Wow thanks so much for this video! I’m a ppl student now and just failed my last mission… due to my traffic pattern and landings….had a very hard 4 landings…the first one was a really bad bounce and my instructor took controls and got us back up to go around. Honestly that first one threw me off my game mentally for the next ones and the next 3 were bad too. This video really helped to clearly make sense of some of the mistakes I made. Thanks so much for what you do! It’s so very much appreciated!
I’m looking for a pilot instructor that I could trust with both our lives. This video convinced me. I flew my first Cessna when I was ten. But sometimes life gets in the way of dreams. Now I’m 64 and a disabled USAF Veteran, but I’m not too old to dream. I’ll watch all these videos until I can get the certificates I need. Thank you for sharing your knowledge to keep us all safe.
That would be tricky with the T2 diabetes though I’ve read that there’s been a great advocacy group to get the FAA to broaden their acceptance of T2 diabetes pilots. Thx for the encouragement!
You've taught me more about landing and common mistakes than in my 9hrs of lessons so far. Thanks very much brother keep up the good work, we all appreciate it very much.
Iam 54 years old and have always been interested in aviation I lost my wife of 34 years a year ago Iam looking into attending flight school to get my ppl I’ve been watching videos on TH-cam trying to get an idea of what it takes to be a safe pilot and I found your channel and I’d like to thank you for all you do for people like me and the ones that are already pilot’s I think anyone can learn a lot from your channel keep up the great work 👍
I’m 55 and are working on my PPL now. I have soon 20 hours and are working (struggling) with my flarings. But it’s getting slowly better and better. I’m in Norway but have only one thing to say: If your dream is aviation -go for it. Of course you’ll make it. Ok, we’re too old for an airliner carrier, but we’re not too old for fulfilling some dreams. Stay blessed.
You legitimately make the best content on TH-cam. Straight and to the point and stuff that can be easily practiced. One thing im struggling with is sectionals and airspace. Going to work on that next!
Hi, I know this is an old vid, but hoping you can answer- for balloons, when you say a "bump of power" to recapture exactly what is a bump? 100rpm, 500 rpm? and by "bump" do you mean in and back out or in and slowly pull out as you descend? Thanks!
I love your tips! The way you explain using the rudder to line up the nose is super helpful. And I totally get why you picked that foot model-great choice!
Thank you so much for these videos! I watched all your landing videos after I did my first day of just pattern and landing work with my instructor. On day two my instructor said my progress was incredible! I think it was because I just watched your videos over and over again the night before our lesson and your reference point/aim point Strategy helped me immensely!
You’re welcome! I teach it, because an instructor taught something similar to me in USAF pilot training and it worked! I changed it slightly and made it what you see here!
One technique I have found can help is you literally visualise your path down to the runway, the flare, the runout, as if there is a road in the sky - then keep the aircraft on that road, which means energy and attitude management. I think a lot of beginner pilots treat the landing like a "procedure" that follows nice near steps, and they loose focus on where the aircraft "is".
Great Video! I fly with the Civil Air Patrol in New Mexico. My favorite aircraft is the turbo 206. One of the things that makes it a challenge is with short approach speed being too fast (75 KIAS), and floating. We're often at or below 3000lbs. on landing. All of Cessna's book approach speeds assume landing at 3600lbs. It's a physics problem. The implication is that there are slower SAFE speeds when landing weights are significantly lower than maximum, but Cessna doesn't publish them in a Vref vs Weight table. Often, I just use the short field landing speeds of 67 KIAS, with 65 KIAS over the threshold, and it works pretty well.
Awesome! I’ve never flown a 206, but I want to! Something a lot of people don’t realize is that “landing speed” does not mean the same as “threshold speed” and “touchdown speed”. I would not be afraid of the way you are flying those approaches. These still give you a buffer above stall speed which will be lower at those lighter weights!
No freaking way, I’ve been watching your videos for a couple months now and I start at spartan next month! Saw you using Tulsa in a video the other day for an IFR thing but VINITA!? I’m from, live and work here! So for it to be so small and you being here is awesome and yet so funny, out of everywhere lol. Where are you from man!?
That’s super awesome. I’m originally from Adair, but I was living in Chelsea at the time of this video. We were keeping our plane there. I live in Alaska now. Quite the change!
It is an AMAZING video, I have many problems with landing, becouse my aerodrome has constant strony crosswind, and this video MATTERS. Thank you for posting it
This has helped me with identifying what I need to correct my landings, I'm consistently coming in with good altitude and airspeed but I always seem to end up diagonal to the runway when I touch down, or I flare too high and we float down for a while. Ill try controlling the rudder while CFI flies and report back, thank you!
Thanks so much, for a most informative video - I have trouble with the last couple of seconds prior to touching down, in a Piper 28. I shall view your video a few times to etch it on memory, to help me nail good landings every time. Thanks for sharing. God bless you.
I was really struggling with landings and ballooning and floating a ton until finally one day during short field practice it clicked. Looking back I think the issue was I felt like ANY amount of floating was bad and so I had to "rush" to get the plane down. My instrucor had made it super clear to never ever touch down on the front wheel and main wheels first. I never made that mistake but that would then cause me to over-flare and balloon in an attempt to slow the airplane down and land sooner ... and of course it had the opposite effect. These were landings at 65 kts on a 172S. So with short field practice it became really clear to me the difference between an aiming point and a landing point and how a 172 is going to have some amount of float no matter what you do and that it's okay and you just have to learn to account for it by picking an aiming point that is ahead of your intended touchdown point. Doing the short fields at 60kts also made it easier to avoid ballooning since I'd carry in less energy. Once the short fields clicked for me, the normal 65kt landings started getting much better too. I'd apply the same principles and sight picture and just accept a slightly longer float since I'm carrying an additional 5 kts. TLDR: 1. A 172 is always going to have some amount of float. That's okay. 2. Therefore understand the important of picking an aiming point that is ahead of a touchdown point. When you think of it this way, you'll be happy and feel successful when you make the touchdown point versus "floating so far past the aiming point" 3. Consider doing short field landing practice as a way to really dial in the round-out + flare and overall energy management.
Excellent video, I am a student pilot and have "bounced" during one of my practice landings....not fun and I got that look from my CFI....I pushed power and definitely did a go around. After evaluating how/why that happened, I remembered that all my other practice landings with my other CFI, were "no flaps" which made the landing faster, but also did not cause the plane to want to pitch down as with full or partial flaps. All that stated, It was my fault for not taking this into account, which caused me to bump the nose tire before going into the flare. Love this video, and I'm quite more mindful of my landings because of it.....Paul.
@@FreePilotTraining I definitely kept your advice at hand and utilized it as well. Im still a work in progress but thats just the life of a student pilot. all in all today was a good day. thanks again!
Hello from Germany 😀 Did lean flying on a Aquila A211, which i also curently fly. They are realy beatiful airplanes, but they don´t forgive landing mistakes. You either let her float in ground effect until she wants to drop before you take the nose up, or she will balloon reeeealy high if you pull to early. Most Times she Balloons so high, that going around is the only option besides risking a hard landing.
Great video sir. In regards to a stabilized approach, I was told on final to “pitch to the aim point and power to 60 knots” (for a C152). Have you ever heard of that method? I would love to know what method you use to help a student remain stabilized on final? You’re the man!
Thanks Chris! I’ve never heard that before but I see how that could work. On final, I personally like using pitch and power together because I’m so close to the ground. If I’m high on my aimpoint, I’ll pull the power, but if I’m right on my airspeed, I might pitch down a tiny bit to offset that power pull. If I’m fast, I’ll pitch up slightly and put a tiny bit of power to offset that. Seems to work really well for small adjustments on final
Crab is not my problem in crosswind right now. However, it's hard for me to land on the centerline during crosswind. Exactly like 16:34-16:38. At 16:34, I will use right rudder to bring the nose align with the centerline. I thought everything should goes fine,but then when touch down I found I'm on the left of the centerline. Why I drift to the left? wind? but if your nose point to the left, it's should be left crosswind. Is that a nature the plane drift to the left when we use right rudder?
Hah I was all "awkward talking about your crush on his daughter" then realized he was your father in law. Sure know how to draw in the attention! I appreciate your tips and tricks and look forward to learning how to fly. Only 5 hours in, wish me luck!
Thanks Jack! I’m hoping to do those very soon! I had some footage for a soft field takeoff video, and I really didn’t like the camera perspective. You couldn’t see hardly anything. I’m hoping to redo it very soon
@@FreePilotTraining I am looking forward to it! I’m struggling a bit with them, maybe it’s because I have the mile of runway safety net. I should probably bite the bullet and hit up some grass strips. I’m too much of a wuss to attempt the grass solo.
@@FreePilotTraining All aspects, but particularly the transitioning on take offs as it relates to climb attitudes and when where and what alts and speeds to start retracting flaps…. maybe the issue is the low wing and my girl just wanting to climb, climb, climb.
First of all, good content. Second, you went like ten minutes after casually mentioning “I might have a chance with his daughter.” to explain this guy is your father in law! I hit the rewind button and confirmed “Did he really just say that?!?!” Haha
@@FreePilotTraining Oh yea, I laughed....at the end. I spent the whole video thinking "That guy is going to be PISSED when he watches this video and hears this dude talk about his daughter like that!" HAHAHA
Great videos but I would like to see these with a forward facing camera with a closer sight picture from the cockpit instead of the belly view. But great video, thanks for sharing.
That’s great feedback. Thank you. I am planning on making some more landing videos when I get back from this deployment. I’ll see what I can do on that.
I never wanted to believe that Cessna float. I fly Cherokees and don't really have to deal with this so much, But this fantastic! Seeing as I may purchase a Cessna down the road.
Cherokees and Cessnas feel very similar in the flare to me. I guess it’s because the Cherokee has a lot of ground effect, but it doesn’t create as much lift
One thing I’ve noticed in most videos that talk about improving landings is a lack of discussion about left turning tendency. While the subject of left turning tendency seems to be well covered when discussing takeoffs, climbing with power and during slow flight, I have yet to see a video that explains why flight instructors find themselves calling for more right rudder in the flair. In this video, you did address looking to the end of the runway and keeping the airplane aligned with the centerline using the rudder pedals. But your airport also had a gusty right crosswind that day. What about a relatively calm wind day? Why did my airplane just crank to the left right before I touched down? “This is a disaster!” I give great credit to my own flight instructor for calling my attention to left turning tendency in the flair. While torque and spiraling slipstream are less of an issue at engine idle when touching down, the change in the alignment of the propeller “disk” in relation to the ground during the flair will also cause a left turning tendency for two of the four issues going on with left turning tendency. Gyroscopic precession and P-factor. Since flat propeller pitch isn’t a thing in most small airplanes, the descending blade still produces more “lift” than the ascending blade. As soon as you level off from dive-bombing the runway, you have changed the alignment of the propeller disk. You’re going to need some right rudder for that. Just for context, I’m 65 years old and still a student pilot. I own 50% of a 1975 Bellanca Decathlon 8KCAB. I can do credible loops, rolls and spin recoveries in the Decathlon but my landings and takeoffs are still far removed from a tailwheel endorsement. I’ve soloed the Cessna 152 but I still can’t find the centerline on a consistent basis. Also, I need to get my basic med resolved to move forward. You have a great channel. Thanks for listening and keep up the great work.
Thank you so much for your comment! Although I do believe that left turning tendencies are a factor on landing, I don’t really talk about them on landings as much as takeoffs. Here’s why. Although the left turning tendencies are still there, they are very minimal because the aircraft is at low airspeeds which minimizes torque reaction. The corkscrew effect is also reduced due to ground effect. In addition to that, as you pitch up in the flare, gyroscopic precession essentially cancels out P-Factor. Because of this, I don’t even notice left turning tendencies in the flare. There are a lot of aircraft I haven’t flown, but this is my perspective on my limited experience. Thanks for watching and thanks again for sharing your comment! See you in the next video!
If you check out Pitt Special landing tutorials they will cover this left yaw effect of the engine, as with that aircraft, it is significant, those things buck like a wild horse.
I was taught to land that after the round out, look diwn the runway and fly as far as you can down the runway, keeping the wheels just above the ground. That way you settle on the stall horn.
As a PPL my hardest thing is making a smooth landing. As you say as we get older our peripheral vision narrows. I’m trying to concentrate on looking down the runway and making smooth inputs on the controls to bleed off speed. All other aspects of my approach etc to landing are good. Btw where is your field of Bonita?
Very good lesson with identification of problems and how to correct them. I can't help your students with the airspeed problem because the ACS has you both between a V-speed rock and a hard place (the runway.) You can go ahead and take the -5 knots that is allowed in the +or- 5 knots allowance. The real problem is that you are forced to teach the very hardest approach and landing technique. You probably know the easier power/pitch approach technique, but I'll review. The ACS will not allow you to use it, but getting as close as possible can help. First, the airplane will not land at Vso. It lands at the airspeed (unpublished) that the wing will no longer lift the weight in one inch ground effect. That airspeed is much lower than Vso. Second, the throttle is not a useful glide angle and rate of descent control until the airspeed is slow enough to cause sink or mush. At that point (short final is a good place) throttle can very accurately establish a glide angle to the numbers or wherever we want to touch down. But we need to decelerate to get slow enough to continue sinking in ground effect. That means dynamic throttle to maintain glide angle and rate of descent. If done well, we will need to maintain power to touchdown. ACS will not buy that. However, we can get a bit slower and get down a lot quicker after round out. The most difficult thing ACS V-speeds force on the student is how to make the elevator control airspeed and rate of descent at the same time after dumping the excellent throttle control of glide angle and rate of descent. So it goes. You are absolute correct about the anti-turn control: rudder. We absolutely need no aileron to keep the centerline between our legs (under the prop is at an angle.) Aileron here is for drift control only. The stronger the crosswind, the easier it is to see this fact. Light crosswind and no wind is a poor teacher, but we CFIs must teach them not to use the aileron with its adverse yaw to maintain longitudinal axis alignment. In no wind jam the yoke with your thumb. Again, good job with the problems. Encourage them to come back after PPL to actually learn better ways to fly small airplanes. For those going on to big airplanes and the airlines, not so much a problem so long as they survive the 172 taking off too slow (Vx or Vy doesn't leave any room for the three second startle following engine failure or shear or ?) and landing too fast and with too few controls to touch down on the desired spot slowly and softly. We don't have the power for straight math Vx or Vy. On most runways, neither is appropriate. Low ground effect to cruise is much safer. At low altitude airspeed is life except on short final coming into ground effect.
Always cross threshold at bottom of green arc with full flaps. Then slowly pull all power while pitching for climb attitude. Airplane will sit on runway just above stall. Add 5 knots for stronger crosswinds.
@@FreePilotTraining stabilize that speed with power. Adjust pitch to maintain about 400 ft./min. on the VSI. Just as you hit the float, location reduce power and simultaneously raise the nose to takeoff attitude, about 5°, and the aircraft will settle on the runway as though it was getting ready to rotate for takeoff. Do this in a coordinated, slow fashion, so that you don’t stall or bring the airplane back into the air. By the way, do not balloon the aircraft unless you have a lighter than air certificate.
When you did the high flare landing and you added a bit of power to stop the stall, how much power are you adding at this point, and are you adding a bit and then taking it back to idle almost immediately to continue the land?
I added 200-300 rpm just until I got rid of the sink, then went back to idle power. If you leave it in too long, you’ll balloon back up. If you’re looking outside, and you add the power, you see the sink decrease. Right before the plane levels off, chop the power back to idle
Im having a problem after Im landing that i think my foot is hitting too much right rudder causing it to almost go off the runway. This actually happened to me today. Do you have any suggestions? Im trying so hard to remember to keep my heels to the floor and not apply the break too soon. I normally have decent landings but today was a little embarrassing to to say the least. No damage, just too much right and over compensated to the left put me in the grass a little. My ego is still hurting lol. I pray this doesnt happen again.
I struggled with the rudders as a student pilot as well, and the truth is, that most students do. When I was learning, I felt like I needed to get on the brakes as quickly as possible after a landing, so I would always land with my feet situated just above the brakes because I was worried that I wouldn’t be able to control the plane once I got on the ground. As you pointed out, you don’t need to do this, and you shouldn’t do this. The “trick” with the rudder pedals is that you need to “continue flying the plane” even after the airplane is completely on the ground. Probably the most important thing after the airplane touches down is to focus on those rudder pedals and continue “flying the plane” until it’s stopped. This is because your flight controls are still effective at low airspeeds. This is a V-speed that a lot of instructors don’t talk about, but it’s very important (Minimum Control Ground speed VMCG) This is why a lot of instructors and schools don’t like students doing touch and goes by themselves. Students forget that the airplane flight controls are still effective at speeds just below landing. Especially the rudder. It is your most effective flight control at low airspeeds. So after you line up on the runway and begin to push in that power, throw those heels on the floor and keep them there the entire flight AND after you land the airplane. If you need the brakes for a short field landing, once you know that your vector is straight ahead and you are on the ground, you can hit the brakes as you need, but continue to “fly the plane” until you start your turn off the runway
@@FreePilotTraining Thank you SO much for this. This was very helpful clarifying that keeping my heals on the floor is the issue. I was hoping you would say what you did. Your video was extremely helpful as well. I appreciate the time you took to respond. Im getting down to the final check ride stages of training and I MUST polish my landings. Ill take my little slip off into the grass as a learning experience and not beat myself up on it. (which im doing). Thanks again, back up and at em on tuesday!
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I watched a student do this in a sweet 182, she bounced twice getting back up to 20' and then her dad and instructor shoved the nose Down and the nose gear collapsed. The plane suffered prop, firewall and of course collapsed nose gear damage. Then it was totalled by the movers who dropped the fuselage when loading onto the trailer. So sad because it was completely preventable.
Hey guys! Great videos!! Please keep them coming! Perhaps you can give me some advice... I find myself with throttle at idle when I just finished the turn from base to final in order to maintain my 90 km/h airspeed in my Super Cub. The thing is that I ALWAYS BOUNCE after hitting the ground too hard. No matter what I do with the controls, I always hit hard and bounce a few times. Sometimes too hard like going around and sometimes a little softer like to recover it. But always hitting the ground hard every single time! So far, I'm trying to do 3 point landings. Never tried wheel landings yet. Any advices??? Managing my throttle on flare perhaps? I know there is something I'm missing but I can't figure it out by myself. Thanks in advance!!!!
Thanks! I appreciate that! There are a couple things that could possibly be happening. As mentioned in the video, you could possibly be flaring high. If you have recently made the switch to a tail dragger, I could see this being the problem because you have to round out over the top of the mains to get back to the 3 point attitude. If you think this might be the problem, try making a conscious effort to drive it in and glance down at your intended landing spot for 1 second after landing is assured before you start the flare. I’ve never flown a super cub so I can’t be entirely sure about the power pull, but an aggressive power pull can definitely lead to bounced landings. On tricycle gear you can fight a sinking landing with a more aggressive flare, but you may not be able to do that as much in the cub. A lot of instructors teach students to land with a touch of power to soften the landings. If you try this, it will soften your landings but also increase your landing distance. My recommendation is to look at the end of the runway and use your peripheral vision to determine how quickly you are sinking towards the runway. The faster you sink, the more flare you’ll need. If you can’t flare anymore without striking the tail. You can always put in a bump of power. When I land the C-130, it’s not uncommon to put in power as the airplane is sinking. I don’t typically do this in lighter airplanes though.
@@FreePilotTraining Awesome!!! Thanks a lot!! I'll give these a try next Thursday and let you know!! Thanks a lot for the response! I really appreciate channels that are willing to answer questions. Keep it with the great job man, you're an amazing help to all of us! Cheers from Argentina! And, again, thanks for taking the time answering my question 😀
I am a private student and am really struggling on landings. In our simulator, I can nail them and the pattern. But in the actual plane, I am landing hard, ballooning, etc. It doesn't help that each time we have been in the plane winds have either been really gusty or variable, and pretty turbulent in the pattern and on final approach. I feel like I am all over the place as we deal with thermals, etc and white knuckling the yoke. Do you have any advice on learning to land in areas that typically experience a lot of turbulence and thermals for most of the year?
Hey there! Everyone struggles in the beginning. The biggest piece of advice I can give you for gusty conditions is to 1. Fly a faster approach speed. I typically like to add half the gust factor. 2. If you need to make a big control input from getting pushed around, immediately take half of that back out. This will keep you from over controlling the airplane. Some instructors will also teach to not chase altitude and airspeed. I’m not sure this is a great idea. I want you to fly safe airspeeds. Always error on the side of being a little fast when it’s gusty outside. Also, try some of my other landing videos. I think you’ll find those helpful
Can you make a video about a 40 degree flap problem in C150, when you have to go around without touch down on the rwy and the thing won't climb. So it's kind of committed landing, same story happened to one of the most experienced pilots on YT Dan Gryder crashed the C150 when flaps got stuck in full position. I mean only thing I could think of is to clean the flaps incrementally over runway in ground effect. Because this thing WILL NOT climb while 90 degrees outside with weight.
That’s an interesting topic. I guess you could probably make that argument on any aircraft if you lose the ability to raise flaps on the go-around. I’ll play around with the idea. Thanks!
Great content thank you! I always used to power to idle once I knew id make the runway. On my last renewal I was pulled up for this and told you should wait til the round out and this would also help with a crosswind. I struggle with this because doing it this way I kept ballooning as carrying far too much speed on to the runway. Would be interested in your thought on his method? Stu
Thanks for the comment! I know there are a lot of people that carry power on the round out and flare. It probably is a little easier in a crosswind, but I’m not a huge fan of this method because you will float a little longer on the landing. However, it can lead to a softer touchdown. If you want to use this method, you should choose an aimpoint that is slightly more than 200’ in front of your touchdown point. When you start your roundout using this method, I typically recommend gently pulling the power at a continuous rate until the airplane is a foot or two above the runway and the nose wheel is “just above” the mains. My personal technique is to put my index and middle finger on the panel and use my thumb to pull back the power slowly. This helps me determine a smooth continuous power pull. Because you are using power in the flare, your flare will need to be less aggressive. It should almost feel like you are flaring at the last minute. Hope this helps you
Not sure I’ve ever added power in a slip? Think I was told when training that was a huge no no. However, yeah when you’re too slow and too low but you’re still not at the runway you have no choice you as you showed.. have I mastered perfect slips? Umm.. I’ll just go ahead and raise my hand that I’ve made every mistake you’ve mentioned but the slip power. So I’m confused as to why my instructor was so stern about not adding power after slipping to a runway?
Great vid btw. My instructor had me read the book “stick and rudder” before I started trying to land.. that helped a lot. Crazy fact.. there was an experiment done where a group shot hoops. To improve their score some people were allowed to practice shooting hoops, another small set was to think about shooting hoops, and the control people sat and watched the movie dumb and dumber. The people that practiced increased the number of baskets made by 23%.. what was unexpected was that the group that only thought about making baskets also increased their score by 23% while the movie watchers had no change.. yes practice makes perfect but thought does work well;)
This is a great comment! Thinking about flying definitely does help! The air force believes in it so much, that they teach their pilots to do it. We call it “chairflying”
Well, it’s interesting that you should ask this question because the wing low method is essentially a forward slip to landing, and it is probably the main technique most pilots use on crosswind landings. For this method, you do still use power, and the FAA originally did not like the wing low method because of this, but it is now a very widely used and successful technique for those crosswind landings
Excellent question. It means to get back into the correct position for landing. I am basically reaccomplishing the round out and flare. Or reestsablish a descent down to the runway
Started as sailplane pilot, this is all a bit different. With a motorglider it is still somewhat different because you land with the powerbrakes. Balloning and flairing to high, it still hapens to me also in a motorglider that has almost 15 meter spannwith. I will try those tips, giving a a bit power wenn it occurs. Flying is easy, landing is the art of flying! I created a playlist for landings in my channel, a lot of opinions from a lot of experts :-) This video is high in the playlist, thanks.
Awesome! Yeah, when you balloon, adding power seems to be the opposite of what you need to do, but a lot of folks dont realize how close they are to a stall and that causes a high sink rate or a “plopped” in landing. Let me know how this works in the motor glider! I’m curious! Thanks for the comment
I didn’t realize how not so great my young instructor was until I started watching more of your videos. Wish you were my instructor
Thank you David. That means a lot
Wow thanks so much for this video! I’m a ppl student now and just failed my last mission… due to my traffic pattern and landings….had a very hard 4 landings…the first one was a really bad bounce and my instructor took controls and got us back up to go around. Honestly that first one threw me off my game mentally for the next ones and the next 3 were bad too. This video really helped to clearly make sense of some of the mistakes I made. Thanks so much for what you do! It’s so very much appreciated!
You’re welcome! I’m so glad you found this helpful!
Same thing happened to me and I took a week off to reset mentally.
@@TheShooter95a week? How are you doing now with flying
@@Tamaal123 It definitely humbled me but I am still flying and working towards my ratings.
Excellent and really helped me with my landings 🎉❤
I’m looking for a pilot instructor that I could trust with both our lives. This video convinced me. I flew my first Cessna when I was ten. But sometimes life gets in the way of dreams. Now I’m 64 and a disabled USAF Veteran, but I’m not too old to dream. I’ll watch all these videos until I can get the certificates I need. Thank you for sharing your knowledge to keep us all safe.
You’re welcome! Keep chasing those dreams!
Wow!! I thought I was 'too late' dreaming here at 60! If Mr. 64 is raring to go.. maybe I'm not too late either!!
That would be tricky with the T2 diabetes though I’ve read that there’s been a great advocacy group to get the FAA to broaden their acceptance of T2 diabetes pilots. Thx for the encouragement!
I started training at 62 and have just received my PPL. It took two years because life does intercede.
You've taught me more about landing and common mistakes than in my 9hrs of lessons so far. Thanks very much brother keep up the good work, we all appreciate it very much.
Awesome! Thanks for watching!
Iam 54 years old and have always been interested in aviation I lost my wife of 34 years a year ago Iam looking into attending flight school to get my ppl I’ve been watching videos on TH-cam trying to get an idea of what it takes to be a safe pilot and I found your channel and I’d like to thank you for all you do for people like me and the ones that are already pilot’s I think anyone can learn a lot from your channel keep up the great work 👍
Awesome! Thank you!
I’m 55 and are working on my PPL now. I have soon 20 hours and are working (struggling) with my flarings. But it’s getting slowly better and better. I’m in Norway but have only one thing to say: If your dream is aviation -go for it. Of course you’ll make it. Ok, we’re too old for an airliner carrier, but we’re not too old for fulfilling some dreams. Stay blessed.
Gliding is a good one also if you enjoy the flight experience, and like the idea of flying around for hours on end on the cheap (no fuel)
You legitimately make the best content on TH-cam. Straight and to the point and stuff that can be easily practiced. One thing im struggling with is sectionals and airspace. Going to work on that next!
I love hearing that! Thank you so much! Have fun on learning that stuff! It’s not as bad as it sounds once you start digging into it
I agree. Very good content. The animation is great. The videos are awesome. Ty
Hi, I know this is an old vid, but hoping you can answer- for balloons, when you say a "bump of power" to recapture exactly what is a bump? 100rpm, 500 rpm? and by "bump" do you mean in and back out or in and slowly pull out as you descend? Thanks!
No problem! Typically 100-200 rpm is sufficient. If you have a high sink rate, you may need up to 500 rpm.
Thanks mate, could not understand what was going wrong with my LDGS, now i understand im Number 3 error
Awesome! So glad you found this helpful!
Truly the best CFI you can find on TH-cam!!!
Thank you so much!
I love your tips! The way you explain using the rudder to line up the nose is super helpful. And I totally get why you picked that foot model-great choice!
😆 thanks!
Thank you so much for these videos!
I watched all your landing videos after I did my first day of just pattern and landing work with my instructor.
On day two my instructor said my progress was incredible! I think it was because I just watched your videos over and over again the night before our lesson and your reference point/aim point Strategy helped me immensely!
You’re welcome! I teach it, because an instructor taught something similar to me in USAF pilot training and it worked! I changed it slightly and made it what you see here!
¡Gracias!
You’re welcome! Thank you for the super thanks!
One technique I have found can help is you literally visualise your path down to the runway, the flare, the runout, as if there is a road in the sky - then keep the aircraft on that road, which means energy and attitude management. I think a lot of beginner pilots treat the landing like a "procedure" that follows nice near steps, and they loose focus on where the aircraft "is".
That’s a great tip! I agree, new students definitely do that instead of watching where the plane is going. Lol. Thanks for the comment
Playing Ace combat actually helped me with my landings. 😂
Thank you so much, I'll put in practice on my next flight!
You’re welcome!
Your Videos Always helping me! Thank you for your tips! Last week nailed my first landing like a BOSS here in MX!
You’re welcome! So glad I could help!
Great Video! I fly with the Civil Air Patrol in New Mexico. My favorite aircraft is the turbo 206. One of the things that makes it a challenge is with short approach speed being too fast (75 KIAS), and floating. We're often at or below 3000lbs. on landing. All of Cessna's book approach speeds assume landing at 3600lbs. It's a physics problem. The implication is that there are slower SAFE speeds when landing weights are significantly lower than maximum, but Cessna doesn't publish them in a Vref vs Weight table. Often, I just use the short field landing speeds of 67 KIAS, with 65 KIAS over the threshold, and it works pretty well.
Awesome! I’ve never flown a 206, but I want to! Something a lot of people don’t realize is that “landing speed” does not mean the same as “threshold speed” and “touchdown speed”. I would not be afraid of the way you are flying those approaches. These still give you a buffer above stall speed which will be lower at those lighter weights!
You are definitely my favorite CFI on TH-cam sir. Thank you so much for all you do for us. 🇺🇸
Thank you so much for that! I love doing it!
No freaking way, I’ve been watching your videos for a couple months now and I start at spartan next month! Saw you using Tulsa in a video the other day for an IFR thing but VINITA!? I’m from, live and work here! So for it to be so small and you being here is awesome and yet so funny, out of everywhere lol. Where are you from man!?
That’s super awesome. I’m originally from Adair, but I was living in Chelsea at the time of this video. We were keeping our plane there. I live in Alaska now. Quite the change!
It is an AMAZING video, I have many problems with landing, becouse my aerodrome has constant strony crosswind, and this video MATTERS. Thank you for posting it
Thank you so much! I’m so glad you found this helpful!
hello josh !
what is the difference between the ballon and flaring too high ?
Balloon is pulling too hard. High flare is starting the flare too high.
@@FreePilotTraining thanks a lot
@@amineamine1969-n5c no problem
You guys are great! Thanks for all the information you share. Student pilot on his way to pilot.
Thanks Chad! Happy to do it!
Very insightful and helpful video. I'm a plopper. But I think I finally figured out how to stop that.
Awesome! You’re welcome!
This has helped me with identifying what I need to correct my landings, I'm consistently coming in with good altitude and airspeed but I always seem to end up diagonal to the runway when I touch down, or I flare too high and we float down for a while. Ill try controlling the rudder while CFI flies and report back, thank you!
Awesome! You’re welcome! Yeah, let me know how it goes.
Landing Left of center is my biggest thing gotta practice that rudder control 😭
Ailerons…use ailerons for that. That may be why you’re struggling. Use rudder to align the nose
Thanks so much, for a most informative video - I have trouble with the last couple of seconds prior to touching down, in a Piper 28. I shall view your video a few times to etch it on memory, to help me nail good landings every time. Thanks for sharing. God bless you.
You’re welcome! I hope it helps you!
I was really struggling with landings and ballooning and floating a ton until finally one day during short field practice it clicked.
Looking back I think the issue was I felt like ANY amount of floating was bad and so I had to "rush" to get the plane down. My instrucor had made it super clear to never ever touch down on the front wheel and main wheels first. I never made that mistake but that would then cause me to over-flare and balloon in an attempt to slow the airplane down and land sooner ... and of course it had the opposite effect. These were landings at 65 kts on a 172S.
So with short field practice it became really clear to me the difference between an aiming point and a landing point and how a 172 is going to have some amount of float no matter what you do and that it's okay and you just have to learn to account for it by picking an aiming point that is ahead of your intended touchdown point. Doing the short fields at 60kts also made it easier to avoid ballooning since I'd carry in less energy. Once the short fields clicked for me, the normal 65kt landings started getting much better too. I'd apply the same principles and sight picture and just accept a slightly longer float since I'm carrying an additional 5 kts.
TLDR:
1. A 172 is always going to have some amount of float. That's okay.
2. Therefore understand the important of picking an aiming point that is ahead of a touchdown point. When you think of it this way, you'll be happy and feel successful when you make the touchdown point versus "floating so far past the aiming point"
3. Consider doing short field landing practice as a way to really dial in the round-out + flare and overall energy management.
Thanks for the comment! These are great points!
Very helpful!!! Thank you.
You’re welcome!
I hadn't flown the 182 in a while. I few it today and flared high and kind of dropped it in, but I instinctively saved it and touched down softly
Nice!
Excellent video, I am a student pilot and have "bounced" during one of my practice landings....not fun and I got that look from my CFI....I pushed power and definitely did a go around.
After evaluating how/why that happened, I remembered that all my other practice landings with my other CFI, were "no flaps" which made the landing faster, but also did not cause the plane to want to pitch down as with full or partial flaps.
All that stated, It was my fault for not taking this into account, which caused me to bump the nose tire before going into the flare. Love this video, and I'm quite more mindful of my landings because of it.....Paul.
Thanks Paul! That’s happened to all of us! Glad you found this helpful!
14:08
Landing
I am cheerful.
This was awesome! I will be putting this much needed advice to use in the morning. thanks!👍🏿
You’re welcome! Let me know how it goes!
@@FreePilotTraining I definitely kept your advice at hand and utilized it as well. Im still a work in progress but thats just the life of a student pilot. all in all today was a good day. thanks again!
@@goontube74 Great! Keep up the good work!
Love the channel. You cover a lot of nuance and more advanced technique in other videos that most others don't.
Thank you so much! I don’t like keeping tools away from students. I feel like that was one of the reasons I struggled when I was learning
Excellent instructions. Thanks.
You’re welcome! Thanks for watching!
Hello from Germany 😀
Did lean flying on a Aquila A211, which i also curently fly.
They are realy beatiful airplanes, but they don´t forgive landing mistakes.
You either let her float in ground effect until she wants to drop before you take the nose up, or she will balloon reeeealy high if you pull to early.
Most Times she Balloons so high, that going around is the only option besides risking a hard landing.
Beautiful
Great video sir. In regards to a stabilized approach, I was told on final to “pitch to the aim point and power to 60 knots” (for a C152). Have you ever heard of that method? I would love to know what method you use to help a student remain stabilized on final? You’re the man!
Thanks Chris! I’ve never heard that before but I see how that could work. On final, I personally like using pitch and power together because I’m so close to the ground. If I’m high on my aimpoint, I’ll pull the power, but if I’m right on my airspeed, I might pitch down a tiny bit to offset that power pull. If I’m fast, I’ll pitch up slightly and put a tiny bit of power to offset that. Seems to work really well for small adjustments on final
Pitch for speed , throttle for altitude
Thanks!
No problem!
Are you adding power for about three seconds and then pulling back to idle? Or are we leaving that bump of power in? Awesome videos thank you.
I typically leave it until I get the correct sink rate, but if you have plenty of runway, you can leave it in unit you touch down
Awesome video! I think I've already mastered all 5 of those bad landings!
Thanks! Lol
Why did you raise the flaps on the roll-out? Do the after landing check list after you exist the runway.
That’s a very good technique for new students. Do you raise the flaps on a short field landing?
Crab is not my problem in crosswind right now. However, it's hard for me to land on the centerline during crosswind.
Exactly like 16:34-16:38. At 16:34, I will use right rudder to bring the nose align with the centerline. I thought everything should goes fine,but then when touch down I found I'm on the left of the centerline.
Why I drift to the left? wind? but if your nose point to the left, it's should be left crosswind. Is that a nature the plane drift to the left when we use right rudder?
I like the wing low method. Lower your upwind wing then use opposite ailerons to fly at a slight angle down final
When you say flair high, does that refer to being too high off the runway? Or applying too much pressure to the yokep?
You are flaring too high above the runway. Too much backstick pressure would result in a balloon
@@FreePilotTraining gotcha, thank you. Good advice.
Thanks mate!
You’re welcome!
Hah I was all "awkward talking about your crush on his daughter" then realized he was your father in law. Sure know how to draw in the attention!
I appreciate your tips and tricks and look forward to learning how to fly. Only 5 hours in, wish me luck!
Lol I thought that was funny
Next up …. Soft and short field!! Love all your work! Great series!
Thanks Jack! I’m hoping to do those very soon! I had some footage for a soft field takeoff video, and I really didn’t like the camera perspective. You couldn’t see hardly anything. I’m hoping to redo it very soon
@@FreePilotTraining I am looking forward to it! I’m struggling a bit with them, maybe it’s because I have the mile of runway safety net. I should probably bite the bullet and hit up some grass strips. I’m too much of a wuss to attempt the grass solo.
@@TheMyrakkel are you struggling with the takeoffs or the landings?
@@FreePilotTraining All aspects, but particularly the transitioning on take offs as it relates to climb attitudes and when where and what alts and speeds to start retracting flaps…. maybe the issue is the low wing and my girl just wanting to climb, climb, climb.
@@TheMyrakkel low wing aircraft are more challenging on the soft field takeoff. I will see what I can come up with
This is great, thanks Josh. I’m about 15 hrs into my training and I’m struggling with flaring. Constantly pulling back too much.
You’re welcome! Thanks for watching!
Same. I'm always flaring either too early or too late and always overcorrecting which causes me to balloon
@@sebastiangeorger5791 you might like this short video: th-cam.com/video/MygKNemaNo4/w-d-xo.html
@@FreePilotTraining thank you
Thank you for the great tips
You’re welcome!
Well done!, much appreciated!
Thank you! It was a fun video to make!
Are you In Oklahoma by chance that terrain looks familiar? Love the videos and the wisdom.
I’m originally from Oklahoma. Most of my videos are filmed there. I’m in the process of moving to a new place. Not sure where yet
Good luck to you
yes good review thank you
Thanks!
First of all, good content. Second, you went like ten minutes after casually mentioning “I might have a chance with his daughter.” to explain this guy is your father in law! I hit the rewind button and confirmed “Did he really just say that?!?!” Haha
Thank you!😂 I’m glad someone else enjoyed that joke! I thought it would have a much better effect if I explained that at the end.
@@FreePilotTraining Oh yea, I laughed....at the end. I spent the whole video thinking "That guy is going to be PISSED when he watches this video and hears this dude talk about his daughter like that!" HAHAHA
@@jonathanmcphail5254 😂
Thank you sir
You’re welcome!
Great videos but I would like to see these with a forward facing camera with a closer sight picture from the cockpit instead of the belly view. But great video, thanks for sharing.
That’s great feedback. Thank you. I am planning on making some more landing videos when I get back from this deployment. I’ll see what I can do on that.
I never wanted to believe that Cessna float. I fly Cherokees and don't really have to deal with this so much, But this fantastic! Seeing as I may purchase a Cessna down the road.
Cherokees and Cessnas feel very similar in the flare to me. I guess it’s because the Cherokee has a lot of ground effect, but it doesn’t create as much lift
One thing I’ve noticed in most videos that talk about improving landings is a lack of discussion about left turning tendency. While the subject of left turning tendency seems to be well covered when discussing takeoffs, climbing with power and during slow flight, I have yet to see a video that explains why flight instructors find themselves calling for more right rudder in the flair. In this video, you did address looking to the end of the runway and keeping the airplane aligned with the centerline using the rudder pedals. But your airport also had a gusty right crosswind that day. What about a relatively calm wind day? Why did my airplane just crank to the left right before I touched down? “This is a disaster!”
I give great credit to my own flight instructor for calling my attention to left turning tendency in the flair. While torque and spiraling slipstream are less of an issue at engine idle when touching down, the change in the alignment of the propeller “disk” in relation to the ground during the flair will also cause a left turning tendency for two of the four issues going on with left turning tendency. Gyroscopic precession and P-factor. Since flat propeller pitch isn’t a thing in most small airplanes, the descending blade still produces more “lift” than the ascending blade. As soon as you level off from dive-bombing the runway, you have changed the alignment of the propeller disk. You’re going to need some right rudder for that.
Just for context, I’m 65 years old and still a student pilot. I own 50% of a 1975 Bellanca Decathlon 8KCAB. I can do credible loops, rolls and spin recoveries in the Decathlon but my landings and takeoffs are still far removed from a tailwheel endorsement. I’ve soloed the Cessna 152 but I still can’t find the centerline on a consistent basis. Also, I need to get my basic med resolved to move forward.
You have a great channel. Thanks for listening and keep up the great work.
Thank you so much for your comment! Although I do believe that left turning tendencies are a factor on landing, I don’t really talk about them on landings as much as takeoffs. Here’s why. Although the left turning tendencies are still there, they are very minimal because the aircraft is at low airspeeds which minimizes torque reaction. The corkscrew effect is also reduced due to ground effect. In addition to that, as you pitch up in the flare, gyroscopic precession essentially cancels out P-Factor. Because of this, I don’t even notice left turning tendencies in the flare. There are a lot of aircraft I haven’t flown, but this is my perspective on my limited experience. Thanks for watching and thanks again for sharing your comment! See you in the next video!
If you check out Pitt Special landing tutorials they will cover this left yaw effect of the engine, as with that aircraft, it is significant, those things buck like a wild horse.
I was taught to land that after the round out, look diwn the runway and fly as far as you can down the runway, keeping the wheels just above the ground. That way you settle on the stall horn.
A lot of students are taught that way. It works as well
This is very helpful for me as a new pilot.
Thanks Terrell!
More views from inside cockpit of pilots perspective would be great ... like done in some of your other videos.
Great videos and tips.
Will do! Thanks for the input!
As a PPL my hardest thing is making a smooth landing. As you say as we get older our peripheral vision narrows. I’m trying to concentrate on looking down the runway and making smooth inputs on the controls to bleed off speed. All other aspects of my approach etc to landing are good. Btw where is your field of Bonita?
@@bourne-jagt1716 Vinita H04.
@@FreePilotTraining thanks! Haha the TH-cam closed caption had Bonita!! Found it in Foreflight. Safe flying from my airport of CYFD - Brantford.
@@bourne-jagt1716 lol, I I was wondering, cuz you’re not the first person to ask me that
Very good lesson with identification of problems and how to correct them. I can't help your students with the airspeed problem because the ACS has you both between a V-speed rock and a hard place (the runway.) You can go ahead and take the -5 knots that is allowed in the +or- 5 knots allowance. The real problem is that you are forced to teach the very hardest approach and landing technique. You probably know the easier power/pitch approach technique, but I'll review. The ACS will not allow you to use it, but getting as close as possible can help.
First, the airplane will not land at Vso. It lands at the airspeed (unpublished) that the wing will no longer lift the weight in one inch ground effect. That airspeed is much lower than Vso. Second, the throttle is not a useful glide angle and rate of descent control until the airspeed is slow enough to cause sink or mush. At that point (short final is a good place) throttle can very accurately establish a glide angle to the numbers or wherever we want to touch down. But we need to decelerate to get slow enough to continue sinking in ground effect. That means dynamic throttle to maintain glide angle and rate of descent. If done well, we will need to maintain power to touchdown. ACS will not buy that. However, we can get a bit slower and get down a lot quicker after round out. The most difficult thing ACS V-speeds force on the student is how to make the elevator control airspeed and rate of descent at the same time after dumping the excellent throttle control of glide angle and rate of descent. So it goes.
You are absolute correct about the anti-turn control: rudder. We absolutely need no aileron to keep the centerline between our legs (under the prop is at an angle.) Aileron here is for drift control only. The stronger the crosswind, the easier it is to see this fact. Light crosswind and no wind is a poor teacher, but we CFIs must teach them not to use the aileron with its adverse yaw to maintain longitudinal axis alignment. In no wind jam the yoke with your thumb.
Again, good job with the problems. Encourage them to come back after PPL to actually learn better ways to fly small airplanes. For those going on to big airplanes and the airlines, not so much a problem so long as they survive the 172 taking off too slow (Vx or Vy doesn't leave any room for the three second startle following engine failure or shear or ?) and landing too fast and with too few controls to touch down on the desired spot slowly and softly. We don't have the power for straight math Vx or Vy. On most runways, neither is appropriate. Low ground effect to cruise is much safer. At low altitude airspeed is life except on short final coming into ground effect.
Love the comment Jimmy! Keep ‘em coming
Nice tips man
Thanks!
What mount do you use for the outside view
If you’re talking about the tail cam, it’s a home made mount I built from stuff I got from Lowes
Nice tutorial
Thank you!
Great Video!! Thank you so much!!
You’re welcome! Thanks for watching!
Always cross threshold at bottom of green arc with full flaps. Then slowly pull all power while pitching for climb attitude. Airplane will sit on runway just above stall. Add 5 knots for stronger crosswinds.
Never heard the green arc tip. Thanks!
@@FreePilotTraining stabilize that speed with power. Adjust pitch to maintain about 400 ft./min. on the VSI. Just as you hit the float, location reduce power and simultaneously raise the nose to takeoff attitude, about 5°, and the aircraft will settle on the runway as though it was getting ready to rotate for takeoff. Do this in a coordinated, slow fashion, so that you don’t stall or bring the airplane back into the air. By the way, do not balloon the aircraft unless you have a lighter than air certificate.
I'm going to watch this one or two more times. I think I identified my problem because of this.
Awesome! Let me know if you do!
@@FreePilotTraining got it now. Last two flights came out pretty decent.
When you did the high flare landing and you added a bit of power to stop the stall, how much power are you adding at this point, and are you adding a bit and then taking it back to idle almost immediately to continue the land?
I added 200-300 rpm just until I got rid of the sink, then went back to idle power. If you leave it in too long, you’ll balloon back up. If you’re looking outside, and you add the power, you see the sink decrease. Right before the plane levels off, chop the power back to idle
@@FreePilotTraining Thank you so much, that is really helpful. So the crank of power is literally only for a few seconds?
Im having a problem after Im landing that i think my foot is hitting too much right rudder causing it to almost go off the runway. This actually happened to me today. Do you have any suggestions? Im trying so hard to remember to keep my heels to the floor and not apply the break too soon. I normally have decent landings but today was a little embarrassing to to say the least. No damage, just too much right and over compensated to the left put me in the grass a little. My ego is still hurting lol. I pray this doesnt happen again.
I struggled with the rudders as a student pilot as well, and the truth is, that most students do. When I was learning, I felt like I needed to get on the brakes as quickly as possible after a landing, so I would always land with my feet situated just above the brakes because I was worried that I wouldn’t be able to control the plane once I got on the ground. As you pointed out, you don’t need to do this, and you shouldn’t do this. The “trick” with the rudder pedals is that you need to “continue flying the plane” even after the airplane is completely on the ground. Probably the most important thing after the airplane touches down is to focus on those rudder pedals and continue “flying the plane” until it’s stopped. This is because your flight controls are still effective at low airspeeds. This is a V-speed that a lot of instructors don’t talk about, but it’s very important (Minimum Control Ground speed VMCG) This is why a lot of instructors and schools don’t like students doing touch and goes by themselves. Students forget that the airplane flight controls are still effective at speeds just below landing. Especially the rudder. It is your most effective flight control at low airspeeds. So after you line up on the runway and begin to push in that power, throw those heels on the floor and keep them there the entire flight AND after you land the airplane. If you need the brakes for a short field landing, once you know that your vector is straight ahead and you are on the ground, you can hit the brakes as you need, but continue to “fly the plane” until you start your turn off the runway
@@FreePilotTraining Thank you SO much for this. This was very helpful clarifying that keeping my heals on the floor is the issue. I was hoping you would say what you did. Your video was extremely helpful as well. I appreciate the time you took to respond. Im getting down to the final check ride stages of training and I MUST polish my landings. Ill take my little slip off into the grass as a learning experience and not beat myself up on it. (which im doing). Thanks again, back up and at em on tuesday!
@@tnflygirl you’re welcome! And good luck out there! You’ll be fine
Amazing job once again 👏 👌
Thanks Keith!
Beautiful landings. Very helpful tips.
Thanks Doc
How do you freeze that pitch alitude
Good question. Explained in these two videos:
th-cam.com/video/MygKNemaNo4/w-d-xo.html
th-cam.com/video/KXoz7EyWpog/w-d-xo.html
Vinita very close to me. I fly out of Grove
Nice! Great little airport
Specially built A.I. was used to scan over 800 billion YT videos. The program determined that “eyes-wide, mouth-open” reaction videos had already reached saturation in late 2016.
Current recommendations are to either abstain from creating reaction videos, or to tone down the “over-the-top, just-saw-an-alien-wearing-a-fedora surprise face.”
Easy tips: 1) close your mouth 2) narrow your eyes a bit
I heard that 80 percent of those statistics were made up…😏
This is a good one-Congrats!
Thanks!
Nice video!
Thanks!
Awesome again thanks
You’re welcome!
it has beeb quite a while since ur last upload, i cant wait for the next one!
Thanks! I’ve been a little busy the last couple weeks but I’m starting work on a good one this evening. May be a week or two before I can finish it.
I watched a student do this in a sweet 182, she bounced twice getting back up to 20' and then her dad and instructor shoved the nose Down and the nose gear collapsed. The plane suffered prop, firewall and of course collapsed nose gear damage. Then it was totalled by the movers who dropped the fuselage when loading onto the trailer. So sad because it was completely preventable.
That’s crazy! That’s why it’s better just to go around
One danger of going around after a porpoise. Did you prop strike? I watched an airplane crash after a porpoise/prop strike that tried going around.
That’s definitely a possibility. Great point
Great teaching for all students, thanks for all the videos.
Thank you! These are a lot of fun to make!
Great basic lessons that every civil pilot should learn… good tutorial video👍
Thanks Eddie!
Wow, this was a great one! Love to sasquatch
Thank you! I appreciate that!
Sooooooo helpful !!!
Thank you!
Hey guys! Great videos!! Please keep them coming!
Perhaps you can give me some advice... I find myself with throttle at idle when I just finished the turn from base to final in order to maintain my 90 km/h airspeed in my Super Cub. The thing is that I ALWAYS BOUNCE after hitting the ground too hard. No matter what I do with the controls, I always hit hard and bounce a few times. Sometimes too hard like going around and sometimes a little softer like to recover it. But always hitting the ground hard every single time! So far, I'm trying to do 3 point landings. Never tried wheel landings yet. Any advices??? Managing my throttle on flare perhaps? I know there is something I'm missing but I can't figure it out by myself.
Thanks in advance!!!!
Thanks! I appreciate that! There are a couple things that could possibly be happening. As mentioned in the video, you could possibly be flaring high. If you have recently made the switch to a tail dragger, I could see this being the problem because you have to round out over the top of the mains to get back to the 3 point attitude. If you think this might be the problem, try making a conscious effort to drive it in and glance down at your intended landing spot for 1 second after landing is assured before you start the flare. I’ve never flown a super cub so I can’t be entirely sure about the power pull, but an aggressive power pull can definitely lead to bounced landings. On tricycle gear you can fight a sinking landing with a more aggressive flare, but you may not be able to do that as much in the cub. A lot of instructors teach students to land with a touch of power to soften the landings. If you try this, it will soften your landings but also increase your landing distance. My recommendation is to look at the end of the runway and use your peripheral vision to determine how quickly you are sinking towards the runway. The faster you sink, the more flare you’ll need. If you can’t flare anymore without striking the tail. You can always put in a bump of power. When I land the C-130, it’s not uncommon to put in power as the airplane is sinking. I don’t typically do this in lighter airplanes though.
@@FreePilotTraining Awesome!!! Thanks a lot!! I'll give these a try next Thursday and let you know!! Thanks a lot for the response! I really appreciate channels that are willing to answer questions. Keep it with the great job man, you're an amazing help to all of us!
Cheers from Argentina! And, again, thanks for taking the time answering my question 😀
@@NuestraCasaDesdeCero you’re welcome! Good luck out there!
Great job 👏
Thank you!
The C-130 recommend procedure is to float during equipment extraction.
Lol, we don’t actually do that anymore
I am a private student and am really struggling on landings. In our simulator, I can nail them and the pattern. But in the actual plane, I am landing hard, ballooning, etc. It doesn't help that each time we have been in the plane winds have either been really gusty or variable, and pretty turbulent in the pattern and on final approach. I feel like I am all over the place as we deal with thermals, etc and white knuckling the yoke. Do you have any advice on learning to land in areas that typically experience a lot of turbulence and thermals for most of the year?
Hey there! Everyone struggles in the beginning. The biggest piece of advice I can give you for gusty conditions is to 1. Fly a faster approach speed. I typically like to add half the gust factor. 2. If you need to make a big control input from getting pushed around, immediately take half of that back out. This will keep you from over controlling the airplane. Some instructors will also teach to not chase altitude and airspeed. I’m not sure this is a great idea. I want you to fly safe airspeeds. Always error on the side of being a little fast when it’s gusty outside. Also, try some of my other landing videos. I think you’ll find those helpful
I live in Grove. Are you training out of Vanita? If so that would be amazing.
I mostly do training out of North Little Rock. When I come home, I make my videos out of Vinita
Can you make a video about a 40 degree flap problem in C150, when you have to go around without touch down on the rwy and the thing won't climb. So it's kind of committed landing, same story happened to one of the most experienced pilots on YT Dan Gryder crashed the C150 when flaps got stuck in full position. I mean only thing I could think of is to clean the flaps incrementally over runway in ground effect. Because this thing WILL NOT climb while 90 degrees outside with weight.
That’s an interesting topic. I guess you could probably make that argument on any aircraft if you lose the ability to raise flaps on the go-around. I’ll play around with the idea. Thanks!
Great content thank you! I always used to power to idle once I knew id make the runway. On my last renewal I was pulled up for this and told you should wait til the round out and this would also help with a crosswind. I struggle with this because doing it this way I kept ballooning as carrying far too much speed on to the runway. Would be interested in your thought on his method? Stu
Thanks for the comment! I know there are a lot of people that carry power on the round out and flare. It probably is a little easier in a crosswind, but I’m not a huge fan of this method because you will float a little longer on the landing. However, it can lead to a softer touchdown. If you want to use this method, you should choose an aimpoint that is slightly more than 200’ in front of your touchdown point. When you start your roundout using this method, I typically recommend gently pulling the power at a continuous rate until the airplane is a foot or two above the runway and the nose wheel is “just above” the mains. My personal technique is to put my index and middle finger on the panel and use my thumb to pull back the power slowly. This helps me determine a smooth continuous power pull. Because you are using power in the flare, your flare will need to be less aggressive. It should almost feel like you are flaring at the last minute. Hope this helps you
grrrrrreat video! thank you!
Thanks! Happy to make it!
Love it! Great video! (Just had to share...)
Thank you!
Are they saying "pineda" at the end of each radio transmission?
Can anyone confirm or correct this?
Lol “Vinita”
Although this video is showing you how to fix mistakes. As he stated... don't try to safe bullshit. Go around! That is the main message.
Thank you :)
You’re welcome!
Not sure I’ve ever added power in a slip? Think I was told when training that was a huge no no. However, yeah when you’re too slow and too low but you’re still not at the runway you have no choice you as you showed.. have I mastered perfect slips? Umm.. I’ll just go ahead and raise my hand that I’ve made every mistake you’ve mentioned but the slip power. So I’m confused as to why my instructor was so stern about not adding power after slipping to a runway?
Great vid btw. My instructor had me read the book “stick and rudder” before I started trying to land.. that helped a lot. Crazy fact.. there was an experiment done where a group shot hoops. To improve their score some people were allowed to practice shooting hoops, another small set was to think about shooting hoops, and the control people sat and watched the movie dumb and dumber. The people that practiced increased the number of baskets made by 23%.. what was unexpected was that the group that only thought about making baskets also increased their score by 23% while the movie watchers had no change.. yes practice makes perfect but thought does work well;)
This is a great comment! Thinking about flying definitely does help! The air force believes in it so much, that they teach their pilots to do it. We call it “chairflying”
Well, it’s interesting that you should ask this question because the wing low method is essentially a forward slip to landing, and it is probably the main technique most pilots use on crosswind landings. For this method, you do still use power, and the FAA originally did not like the wing low method because of this, but it is now a very widely used and successful technique for those crosswind landings
What does 'recapture' mean?
Excellent question. It means to get back into the correct position for landing. I am basically reaccomplishing the round out and flare. Or reestsablish a descent down to the runway
bro i love you
Thanks! 😆
Good advice! Even this 500 hr. pilot learned a few new things, or rather relearned a thing or two I'd forgotten!
Thanks Jim! That means a lot
keep them comming
Thank you! I will!
Started as sailplane pilot, this is all a bit different. With a motorglider it is still somewhat different because you land with the powerbrakes. Balloning and flairing to high, it still hapens to me also in a motorglider that has almost 15 meter spannwith. I will try those tips, giving a a bit power wenn it occurs. Flying is easy, landing is the art of flying! I created a playlist for landings in my channel, a lot of opinions from a lot of experts :-) This video is high in the playlist, thanks.
Awesome! Yeah, when you balloon, adding power seems to be the opposite of what you need to do, but a lot of folks dont realize how close they are to a stall and that causes a high sink rate or a “plopped” in landing. Let me know how this works in the motor glider! I’m curious! Thanks for the comment