituteAirplanes You didn't say add power you said adjust power and pitch to arrest the descent. Since this is step 2 of phase 3 in your video it can be implied that you are saying to hold altitude after reducing power after clearing the obstacle. The first time I watched this that was what the instructions seemed to be saying, but watching it again if you are doing this just prior to touchdown to soften the landing then that makes a little more sense.
Bro shut up@@chris5293
@@chris5293In order to quit flying in one inch ground effect we have to be well below Vso, an out of ground effect number. If actually slow enough to make the beginning of the runway while not clipping the obstacle, the glide angle will be steep and the airspeed slow. This will require perhaps considerable extra power to cushion, along with ground effect, the descent. And drop down just twenty feet from your 50 feet number, and you are entering high ground effect, where your concept or book number for all the various stalls. Pilot institute is correct to recognize the need for extra power at the bottom to arrest the if slow enough rapid descent.