Absolutely perfect flying. Flawless. Even those flares are art compared to my just 130+ destroy-and-go landings as it usually gusts 16-26kts from wide variable here during our just 5 month old ATPL studies. Respect.
Perfect!! This is the best video I've seen so far on TH-cam! I'm a student pilot with 10 hours in, and this landing video makes a whole lot more sense than when I've heard it from my instructor. Thank you so much for your dedication in helping other pilots! Much appreciated.
Only logged my first flight so far but these videos are helping me visualize what I'll be doing when it's time to land it myself. Thanks for posting this!
I’m scheduled to be doing my first solo tomorrow and searched on google the procedures to do touch-and-go’s because it was never too clear to me even though I’ve done several. It was one of those moments where I’m trying to learn it but my brain only tried to remember it for the span of the moment and forgets until I’m retaught it. I gave with searching touch and go procedures because I could find what I was looking for until I came across this video. I felt sort of prepared since my instructor loves my landings and take offs as well as maneuvers, but never as comfortable as I do now after watching this video! Thank you for the great explanations with everything. Normally with videos I skip parts to get to the point but in this one I was constantly rewinding. (Ironically, with me being a student pilot, my best landing was landing 10L with winds at 13117g24KT and NO flare)
Great video and tons of value! I haven't flown a Cherokee in a while and this was a nice refresher before I go up with my CFI to get reacquainted with the airplane. Thank you!
im just a baby with my 3hrs logged but that just got me MORE pumped for my first landing. spring in the Mizzou is hard to get vfr fly time at all realy
Did my first "unassisted" takeoff in the 180 a few hours ago, right now in my training I'm still resting my hands / feet on the controls as my instructor lands... love the Cherokee....very forgiving aircraft that does exactly what is expected if you follow your checklists.... we went up and did three landing config stalls and clean stalls.....two of them we couldn't get the cherokee to stall ( 1 clean and 1 landing) even at idle....It never dropped a wing or lost primary control...plane is like a best friend who's got your back. Lol
I took my first lesson yesterday, it went just like this except for climbs, descents, turns, straight level flight and airspeed control, oh yeah and taxiing too. :) :)
Such a great video for a gal who is working on nailing my landings. Really enjoyed this video as you were so awesome to explain everything! New subscriber from Iowa!!
Great video man! I am a student Pilot in Kansas City. We just did a bunch of touch and goes! So much fun! Thank you for posting quality Aviation content. I really enjoy the videos brother.
I appreciated the "never touching flaps in a turn". I never liked being instructed to add more flaps while i was turning and descending. Not saying it's unsafe, just that when newer to flying, the less we have to divide our attention while landing, the better ;)
Right here. I'm a flight enthusiast but have not started my lessons yet. My background is mechanical though, and here is the base of the question. I hear you say turning it on and off the fuel pump! Does the engine run on gravity feed? Why isn't the fuel pump on all the time?
Really glad to hear it all helps out! Good luck on your training and be sure to share our new site with your friends on Facebook and around the airport! www.fly8ma.com/
Really, really appreciate your videos! Been having a bit of a tough time with consistent landings lately, I'm going to try and do them exactly like you have here and see if I don't improve. You keep 80 MPH on base and final and then just let it slow down over the numbers?
In this particular airplane 80mph over the numbers and power to idle at about 5ft works perfect, each one has its own quirks depending upon how many times its been slammed into the ground and bent up. Typically in any airplane a stable 3 degree approach with "power on" and at the book published speeds will lead to a good landing.
It is safer to call when turning due they can see the wings better when you are turning, One thing is to say you are turning final than on final due the distance from airport and altitude and attitude of the airplane is different on those 2 points.. different places and altitudes to look for that guy that just called.
Thanks for the video mate. You don’t mention the carb heat. I am currently training on a PA28 Warrior and I keep on switching the CH on and off. Is that different on a Cherokee
I'm currently training in a Cherokee, and I have to engage/disengage the carb heat constantly too. Basically whenever I bring the plane to slow flight at the abeam point on the downwind (1500 rpm, around 80 mph), I put in the carb heat and land with it in. Then when I'm ready to take off again, I take out carb heat.
For high humidity only or long descends only. Piper as far as i know dont require carbo heat all time like Cessna do. Induction system on PA28 and PA32's bring a bit of heat into air via a filter casing. Cessna has no casing for filter..
+Donald Richardson for some of them yes, the newer LSA planes are better about accommodating bigger people. Just try to go to a few local schools and see how you feel in a few different planes. I'd ultimately recommend a 172, maybe 182 or Cardinal. Just depends on how comfortable you feel. And btw find a small instructor
I’m new to aviation. Like haven’t taken a test flight new. I’m absolutely obsessed. I do want to ask a few things. Touch and go’s - are they just an exercise for landing? What I mean is, are touch and go’s purely for practice or are they used in real life scenarios? Radio - I’m not familiar with everything being said over the radio. When taking off after landing it seemed like nothing was being communicated that he was taking off immediately after landing. Was this communicated earlier and I missed it or is there a runway rule I’m missing?
Sean Alves yes touch and goes are usually used to practice pattern work and procedures. As far as radio calls go he is flying into a non-towered airport, so communication is different than at a towered airport. At non-towered traffic addresses other traffic on the frequency, telling them where they are in the pattern. In this case “Venice traffic, (tail number), turning left base, Venice traffic. This helps everyone around the airport get a good image in their mind as to where everyone is in relation.
Not required unless you suspect carb ice, "green arc" extends all the way down to 1000rpm rather than 2000rpm on most cessna's. Just a slight difference in location of the carb under the cowling and the way it was type certified.
Good. Some CFI's get too nervous on touch and goes and wants even the advanced student to stop and taxi back. That will increase the cost of learning to land 3 times over.. And the student will be a weaker one due that is too easy to do comparing with touch and go.
I would ask very clarification and an explanation on how the relationships work in different phases in flight. Sounds like he's leaving out some key information
Yikes!..I hope you got clarification from your instructor. The mentality that pitch is for altitude is what can potentially cause stalls and accidents, even among pilots flying big, commercial jets. Let's say for example, if you *are* in a stall and sinking very rapidly. The idea of holding the nose up (to gain altitude) will only make the plane continue falling. If anything, to regain airspeed you'll need to bring the nose down. Only after establishing flow of air over the wings is it safe to pull the nose back up. Remember, folks, the plane doesn't necessarily go directly where the nose is pointed. The angle of attack is established to create the downwash of air over the wings, which subsequently creates lift. Pilots will be much safer thinking of angle of attack serving that purpose, rather than "nose up = climb, nose down=descent" although that is true during takeoff (nose up obviously) with full power or close to full power, and during cruise with significant power still in.
Banking can significantly affect your load factor and angle of attack so it's very easy to stall a wing in a slow speed bank. It's not something you should never do, but it's simply recommended you make adjustments in straight flight with less variables. Check out this video.. th-cam.com/video/_yGgvRKW5Ks/w-d-xo.html
In a turn you will almost always have an increased load factor on the aircraft, easily exceeding design limits when lowering flaps, and given the increased load factor which increases stall speed, raising flaps in a turn could induce a stall given the loss of lift. While not super likely in a smaller a/c, this is very applicable to larger a/c that most of us will eventually fly, and still good practice in lighter a/c
Thank you for the quick response. I'm flying Piper pa28 warriors and had a pre solo check ride today and I failed. The main concern was my landings. I was taught to kind of come in level and cut power and then hold and slightly increase steadily. I think this method works for some people but apparently its not the safest or easiest for beginners. Any advice would be appreciated, but I know you aren't my instructor. My biggest problem with landing is a steady approach at ~65 knots on final. Also getting the bird trimmed for descent at the abeam point on the downwind is difficult for me and I am high on my approaches often
It's hard to instruct via the internet, however, my advice would be to go out to the practice area with your CFI, bring a big white towel (like a shower or beach towel) and use it to completely cover the instrument panel. Do 30 deg bank turns, slow flight, power off stalls, and general climbs and descents with the panel covered. Make sure you are sitting high enough in the a/c, you should be able to see the front edge of the cowling well and align it with a reference point near the horizon (i'm 5'7" and still use a cushion to boost me high enough to have the proper sight picture). After doing those maneuvers with your CFI, head back into the pattern and try some low approaches, basically flying the airplane down the runway at 50', going around at the end of the runway (using this extended time near the ground to make small pitch corrections while looking over the nose and focusing at the end of the runway), then make a pass at 20', then 10', then 5', then as close the ground as you can coming down nice and slowly. When you feel a wheel touch, reduce power to idle and the a/c should gently settle onto the ground as you slowly increase back pressure. Note: while doing these low approaches, use power to control altitude and the yoke only to control airspeed and the last few feet of the flare. Power will be somewhere around 1700rpm ish to keep the airplane flying down the runway at say 20', watch the pitch of the nose and use that to indicate what your airspeed is, don't let the nose get too high, don't get too slow. Good Luck!
For trim, find out in the practice area what trim setting holds the airplane at 65kias with power at 1500rpm in a nice descent (hands off yoke), then just automatically use that trim position and only that trim position when setting up for landing.
![[LIVE] BABYMONSTER(베이비몬스터) - DRIP | 두시탈출 컬투쇼](http://i.ytimg.com/vi/UG05pxLGwzc/mqdefault.jpg)
Would love to have you as my flight instructor. Love your smooth easy tone even under stress.
Talks way to fast for me
Absolutely perfect flying. Flawless. Even those flares are art compared to my just 130+ destroy-and-go landings as it usually gusts 16-26kts from wide variable here during our just 5 month old ATPL studies. Respect.
Thanks! Safe Flying!
I'm now taking lessons in Venice in 07W...I'm lucky to have these videos as reference!
Perfect!!
This is the best video I've seen so far on TH-cam! I'm a student pilot with 10 hours in, and this landing video makes a whole lot more sense than when I've heard it from my instructor. Thank you so much for your dedication in helping other pilots! Much appreciated.
Glad it helps! Share us with your friends!
Only logged my first flight so far but these videos are helping me visualize what I'll be doing when it's time to land it myself. Thanks for posting this!
I’m scheduled to be doing my first solo tomorrow and searched on google the procedures to do touch-and-go’s because it was never too clear to me even though I’ve done several. It was one of those moments where I’m trying to learn it but my brain only tried to remember it for the span of the moment and forgets until I’m retaught it. I gave with searching touch and go procedures because I could find what I was looking for until I came across this video. I felt sort of prepared since my instructor loves my landings and take offs as well as maneuvers, but never as comfortable as I do now after watching this video! Thank you for the great explanations with everything. Normally with videos I skip parts to get to the point but in this one I was constantly rewinding. (Ironically, with me being a student pilot, my best landing was landing 10L with winds at 13117g24KT and NO flare)
Great video and tons of value! I haven't flown a Cherokee in a while and this was a nice refresher before I go up with my CFI to get reacquainted with the airplane. Thank you!
Glad it helps! Share it around!
@@fly8ma.comflighttraining199 Will do and thanks again!
im just a baby with my 3hrs logged but that just got me MORE pumped for my first landing. spring in the Mizzou is hard to get vfr fly time at all realy
Glad it helps! Fly Safe!
What part of Missouri are you learning in? I'm learning in the Kansas City area!
No way? I go to Mizzou. Im gonna start in December flying.
Did my first "unassisted" takeoff in the 180 a few hours ago, right now in my training I'm still resting my hands / feet on the controls as my instructor lands... love the Cherokee....very forgiving aircraft that does exactly what is expected if you follow your checklists.... we went up and did three landing config stalls and clean stalls.....two of them we couldn't get the cherokee to stall ( 1 clean and 1 landing) even at idle....It never dropped a wing or lost primary control...plane is like a best friend who's got your back. Lol
Haha, glad to hear its going well for ya! Be sure to share our channel and site with your friends around the airport and on FB!
I'm a student pilot having problems with my landing. This helped a ton!
I took my first lesson yesterday, it went just like this except for climbs, descents, turns, straight level flight and airspeed control, oh yeah and taxiing too. :) :)
Such a great video for a gal who is working on nailing my landings. Really enjoyed this video as you were so awesome to explain everything! New subscriber from Iowa!!
What Control Yokes are on that Cherokee? I have the old bowties on mine, but would love to get a set of those!
Great video man! I am a student Pilot in Kansas City. We just did a bunch of touch and goes! So much fun! Thank you for posting quality Aviation content. I really enjoy the videos brother.
Wilco!
I appreciated the "never touching flaps in a turn". I never liked being instructed to add more flaps while i was turning and descending. Not saying it's unsafe, just that when newer to flying, the less we have to divide our attention while landing, the better ;)
im taking the ground school course and all johns videos are like this very informative and detailed good job john
What stand did you use for the camera(GoPro) on the back of the plane
Need to be wearing the shoulder harness for the seatbelt for taxi, takeoff, and landing when required crew.
Very nice. Thanks. Why fuel pump on and off instead of left on?
Right here. I'm a flight enthusiast but have not started my lessons yet. My background is mechanical though, and here is the base of the question. I hear you say turning it on and off the fuel pump! Does the engine run on gravity feed? Why isn't the fuel pump on all the time?
Great tutorial . Im having trouble with my landings. New subscriber from Scottsdale AZ
Why leave 10 degrees of flaps in when lifting off from the TNG? Is that a Cherokee thing?
Great video. Very informative and educational. Can you please do a engine failure video with an emergency glide setup??
hey man just liked and subscribed. good quality video. kjfk cessna 172
I wish you lived in California. Thanks for all of your knowledge that you have put on the YT
Thanks! Glad it all helps! Good luck and be safe out there!
Awesome video. Do you have a similar video for Cessna 172?
Subscribed!!! Great job
Yes, a 172 would be great also, Thank you for a great channel!
Very instructional this one! Thanks.
Really glad to hear it all helps out! Good luck on your training and be sure to share our new site with your friends on Facebook and around the airport! www.fly8ma.com/
Really, really appreciate your videos! Been having a bit of a tough time with consistent landings lately, I'm going to try and do them exactly like you have here and see if I don't improve. You keep 80 MPH on base and final and then just let it slow down over the numbers?
In this particular airplane 80mph over the numbers and power to idle at about 5ft works perfect, each one has its own quirks depending upon how many times its been slammed into the ground and bent up. Typically in any airplane a stable 3 degree approach with "power on" and at the book published speeds will lead to a good landing.
Should the checklist be used while staying in the pattern?
It is safer to call when turning due they can see the wings better when you are turning, One thing is to say you are turning final than on final due the distance from airport and altitude and attitude of the airplane is different on those 2 points.. different places and altitudes to look for that guy that just called.
Why do you turn on the fuel pump?
Thanks for the video mate. You don’t mention the carb heat. I am currently training on a PA28 Warrior and I keep on switching the CH on and off. Is that different on a Cherokee
I'm currently training in a Cherokee, and I have to engage/disengage the carb heat constantly too. Basically whenever I bring the plane to slow flight at the abeam point on the downwind (1500 rpm, around 80 mph), I put in the carb heat and land with it in. Then when I'm ready to take off again, I take out carb heat.
For high humidity only or long descends only. Piper as far as i know dont require carbo heat all time like Cessna do. Induction system on PA28 and PA32's bring a bit of heat into air via a filter casing. Cessna has no casing for filter..
I am very interested in learning to fly, my question is at 6'1" 230 pounds am I too big to learn in a light sport?
+Donald Richardson for some of them yes, the newer LSA planes are better about accommodating bigger people. Just try to go to a few local schools and see how you feel in a few different planes. I'd ultimately recommend a 172, maybe 182 or Cardinal. Just depends on how comfortable you feel. And btw find a small instructor
I’m new to aviation. Like haven’t taken a test flight new. I’m absolutely obsessed. I do want to ask a few things.
Touch and go’s - are they just an exercise for landing? What I mean is, are touch and go’s purely for practice or are they used in real life scenarios?
Radio - I’m not familiar with everything being said over the radio. When taking off after landing it seemed like nothing was being communicated that he was taking off immediately after landing. Was this communicated earlier and I missed it or is there a runway rule I’m missing?
Sean Alves yes touch and goes are usually used to practice pattern work and procedures.
As far as radio calls go he is flying into a non-towered airport, so communication is different than at a towered airport. At non-towered traffic addresses other traffic on the frequency, telling them where they are in the pattern. In this case “Venice traffic, (tail number), turning left base, Venice traffic. This helps everyone around the airport get a good image in their mind as to where everyone is in relation.
Make atc tutorial please! :))
please show me what to do for rotation
Nice video.
lol, the emergency checklist stuffed in the back of the a/c. may be a back up?!
I've mostly flown a Cessna rather than Cherokee. Is carb heat not required in the Cherokee?
Not required unless you suspect carb ice, "green arc" extends all the way down to 1000rpm rather than 2000rpm on most cessna's. Just a slight difference in location of the carb under the cowling and the way it was type certified.
Thank you for the explanation!
Good. Some CFI's get too nervous on touch and goes and wants even the advanced student to stop and taxi back. That will increase the cost of learning to land 3 times over.. And the student will be a weaker one due that is too easy to do comparing with touch and go.
Why is the fuel pump on for approach and landing please ?
Redundancy/safety.
OK thanks a lot.
What's the name of the song that plays in your intros?
Its on the youtube library, think its newsroom maybe
I am a pilot student，flying a piper archer，why my instructor told me that power control the airspeed and pitch for altitude，i am super confusing“
I would ask very clarification and an explanation on how the relationships work in different phases in flight. Sounds like he's leaving out some key information
Yikes!..I hope you got clarification from your instructor. The mentality that pitch is for altitude is what can potentially cause stalls and accidents, even among pilots flying big, commercial jets. Let's say for example, if you *are* in a stall and sinking very rapidly. The idea of holding the nose up (to gain altitude) will only make the plane continue falling. If anything, to regain airspeed you'll need to bring the nose down. Only after establishing flow of air over the wings is it safe to pull the nose back up. Remember, folks, the plane doesn't necessarily go directly where the nose is pointed. The angle of attack is established to create the downwash of air over the wings, which subsequently creates lift. Pilots will be much safer thinking of angle of attack serving that purpose, rather than "nose up = climb, nose down=descent" although that is true during takeoff (nose up obviously) with full power or close to full power, and during cruise with significant power still in.
Is it ok to seat " co pilot position " when you fly alone?
If you're proficient in a particular you can sit where ever you want....just not the backseat :)
why never touch flaps during a turn?
Banking can significantly affect your load factor and angle of attack so it's very easy to stall a wing in a slow speed bank. It's not something you should never do, but it's simply recommended you make adjustments in straight flight with less variables. Check out this video.. th-cam.com/video/_yGgvRKW5Ks/w-d-xo.html
Why do you say not to touch flaps during a turn?
In a turn you will almost always have an increased load factor on the aircraft, easily exceeding design limits when lowering flaps, and given the increased load factor which increases stall speed, raising flaps in a turn could induce a stall given the loss of lift. While not super likely in a smaller a/c, this is very applicable to larger a/c that most of us will eventually fly, and still good practice in lighter a/c
Thank you for the quick response. I'm flying Piper pa28 warriors and had a pre solo check ride today and I failed. The main concern was my landings. I was taught to kind of come in level and cut power and then hold and slightly increase steadily. I think this method works for some people but apparently its not the safest or easiest for beginners. Any advice would be appreciated, but I know you aren't my instructor. My biggest problem with landing is a steady approach at ~65 knots on final. Also getting the bird trimmed for descent at the abeam point on the downwind is difficult for me and I am high on my approaches often
It's hard to instruct via the internet, however, my advice would be to go out to the practice area with your CFI, bring a big white towel (like a shower or beach towel) and use it to completely cover the instrument panel. Do 30 deg bank turns, slow flight, power off stalls, and general climbs and descents with the panel covered. Make sure you are sitting high enough in the a/c, you should be able to see the front edge of the cowling well and align it with a reference point near the horizon (i'm 5'7" and still use a cushion to boost me high enough to have the proper sight picture). After doing those maneuvers with your CFI, head back into the pattern and try some low approaches, basically flying the airplane down the runway at 50', going around at the end of the runway (using this extended time near the ground to make small pitch corrections while looking over the nose and focusing at the end of the runway), then make a pass at 20', then 10', then 5', then as close the ground as you can coming down nice and slowly. When you feel a wheel touch, reduce power to idle and the a/c should gently settle onto the ground as you slowly increase back pressure. Note: while doing these low approaches, use power to control altitude and the yoke only to control airspeed and the last few feet of the flare. Power will be somewhere around 1700rpm ish to keep the airplane flying down the runway at say 20', watch the pitch of the nose and use that to indicate what your airspeed is, don't let the nose get too high, don't get too slow. Good Luck!
For trim, find out in the practice area what trim setting holds the airplane at 65kias with power at 1500rpm in a nice descent (hands off yoke), then just automatically use that trim position and only that trim position when setting up for landing.
Ah. The airport where the 9/11 highjackers learned to fly.
When you Execute a Touch and Go at Area 51 then You will Have Earned your Wings .
Lol maybe sometime in the future!
Very "Instructional"