Landing was fine! Just needed to keep a bit more power in on the approach, we were taught between 1700-1800RPM to fly the approach at 65kts (full flap) aiming to be over the threshold at 60 but you could add a couple extra knots when heavy! Then if I get the stall warner close but not close enough to the ground I’ll do a power on landing to avoid the drop. Loving your videos, they’re great for someone like me who’s not hugely familiar with UK GA R/T procedures so keep up the awesome work 😊
1) this aircraft is very clearly overloaded. That's why even though you were fine for speed you stalled early and nearly broke the gear. I hope you informed maintenance and filled in the techlog regarding that landing after the flight. 2) your overhead join was horrifically narrow and your turns are almost certainly above 15-20 degrees on the base to final. 3) your iPad obscures half your instrument panel and you can clearly see your DI has wandered miles out. Don't rely on skydemon and at least keep your instruments calibrated.
So refreshing to see you post videos like this. I feel a lot of the TH-cam channels would cut out or simply not upload a flight if something like this happened. A bad landing happens to us all. I once did the triple jump landing into Shoreham years ago... Narrow runway complete through off my depth perception. Safe flying Adam.
Great video as always Adam. I know you’ve taken a bit of flak for this one but standing up and owning things like this makes you a better person than the majority of keyboard warriors who wouldn’t dare to show their firmer landings in a public arena! Your videos have been a great inspiration to me as I started flying again this year - keep up the awesome work! -Noel
Thank you Noel I really appreciate that. I have taken some flak and even had to delete someone from Instagram! (Never needed to do that before!) great to see you are flying again, I would love to share a trip with you. Thanks again. 👍👍
It’s great how you show your mistakes not only can you learn from there we also can too. We all have a down days don’t let it get you down. Respect bro for sharing 🔥
Love your attitude to learn. I saw your stall warning light come on a bit early. You had a good pitch angle initially but pitched a bit high near the transition with no energy left in the wings.. As others have mentioned, reverse command comes into play once on final all the way to landing. Pitch for airspeed and power for altitude. I would say do not be afraid to add a bit of power to arrest your descent as you transition. With Piper and Cessna trainers, it seems we are told to pull out power (flight idle) when the runway is made but I find a better way to do energy management is to pitch for the appropriate airspeed. Typically I do not like to be more than 60 KIAS over the threshold and instead of thinking flare, I think arrest descent with a bit of pitch up to bleed off a bit more of that airspeed as I transition to flare and have my hand on throttle to add a touch of power to "slow fly" down runway to the touchdown. Hope that helps! Great video!
I love watching these videos and seeing Pilots willing to learn and improve. One thing I always tell my students, publicly admit your mistakes then you have no choice but to own it and learn from it. The one piece of advice it would give you it remember the basics, pitch for airspeed and power for altitude. If your airspeed is accurate add a touch of power to soften a harder landing. As for landing short, maybe an occasional circuit practice session for short field landings would improve your visual on approach and allow you to hit the touch down point more consistently. Great vid, thanks for posting!
Thank you so much, really appreciate the advice. Yes looking back I took too much power off and the airspeed bled away super fast. Also I had the wrong QFE too. This was my first time landing at Enstone on 08 too, thankfully my second landing last week was much improved!
I think it’s wonderful that you can show others that everyone has their off days and make mistakes. As a student pilot, it was helpful for me to acknowledge my mistakes and look for ways to improve and learn from it. Great video!
We all have hard landings from time to time. It won't be you last hard landing, or mine. It happens. You didnt break the plane and you learned something and hopefully the rest of us did as well. Thanks for sharing.
@@PrivatePilotFlightVlogs Suppose that didn't help much either. Who am I to judge though, every landing on the PA28 that I've done so far has been a controlled crash
Great video. Beautiful views. I am Not a pilot but have a great interest and work with many airline pilots. Humility and a desire to learn/improve is something they all share. It is great you are open to feedback from strangers. Good luck on all your future flights and I will be watching. Kevin.
Hi Adam, it's been a couple of decades since I was instructing, so my advice doesn't replace anything that you learn in your flight reviews. My first thought was when you practice you probably do it with a lightly loaded aeroplane. In this video you are probably hovering around max-weight. That will make a difference to your flare so be ready for it. More weight, more induced drag, speed will drop off more quickly as you flare. You can compensate in various ways, start the flare lower, take the power off more slowly etc. The other thing is if you drop the aeroplane onto the runway you are obviously holding the aeroplane off a little higher than you should. So my question is where were you looking? I have noticed that when pilots get a bit rusty they often tend to revert to looking just over the nose at the runway close up. My hunch is that they do this because they are anxious about where the ground is. But when they do that they are not looking at the attitude of the aeroplane. Hence instructors often advise looking at the horizon or towards the end of the runway during the hold off. The reason that is important is by looking further out you will see the attitude of the aeroplane better so as to control the path the aeroplane takes as you hold off, but looking a long way out doesn't provide good cues for perception of the height, you miss all the texture cues that tell you how high you are which are close in. So it's useful to look at both, either back and forth or in between. If you can become better aware of where you are getting your cues for attitude and height you will home in on what works best for you. I have to say I look at the videos that pilots are producing nowadays with envy, if only that technology was available when I was flying and instructing. Keep up the good work.
Thank you so much for your comment. In honesty it was the first time landing on that runway. I was aiming for the numbers which was a mistake really. You can’t see the end of the runway at that point as there is a incline on the first part of the runway. I’ve since landed back here and corrected my landing point and power/speed and everything worked out perfectly.
@@PrivatePilotFlightVlogs Good that you improved your subsequent landings at that runway. I'm not saying you should literally look at the end of the runway, My recollection of what I used to do is I would look somewhere around 1/3 to 3/4 of the way down a 1500m runway. However, where pilots look is subconscious and varies with conditions. The verbal instructions are just a guide and, importantly, to avoid fixating on the runway just past the propeller. I watched your video again and it's hard to see the airspeed clearly. It looks like you were around 60kts when you touched down. That's consistent with the stall light going off around that time--that means you still had a way to go to the stall. But that does put you on the back-side of the drag curve so as you were getting slower the drag was increasing which would slow you down further and increase the angle of descent if left unchecked. It still looks to me like you started the flare a little high (or reduced your speed to early) and so there was very little float when you were near the ground so there was very little opportunity to hold off and you let it drop onto the ground. The video is a great training tool, but without the seat of the pants sensations it's difficult to make a conclusive assessment. All this is not critical of what you did, I've seen lot of landings like that. The video is an extremely useful tool for getting the self-talk sorted out about how aeroplanes behave and your own performance. Keep at it.
George Galanis thank you I really appreciate your kind words of encouragement. Defiantly taking on board what you are suggestion. I have a check ride coming up to iron out some bad habits.
@@GeorgeGalanis1010 great bit of advice regarding looking down the runway. I came into flying after years of flying parachutes (skydiving), i had 3000 jumps and my muscle memory and judging of my flare point was, and still is, to look 11 0 clock and down at a 45deg angle. Trying to break that habit when landing a plane is a constant struggle until an instructor got me (forced me) to keep looking straight down the runway, finally i got the sight picture they'd been talking about! Keeping the end of the engine bay just below the horizon/end of the runway gave me the starting point to better landings.
@@voodoo148 Sight picture is a good way to describe it. During the hold-off (after the flare) you need to perceive height and attitude simultaneously. Your anecdote reminds me of a 70yo who commenced flight training with the Air Force just as WWII ended. His training was terminated and he never soloed. 5 decades later after he retired from another career he came back to flying with the goal of at least going solo. He was referred to me for remedial training to see why he was having trouble with his landings. On the first couple of landings I noticed he was looking just over the nose. So back to the briefing room we went to practice there before going back out to the aeroplane. When I told him he was looking just over the nose during the hold-off he said "that's what my flight instructor said back in 1945". We did fix the problem and I did send him solo. Old muscle memory habits can last 50 years!
Just a quick observation you might be able to answer... I noted that (I think) a video camera was attached in close proximity to the compass. If that is the case, is there any noticeable deflection?
Hi Adam, this is the first video of yours I have seen. Thanks for taking the time to record your flight. It's always interesting to see how other GA pilots fly in the same airspace as I usually fly in. I'm based at Shoreham and often fly to the IOW, and have been to Duxford, so much the same as you're doing I suspect. Don't worry too much about the landing, I'm sure you've made much better landings, and everyone has a bad one from time-to-time. From what I can see the approach was fine although perhaps marginally flatter than it should have been. The huge runway displacement is very offputting, I think I may have also been caught out landing here for the first time as it's fairly unusual. As for correcting it, I'm sure you already know, but I probably would have realised I was too low and slow and put some power on and lowered the nose slightly to maintain speed and slow the descent - and then once back on profile reduce the power again. Easy to say when watching a video of course. Fly safe!
Hey Martyn thank you for taking time to write a comment. I love Shoreham, only had one quick visit but need to go back soon. Yes overall flight was OK but on finals I was super flat (as a pancake) and I attempted to stretch it (subconsciously) which was not the right thing to have done for sure. Appreciate your message and see you around. Cheers, take care too!
At 15:24 it looks like you are coming in too short/low and raised the nose to "stretch" your way to the runway - avoid the temptation, keep your nose down! If you are too low, add power - don't just raise the nose. At 15:31 you should be at the displaced threshold arrows for the height you have (unless you have a ton of excess airspeed and expect an über float). A lot of it is optical illusion I imagine - it's probably hard to pick an aiming point so far down the "runway" and stick to it. I have the same issue when I'm deliberately trying to land long (for power-off practice) - very often target fixation has me aiming for the numbers. Must be a pain trying to aim for that tiny strip within the larger tarmac area! Thanks for sharing!
Thank you for the commentRussell. It was my first time landing on 08 and i was caught out with how much displaced runway there was, and you are probably right I was subconsciously stretching it out. It didn't help I had the wrong QFE in too I need to stop aiming for the numbers.
@@Vespertineflyer You need to adjust power to keep your aiming point in the right place. Adjusting only pitch will adversely affect airspeed. In this case, the aiming point moved up, and the pitch followed it, leading to a loss of airspeed earlier than the normal flare height. We'd need to see more to know if a go around was warranted. In the last few seconds, yes, definitely - obviously about to land before the runway, full power off we go. In the last 30 seconds, nothing wrong with adding power to get back on your intended glide slope. The fact that it's a huge disused runway also means a bit of power and a long float is an option, to avoid landing short, but again that's down to the PIC what they are comfortable with in the given situation.
Watched this morning Adam. Very impressed with over 3000 views in under 12 hours! Looked like nice conditions to fly back in and to film in. Review process with all our videos is always interesting 😎👍
Thanks for sharing! You made it home safe and the airplane is flyable. You aren't doing too bad. Maybe add just a wee bit of power at the end there to arrest your descent.
@@PrivatePilotFlightVlogs Bunch of now-it-all! :-) The best way to learn right is to do one wrong! As an instructor and manager flight standards (now ret.), I could see my friend in the right seat was heading for a "wrong". I let them (within bounds), and voila they never did it again and as an added bonus they learned their own limits as well as the aircraft and environment limits.
I think it’s a simple case of low airspeed considering the number of folks on board. I say that, I couldn’t clearly see the airspeed indicator on my phone. What were you at?
@@PrivatePilotFlightVlogs in our club and flying school we fly our PA-28s 70 kts on final, aiming to drop that down to 65 kts over the threshold. I was told to cut power over the threshold, which will feel almost like you need to dive down into the ground effect area to maintain that speed until the flare and then holding the a/c off the ground while bleeding the excess speed.
This is the first video of yours that I have seen. I have made the same mistake a few times in the Cessna 172 but like you said, you're always learning. No two flights are ever exactly the same but I have learned from my mistakes. During my training, the instructors always said a good stable approach leads to a good stable landing. I can't see much wrong during your approach in the video besides a slight overshoot of centreline turning onto final but who doesn't do that. Might just be the camera angle too?? I have never flown the Piper so not sure of it's characteristics during the flare. Normally on long final to short final, I try to keep the numbers in the same spot on the windshield, 70kts, 1500rpm (C172) and use power for attitude, pitch for speed as I need it. As I cross over the threshold, usually at about 65-70kts, I set my focus on the opposite end of the runway and try to judge from there, power to idle and just hold it off until the speed bleeds off and the main gear touches down. It doesn't always go as planned though. I have had the stall warning go off a few times during flare, usually as a result of balooning but I normally level off, add a bit of power and then start the flare again. I'm not sure about vref speeds for the Piper, your short final speed looked good but the speed did seem to drop pretty quickly before you had a chance to get into a comfortable flare, resulting in the premature touchdown. I'm no expert by the way, just a PPL holder. In my experience, I just usually keep the speed at 65-70kts right up to the flare with flaps at 20 degrees, then cut the power over the threshold/numbers, glide it to a few feet above the runway at the same speed (usually just above 65kts C172 to prevent a stall), then enter the round out, flare, and hold off and let the speed reduce during the flare/hold off. It might float a bit but the wheels will eventually touch down nice and easy. It also depends on the length of runway you have to play with too right? Hopefully I'll be flying tomorrow and I'll see if I can practice what I preach lol! I enjoyed the video, entertaining and educational for me as a private pilot so thanks. I'll be checking out other videos you have and any new ones you post too. Safe flying and stay safe. All the best.
Thank you for watching and the great comment. You are totally right. I did over shoot turning final, and I was too low coming in, flat as a pancake. It was the first time I’ve landing on this runway and the amount of displaced runway took me for surprise. As a few people have pointed out I stretched the approach in to get me to the numbers, but undershoot. I learnt a huge amount from this and since nailed a landing in the similar conditions. Hope you have fun tomorrow! Take care!
@@PrivatePilotFlightVlogs For my own benefit: Thank you for noting my reply; In early efforts to fly I had cranked a J-3 right on to the deck on Solo → I am a mechanic so I can see by the way you handle the equipment you are doing this for fun ▬ my experience of a decade of you tube result's in do not engage argumentized comments with counter-efforts > just delete and ignore if not wanted then as I found in the handy-manual that Commercial IFR avoids use of at-the-edge of what the airframe will do my posting is now focused on "over 12,500 TO weight" for enjoyment since I will not be able to afford training Decades in heavy-construction result in learning that heavy equipment is actually easier to operate after getting used to the size ▬ unloading career pilot's due to situation may actually result in new-hires later → this is enjoyable for many people though I loathe the simulators which do not provide awareness of control feedback
Nice vid, Adam! 👍🏻 I really like the format of the begin of your latest videos; nice and to the point and inviting to watch the rest! 👌🏻 Something else; did you ever noticed a vibration in your rudder pedals, when exceeding a certain speed? I see your nose wheel spinning constantly, due to the air rushing by at the bottom of the tyre and the upper half nicely tucked away in the fairing. I had vibration with my plane at 90+ kts speeds and couldn't figure it out what it was. Now a small 0.5" by 2" piece of flat rubber is rubbing just gently at the face of the nose wheel tyre, so it stops spinning mid air. And guess what: the vibration is gone! 😎 And about your landing, my two cents: everyone makes mistakes, myself included. Not one landing is identical to the next. The most import thing is that you and your PAX walk away safely, after that the plane is re-usable and least importantly the landing is a greaser or not. And it's a very hard learning point, right? Whatever you did there, you won't do again? Keep flying and producing videos, you got this! 💪🏻
Thanks Jolmner appreciate the message. I normally notice after takeoff but tap the brakes and it stops...but the nose wheel was spinning the whole flight looking back! Vibration is worse at a certain speed. I’ll have to speak to the ops team about your suggestion. I remember seeing that in your video though. Thankfully watching the landing about 100 times has drilled it in my head what I did wrong and on my last flight was a lot better. Reviewing footage of mistakes does help me thankfully!
Cracking video as always - really interesting. A few questions from the uninitiated; despite landing short, why the hard landing/stall, was it a power management and attitude issue or other? When flying over the sea, I take it that life jackets weren't required for that short crossing? And, finally, what is the protocol with Covid etc and passengers/flights? I see that one passenger had a mask/face covering, the rest of you didn't. Why is that. I've seen driving instructors and students wearing masks and understood that flying GA aircraft was similar? Many thanks.
Thank you for watching appreciate your comment. I was flying too low and too slow which caused the problem. Life jackets should be warn crossing a large stretch of water like the English Channel, but we tend not to use them for the Solent as it’s a short stretch. Covid wise yes we all should be wearing masks however mine was making my glasses steam up, and the other guys decided not to wear theirs on the way back. I’ve since worn mine which isn’t pleasant to be honest but needs must! Hope thay helps!
One comment regarding your R/T. On initial call, it's helpful for the Controller if you include your request so that they know what you're after and (if necessary) can start completing the appropriate flight strip. e.g. Brize Zone, G-ABCD request Zone Transit
@@PrivatePilotFlightVlogs Another thing I noticed is that the type of service is a required readback item. So when (for example) Brize say "Entering Controlled airspace, Radar Control Service, maintain VMC" your response should include the 'Radar Control Service' part as well. Safe flying!
Paragliders do not jump out of aeroplanes! There either hill or winch launch and thermal soar, un like paramotors that self launch with an engine. Parachuting is the Mad sport of jumping out of a servicable aeroplane and making a bet with the ground and hoping you win (I did it a few times in the services but then it was easier than working).
@@PrivatePilotFlightVlogs Hi Adam. Interesting video but having watched this one and your others I think you really do need to stop flying paying passengers and focus on your basic skills, you seem to be making a catalogue of basic fundamental mistakes that I'm sure a couple of hours with an instructor could help iron out. As it stands you have left a great deal of evidence for all to see if anything awful happens and i'm afraid it doesn't give the impression that you are either a safe or competent pilot. Sorry to be brutal but I'm just giving you my impression. I don't know how many hours you have and I don't know if Wingly has a test/minimum criteria but if I was working for Wingly and saw these video's I wouldn't be comfortable. Good luck going forward.
Thanks for your comment. Appreciate you have watched a few of my videos. You have probably only watched the videos that have big views, which sadly show some some mistakes. Wingly do watch my videos. The min requirement is 100hrs P1. I have 250hrs approx. Not all my flights are shown on my channel. FYI I have a check ride next week to do just that. Thanks for asking time to comment. 👍
@@PrivatePilotFlightVlogs It follows that those vids had the highest number of views as with those titles it proves clickbait works. The difficulty I have is that whilst I am all in favour of using videos for genuine learning and debriefing if that is your thing but if you are honest that isn't your video's primary purpose. I'm no Chuck Yeager but if I made one landing like the one in the video where I didn't actually land on the runway and stalled in or if I came within a whisker of over shooting a runway I wouldn't begin to consider flying paying passengers who probably don't have the knowledge to appreciate or quantify the risks you are exposing them to. I do appreciate flying is expensive and Wingly helps but in my humble opinion I think you should stop flying punters and go back and relearn your basic flying skills and focus on those for the time being rather than growing a youtube channel based on near misses. Best of luck
The first thing to do is get rid of that bloody great tablet off the control yoke and navigate properly. The tablet impedes your ability to control the aircraft. Also, if you have 4 POB, did you do a weight and balance check? As you burn fuel, the C0G moves aft but, if you fly a steady approach and arrive at your aiming point, use the Vref speed in the pilots handbook. Otherwise, I like your video.
Thanks for the comment. The iPad works well for me to be honest, I don’t always mount on the yoke, but when it’s on my lap it’s overheated a few times so on hot days it’s mounted. I know I need a smaller one, it’s on my list to Santa! Yes on the w&b check. The main problem was I was aiming for the numbers and got caught out on the amount of displaced runway (as it was my first time landing on this runway) so the glide was stretched (wrongly). I have since corrected and nailed the previous landing. Thank you for watching appreciate it. 👍
@@PrivatePilotFlightVlogs Look, you dont need an electronic gizmo, just a map with lines on it and a PLOG. It works lots better. I have 17000 flying hours and quite a few 1000 teaching GA. You lose your map, you lose the skill. Do you have a back up if your electronic thingy stops working? I know Enstone, Hinto, Turweston and wellesbourne intimately so you are flying in my birth place as a pilot. Lines on a map old chap with a log. amd flight plan
I’ve got a back up on my phone of SkyDemon and a chart to direct to VORS etc, but you are right I have lost the dead reckoning skill I learnt all those years ago. I’m hesitant to loose gps as I accidentally entered some BHX airspace for 60 seconds by 100ft and I was given a pardon by the CAA. I don’t want to be in that situation again! Saying that I will look at dusting off the flight computer and plog, and get current again.
@@PrivatePilotFlightVlogs I practice all of these things regularly for all of the reasons you mentioned. I am a SkyDemon user, have a backup on the phone and GPS in the plane. I have a backup GPS receiver in my flight bag in case the plane's GPS fails. There are regular GPS jamming trials in the UK that could potentially cause SkyDemon to lose its positioning - you should never fully rely on technology. But I also use a paper PLOG on every flight. Practiced dead reckoning with my 9yo son on my last flight with him and turned it into a bit of a game as well, practiced VOR tracking on the flight before that. If you've lost the dead reckoning skills you once had I would suggest adding that to a list of things that you're not comfortable with or have forgotten, hit the text books and grab an instructor. There's no shame in getting some instruction, but currency isn't just limited to making the tin can go up, down, left and right. The CAA advise the use of moving maps now to avoid infringing, but pilots have been flying long before without the technology we have now. You're totally reliant on technology at the moment, and technology can and will fail - SkyDemon might have put out a buggy release, your devices might be out of battery,
Good point! Over the winter I’m going to dust off my plog and computer and get back to the trusty dead reckoning. I haven’t used it since my skills test. I do carry back ups but I should be up to scratch - I totally agree.
Hi Adam love your editing, you must spend a lot of time on these videos. Well done mate. I think it might worth going up with an instructor and doing a quite a few circuits. I have watched your videos for some time and in a lot of them your landings are not great. If you are taking up people from wingly it would be of benefit to make sure you don't constantly land hard. Just my thoughts. Keep up the good work.
Thank you, yes spend quite some time about 20 hours or so. I have got a check ride coming up soon with my CFI (and she watches these videos too) Not all my landings are hard but I’m looking fwd to some brush up. Thanks for the comment appreciate it 👍👍
Can't really tell because of the angle of the video, but does look like a high AoA on the final third of the approach caused by lack of airspeed. Many of those approaches have ended up corrected but come off rubbish, I'd have gone around as unstable approach criteria. Especially in any future full up flights.
@@PrivatePilotFlightVlogs If you recognize the signs in the future, go around. Unless you are confident correcting. Your instructor should help get rid of this problem. Did for me when I flew the PA28. It's a tank!
I've watched a few of your videos and they're candid and interesting ; we all make mistakes as certified pilots and it's good to see those analysed and shared. I do however disagree fundamentally with the concept of these grey-charter wingly flights, especially if you are not commercially certified. You were probably very close to MAUM on this trip - would you have accepted 3 adult pax if they were family or friends and not 'cost sharing' ? (I know I wouldn't... certainly not on a XC into a relatively short runway) It might have been within the envelope of the POH numbers (just) but the impact on performance and handling at the top of the chart is profound, and the POH figures for a 40 year old aircraft should be treated with a massive pinch of salt. I wonder if your pax were properly cognizant of the risk they were taking on this pleasure trip. Sorry to sound harsh... Safe flying.
@@PrivatePilotFlightVlogs Until the first fatal, where the pilot survives and is sued by the dead passengers relatives. The CAA will then won't want to know. Be very careful.
Scan Scan Scan, looks like you’re not keeping an eye on your airspeed. Don’t get white line fever and stop flying the aircraft, fly it all the way down. You were very very slow at 50ft, hence why when you flared your beautiful aircraft turned into a stone.
I was keeping an eye on it, but suddenly it bled off super fast. I was way too low. Had the wrong QFE too. Needed more power in for sure. Thank you for your comment
@@PrivatePilotFlightVlogs One thing I learned so far is, don't focus on your altimeter, when you're close to ground - your eyes will lead you safely down, but speed is the only thing that let you life longer.
@@eruma Great comment. The instructor who prepared me for my first solo 3 years ago verbalised "airspeed, runway, airspeed, runway". They're the only two things you should be looking at on short final and to this day I still very often verbalise that myself. Anything else (other than a fleeting glance at a windsock for wind verification) is a distraction and in my opinion if you need to look at more it means you're probably not on a stabilised approach, which for me is a go-around.
@@justbob588 True words, I'm on the gliding side of flight, we don't have the opportunity to go-around so every landing has to be on point. If you're to low, look for an appropriate field, if you're to slow, only luck will help you out. It's always easier to reduce height than to increase speed or your flight level. Or in short words: use the energy that's in the plane, you hardly get any new.
you should always land with a little power on and then pull throttle back at touchdown. Also it looks like the nose wheel is under inflated and maybe the mains are also. Check them all out
Thank you for watching please leave a comment. What would have done differently in landing?
don't know , haven't got that far yet. not a pilot , just have an interest. what is the premier all about ?
Done myself in the past with a fully loaded PA28. Maybe a slight squeeze of power at roundout just to arrest the rate of decent
Thanks for sharing that appreciate it
Landing was fine! Just needed to keep a bit more power in on the approach, we were taught between 1700-1800RPM to fly the approach at 65kts (full flap) aiming to be over the threshold at 60 but you could add a couple extra knots when heavy! Then if I get the stall warner close but not close enough to the ground I’ll do a power on landing to avoid the drop. Loving your videos, they’re great for someone like me who’s not hugely familiar with UK GA R/T procedures so keep up the awesome work 😊
Kieran Mellor thank you appreciate your time watching and commenting. 👍👍
1) this aircraft is very clearly overloaded. That's why even though you were fine for speed you stalled early and nearly broke the gear. I hope you informed maintenance and filled in the techlog regarding that landing after the flight.
2) your overhead join was horrifically narrow and your turns are almost certainly above 15-20 degrees on the base to final.
3) your iPad obscures half your instrument panel and you can clearly see your DI has wandered miles out. Don't rely on skydemon and at least keep your instruments calibrated.
So refreshing to see you post videos like this. I feel a lot of the TH-cam channels would cut out or simply not upload a flight if something like this happened. A bad landing happens to us all. I once did the triple jump landing into Shoreham years ago... Narrow runway complete through off my depth perception.
Safe flying Adam.
Great video as always Adam. I know you’ve taken a bit of flak for this one but standing up and owning things like this makes you a better person than the majority of keyboard warriors who wouldn’t dare to show their firmer landings in a public arena! Your videos have been a great inspiration to me as I started flying again this year - keep up the awesome work! -Noel
Thank you Noel I really appreciate that. I have taken some flak and even had to delete someone from Instagram! (Never needed to do that before!) great to see you are flying again, I would love to share a trip with you. Thanks again. 👍👍
It’s great how you show your mistakes not only can you learn from there we also can too. We all have a down days don’t let it get you down. Respect bro for sharing 🔥
🙏🙏🙏 so kind thank you
Love your attitude to learn. I saw your stall warning light come on a bit early. You had a good pitch angle initially but pitched a bit high near the transition with no energy left in the wings.. As others have mentioned, reverse command comes into play once on final all the way to landing. Pitch for airspeed and power for altitude. I would say do not be afraid to add a bit of power to arrest your descent as you transition. With Piper and Cessna trainers, it seems we are told to pull out power (flight idle) when the runway is made but I find a better way to do energy management is to pitch for the appropriate airspeed. Typically I do not like to be more than 60 KIAS over the threshold and instead of thinking flare, I think arrest descent with a bit of pitch up to bleed off a bit more of that airspeed as I transition to flare and have my hand on throttle to add a touch of power to "slow fly" down runway to the touchdown. Hope that helps! Great video!
Thank you so much for your comment and great advice.
I love watching these videos and seeing
Pilots willing to learn and improve. One thing I always tell my students, publicly admit your mistakes then you have no choice but to own it and learn from it.
The one piece of advice it would give you it remember the basics, pitch for airspeed and power for altitude. If your airspeed is accurate add a touch of power to soften a harder landing. As for landing short, maybe an occasional circuit practice session for short field landings would improve your visual on approach and allow you to hit the touch down point more consistently.
Great vid, thanks for posting!
Thank you so much, really appreciate the advice. Yes looking back I took too much power off and the airspeed bled away super fast. Also I had the wrong QFE too. This was my first time landing at Enstone on 08 too, thankfully my second landing last week was much improved!
I think it’s wonderful that you can show others that everyone has their off days and make mistakes. As a student pilot, it was helpful for me to acknowledge my mistakes and look for ways to improve and learn from it. Great video!
Thank you, that means a lot! 🙏
We all have hard landings from time to time. It won't be you last hard landing, or mine. It happens. You didnt break the plane and you learned something and hopefully the rest of us did as well. Thanks for sharing.
Thanks Brian, appreciate your comment. Take care 👍👍
Thank you for sharing! Sorry if I missed it, but did you use flap 25 or 40 for the landing?
Flap 25 👍
@@PrivatePilotFlightVlogs Suppose that didn't help much either. Who am I to judge though, every landing on the PA28 that I've done so far has been a controlled crash
No I was too slow and flat! Oh dear that doesn’t sound good 🤪
Great video. Beautiful views. I am Not a pilot but have a great interest and work with many airline pilots. Humility and a desire to learn/improve is something they all share. It is great you are open to feedback from strangers. Good luck on all your future flights and I will be watching. Kevin.
Thank you for your kind words Kevin, much appreciated, means a lot.
Hi Adam, it's been a couple of decades since I was instructing, so my advice doesn't replace anything that you learn in your flight reviews. My first thought was when you practice you probably do it with a lightly loaded aeroplane. In this video you are probably hovering around max-weight. That will make a difference to your flare so be ready for it. More weight, more induced drag, speed will drop off more quickly as you flare. You can compensate in various ways, start the flare lower, take the power off more slowly etc. The other thing is if you drop the aeroplane onto the runway you are obviously holding the aeroplane off a little higher than you should. So my question is where were you looking? I have noticed that when pilots get a bit rusty they often tend to revert to looking just over the nose at the runway close up. My hunch is that they do this because they are anxious about where the ground is. But when they do that they are not looking at the attitude of the aeroplane. Hence instructors often advise looking at the horizon or towards the end of the runway during the hold off. The reason that is important is by looking further out you will see the attitude of the aeroplane better so as to control the path the aeroplane takes as you hold off, but looking a long way out doesn't provide good cues for perception of the height, you miss all the texture cues that tell you how high you are which are close in. So it's useful to look at both, either back and forth or in between. If you can become better aware of where you are getting your cues for attitude and height you will home in on what works best for you. I have to say I look at the videos that pilots are producing nowadays with envy, if only that technology was available when I was flying and instructing. Keep up the good work.
Thank you so much for your comment. In honesty it was the first time landing on that runway. I was aiming for the numbers which was a mistake really. You can’t see the end of the runway at that point as there is a incline on the first part of the runway. I’ve since landed back here and corrected my landing point and power/speed and everything worked out perfectly.
@@PrivatePilotFlightVlogs Good that you improved your subsequent landings at that runway. I'm not saying you should literally look at the end of the runway, My recollection of what I used to do is I would look somewhere around 1/3 to 3/4 of the way down a 1500m runway. However, where pilots look is subconscious and varies with conditions. The verbal instructions are just a guide and, importantly, to avoid fixating on the runway just past the propeller. I watched your video again and it's hard to see the airspeed clearly. It looks like you were around 60kts when you touched down. That's consistent with the stall light going off around that time--that means you still had a way to go to the stall. But that does put you on the back-side of the drag curve so as you were getting slower the drag was increasing which would slow you down further and increase the angle of descent if left unchecked. It still looks to me like you started the flare a little high (or reduced your speed to early) and so there was very little float when you were near the ground so there was very little opportunity to hold off and you let it drop onto the ground. The video is a great training tool, but without the seat of the pants sensations it's difficult to make a conclusive assessment. All this is not critical of what you did, I've seen lot of landings like that. The video is an extremely useful tool for getting the self-talk sorted out about how aeroplanes behave and your own performance. Keep at it.
George Galanis thank you I really appreciate your kind words of encouragement. Defiantly taking on board what you are suggestion. I have a check ride coming up to iron out some bad habits.
@@GeorgeGalanis1010 great bit of advice regarding looking down the runway. I came into flying after years of flying parachutes (skydiving), i had 3000 jumps and my muscle memory and judging of my flare point was, and still is, to look 11 0 clock and down at a 45deg angle. Trying to break that habit when landing a plane is a constant struggle until an instructor got me (forced me) to keep looking straight down the runway, finally i got the sight picture they'd been talking about! Keeping the end of the engine bay just below the horizon/end of the runway gave me the starting point to better landings.
@@voodoo148 Sight picture is a good way to describe it. During the hold-off (after the flare) you need to perceive height and attitude simultaneously. Your anecdote reminds me of a 70yo who commenced flight training with the Air Force just as WWII ended. His training was terminated and he never soloed. 5 decades later after he retired from another career he came back to flying with the goal of at least going solo. He was referred to me for remedial training to see why he was having trouble with his landings. On the first couple of landings I noticed he was looking just over the nose. So back to the briefing room we went to practice there before going back out to the aeroplane. When I told him he was looking just over the nose during the hold-off he said "that's what my flight instructor said back in 1945". We did fix the problem and I did send him solo. Old muscle memory habits can last 50 years!
Another great vid - thanks Adam.
Thank you 👍
Hi Adam nice landing mate!!! Nice video always and good job😄😄😄
Thanks for watching 👍
We all got the good ones and the bad ones. Nice scenery and greetings from North Carolina, USA.
Thank you much appreciated lovely to hear from you. 👍👍
Just a quick observation you might be able to answer... I noted that (I think) a video camera was attached in close proximity to the compass. If that is the case, is there any noticeable deflection?
Hi Adam, this is the first video of yours I have seen. Thanks for taking the time to record your flight. It's always interesting to see how other GA pilots fly in the same airspace as I usually fly in. I'm based at Shoreham and often fly to the IOW, and have been to Duxford, so much the same as you're doing I suspect. Don't worry too much about the landing, I'm sure you've made much better landings, and everyone has a bad one from time-to-time. From what I can see the approach was fine although perhaps marginally flatter than it should have been. The huge runway displacement is very offputting, I think I may have also been caught out landing here for the first time as it's fairly unusual. As for correcting it, I'm sure you already know, but I probably would have realised I was too low and slow and put some power on and lowered the nose slightly to maintain speed and slow the descent - and then once back on profile reduce the power again. Easy to say when watching a video of course. Fly safe!
Hey Martyn thank you for taking time to write a comment. I love Shoreham, only had one quick visit but need to go back soon. Yes overall flight was OK but on finals I was super flat (as a pancake) and I attempted to stretch it (subconsciously) which was not the right thing to have done for sure. Appreciate your message and see you around. Cheers, take care too!
At 15:24 it looks like you are coming in too short/low and raised the nose to "stretch" your way to the runway - avoid the temptation, keep your nose down! If you are too low, add power - don't just raise the nose. At 15:31 you should be at the displaced threshold arrows for the height you have (unless you have a ton of excess airspeed and expect an über float).
A lot of it is optical illusion I imagine - it's probably hard to pick an aiming point so far down the "runway" and stick to it. I have the same issue when I'm deliberately trying to land long (for power-off practice) - very often target fixation has me aiming for the numbers. Must be a pain trying to aim for that tiny strip within the larger tarmac area!
Thanks for sharing!
Thank you for the commentRussell. It was my first time landing on 08 and i was caught out with how much displaced runway there was, and you are probably right I was subconsciously stretching it out. It didn't help I had the wrong QFE in too I need to stop aiming for the numbers.
@@Vespertineflyer You need to adjust power to keep your aiming point in the right place. Adjusting only pitch will adversely affect airspeed. In this case, the aiming point moved up, and the pitch followed it, leading to a loss of airspeed earlier than the normal flare height.
We'd need to see more to know if a go around was warranted. In the last few seconds, yes, definitely - obviously about to land before the runway, full power off we go. In the last 30 seconds, nothing wrong with adding power to get back on your intended glide slope.
The fact that it's a huge disused runway also means a bit of power and a long float is an option, to avoid landing short, but again that's down to the PIC what they are comfortable with in the given situation.
Class vid as usual m8 fairplay
Thank you 👍
@@PrivatePilotFlightVlogs nb m8
Watched this morning Adam. Very impressed with over 3000 views in under 12 hours! Looked like nice conditions to fly back in and to film in. Review process with all our videos is always interesting 😎👍
It caused quite a stir, shame most people skipped to the end! 🤪
@@PrivatePilotFlightVlogs- I know what you mean! :(
I’ve had to block some people on Instagram, first time!
Thanks for sharing! You made it home safe and the airplane is flyable. You aren't doing too bad. Maybe add just a wee bit of power at the end there to arrest your descent.
Thanks Matt, really appreciate that, walked away, but learnt already. Absolutely more power needed.
good video as always :) I would just look to add a little power in , but every flight is different 😀
Thank you - 💯 more power
Don't fret! Any landing you can walk away from....and all that! You'll be better for it! :-) (10.000 hrs.)
Impressive! Thank you appreciate that. The Facebook groups wouldn’t agree 🤪
@@PrivatePilotFlightVlogs Bunch of now-it-all! :-) The best way to learn right is to do one wrong! As an instructor and manager flight standards (now ret.), I could see my friend in the right seat was heading for a "wrong". I let them (within bounds), and voila they never did it again and as an added bonus they learned their own limits as well as the aircraft and environment limits.
That’s great way of learning! Thank you for sharing that. I hope you are enjoying your retirement.
I think it’s a simple case of low airspeed considering the number of folks on board. I say that, I couldn’t clearly see the airspeed indicator on my phone. What were you at?
About 60 knots towards the threshold but I was too flat and too slow, plus I was aiming for the wrong point.
@@PrivatePilotFlightVlogs in our club and flying school we fly our PA-28s 70 kts on final, aiming to drop that down to 65 kts over the threshold. I was told to cut power over the threshold, which will feel almost like you need to dive down into the ground effect area to maintain that speed until the flare and then holding the a/c off the ground while bleeding the excess speed.
This is the first video of yours that I have seen. I have made the same mistake a few times in the Cessna 172 but like you said, you're always learning. No two flights are ever exactly the same but I have learned from my mistakes. During my training, the instructors always said a good stable approach leads to a good stable landing. I can't see much wrong during your approach in the video besides a slight overshoot of centreline turning onto final but who doesn't do that. Might just be the camera angle too?? I have never flown the Piper so not sure of it's characteristics during the flare. Normally on long final to short final, I try to keep the numbers in the same spot on the windshield, 70kts, 1500rpm (C172) and use power for attitude, pitch for speed as I need it. As I cross over the threshold, usually at about 65-70kts, I set my focus on the opposite end of the runway and try to judge from there, power to idle and just hold it off until the speed bleeds off and the main gear touches down. It doesn't always go as planned though. I have had the stall warning go off a few times during flare, usually as a result of balooning but I normally level off, add a bit of power and then start the flare again. I'm not sure about vref speeds for the Piper, your short final speed looked good but the speed did seem to drop pretty quickly before you had a chance to get into a comfortable flare, resulting in the premature touchdown. I'm no expert by the way, just a PPL holder. In my experience, I just usually keep the speed at 65-70kts right up to the flare with flaps at 20 degrees, then cut the power over the threshold/numbers, glide it to a few feet above the runway at the same speed (usually just above 65kts C172 to prevent a stall), then enter the round out, flare, and hold off and let the speed reduce during the flare/hold off. It might float a bit but the wheels will eventually touch down nice and easy. It also depends on the length of runway you have to play with too right? Hopefully I'll be flying tomorrow and I'll see if I can practice what I preach lol! I enjoyed the video, entertaining and educational for me as a private pilot so thanks. I'll be checking out other videos you have and any new ones you post too. Safe flying and stay safe. All the best.
Thank you for watching and the great comment. You are totally right. I did over shoot turning final, and I was too low coming in, flat as a pancake. It was the first time I’ve landing on this runway and the amount of displaced runway took me for surprise. As a few people have pointed out I stretched the approach in to get me to the numbers, but undershoot. I learnt a huge amount from this and since nailed a landing in the similar conditions. Hope you have fun tomorrow! Take care!
Any landing that does not require emergency services is a good landing;
If you can walk away that is even better;
👍👍 lets I hope I don’t need emergency services! 🙏
@@PrivatePilotFlightVlogs
For my own benefit:
Thank you for noting my reply;
In early efforts to fly I had cranked a J-3 right on to the deck on Solo → I am a mechanic so I can see by the way you handle the equipment you are doing this for fun ▬ my experience of a decade of you tube result's in do not engage argumentized comments with counter-efforts > just delete and ignore if not wanted then as I found in the handy-manual that Commercial IFR avoids use of at-the-edge of what the airframe will do my posting is now focused on "over 12,500 TO weight" for enjoyment since I will not be able to afford training
Decades in heavy-construction result in learning that heavy equipment is actually easier to operate after getting used to the size ▬ unloading career pilot's due to situation may actually result in new-hires later → this is enjoyable for many people though I loathe the simulators which do not provide awareness of control feedback
Thanks for the advice I appreciate it.
It’s certainly raised some blood pressures!
pin that airpseed over the threshold to published Vat, otherwise good work
Nice vid, Adam! 👍🏻 I really like the format of the begin of your latest videos; nice and to the point and inviting to watch the rest! 👌🏻 Something else; did you ever noticed a vibration in your rudder pedals, when exceeding a certain speed? I see your nose wheel spinning constantly, due to the air rushing by at the bottom of the tyre and the upper half nicely tucked away in the fairing. I had vibration with my plane at 90+ kts speeds and couldn't figure it out what it was. Now a small 0.5" by 2" piece of flat rubber is rubbing just gently at the face of the nose wheel tyre, so it stops spinning mid air. And guess what: the vibration is gone! 😎 And about your landing, my two cents: everyone makes mistakes, myself included. Not one landing is identical to the next. The most import thing is that you and your PAX walk away safely, after that the plane is re-usable and least importantly the landing is a greaser or not. And it's a very hard learning point, right? Whatever you did there, you won't do again? Keep flying and producing videos, you got this! 💪🏻
Thanks Jolmner appreciate the message. I normally notice after takeoff but tap the brakes and it stops...but the nose wheel was spinning the whole flight looking back! Vibration is worse at a certain speed. I’ll have to speak to the ops team about your suggestion. I remember seeing that in your video though. Thankfully watching the landing about 100 times has drilled it in my head what I did wrong and on my last flight was a lot better. Reviewing footage of mistakes does help me thankfully!
@@PrivatePilotFlightVlogs Yes, it's good to stay honest and humble and to learn on every flight 👍🏻
💯 that’s my aim. Have a good weekend
@@PrivatePilotFlightVlogs Thanks, you too!
Cracking video as always - really interesting.
A few questions from the uninitiated; despite landing short, why the hard landing/stall, was it a power management and attitude issue or other?
When flying over the sea, I take it that life jackets weren't required for that short crossing?
And, finally, what is the protocol with Covid etc and passengers/flights? I see that one passenger had a mask/face covering, the rest of you didn't. Why is that. I've seen driving instructors and students wearing masks and understood that flying GA aircraft was similar?
Many thanks.
Thank you for watching appreciate your comment.
I was flying too low and too slow which caused the problem.
Life jackets should be warn crossing a large stretch of water like the English Channel, but we tend not to use them for the Solent as it’s a short stretch.
Covid wise yes we all should be wearing masks however mine was making my glasses steam up, and the other guys decided not to wear theirs on the way back. I’ve since worn mine which isn’t pleasant to be honest but needs must!
Hope thay helps!
One comment regarding your R/T. On initial call, it's helpful for the Controller if you include your request so that they know what you're after and (if necessary) can start completing the appropriate flight strip.
e.g. Brize Zone, G-ABCD request Zone Transit
Yes absolutely.
I’ve picked up a bad habit there.
On my next flight I do change that and attempt to say squak conspicuity!
@@PrivatePilotFlightVlogs Another thing I noticed is that the type of service is a required readback item. So when (for example) Brize say "Entering Controlled airspace, Radar Control Service, maintain VMC" your response should include the 'Radar Control Service' part as well. Safe flying!
Thanks for picking that up. Appreciate the message. Cheers 👍
Just a couple of seconds of extra throttle on final would of seen you out. Apart from that, good job
Thank you and you are right
Check the air pressure on your front tire.
My back hurts from across the big blue pond... ouch 🤕
It wasn’t as bad as it looked / sounded! 🙈
Paragliders do not jump out of aeroplanes! There either hill or winch launch and thermal soar, un like paramotors that self launch with an engine. Parachuting is the Mad sport of jumping out of a servicable aeroplane and making a bet with the ground and hoping you win (I did it a few times in the services but then it was easier than working).
You are braver than me! Was that work or pleasure?
@@PrivatePilotFlightVlogs Work.
Awesome!
Please spend some time with an instructor, it’s far more beneficial than asking for comments from TH-cam viewers.
Thanks for that. I am due a hour, but making this video has really helped correct a few cock ups!
@@PrivatePilotFlightVlogs Hi Adam. Interesting video but having watched this one and your others I think you really do need to stop flying paying passengers and focus on your basic skills, you seem to be making a catalogue of basic fundamental mistakes that I'm sure a couple of hours with an instructor could help iron out. As it stands you have left a great deal of evidence for all to see if anything awful happens and i'm afraid it doesn't give the impression that you are either a safe or competent pilot. Sorry to be brutal but I'm just giving you my impression. I don't know how many hours you have and I don't know if Wingly has a test/minimum criteria but if I was working for Wingly and saw these video's I wouldn't be comfortable. Good luck going forward.
Thanks for your comment. Appreciate you have watched a few of my videos. You have probably only watched the videos that have big views, which sadly show some some mistakes. Wingly do watch my videos. The min requirement is 100hrs P1. I have 250hrs approx. Not all my flights are shown on my channel. FYI I have a check ride next week to do just that. Thanks for asking time to comment. 👍
@@PrivatePilotFlightVlogs It follows that those vids had the highest number of views as with those titles it proves clickbait works. The difficulty I have is that whilst I am all in favour of using videos for genuine learning and debriefing if that is your thing but if you are honest that isn't your video's primary purpose. I'm no Chuck Yeager but if I made one landing like the one in the video where I didn't actually land on the runway and stalled in or if I came within a whisker of over shooting a runway I wouldn't begin to consider flying paying passengers who probably don't have the knowledge to appreciate or quantify the risks you are exposing them to. I do appreciate flying is expensive and Wingly helps but in my humble opinion I think you should stop flying punters and go back and relearn your basic flying skills and focus on those for the time being rather than growing a youtube channel based on near misses. Best of luck
Thank you for your concern buddy. 👍
A little bit more of power at the last 3-5ft should be great 😉
🙈 would have been great. Next time!
PA28-140 with 4 people?
180 Dave
They don't look heavy Dave and we don't know how much fuel.
All within limits 👍
Paragliding ≠ parachuting. Paragliding is flying a glider with an inflatable wing!
Yeah i think he got that mixed up!
The first thing to do is get rid of that bloody great tablet off the control yoke and navigate properly. The tablet impedes your ability to control the aircraft. Also, if you have 4 POB, did you do a weight and balance check? As you burn fuel, the C0G moves aft but, if you fly a steady approach and arrive at your aiming point, use the Vref speed in the pilots handbook. Otherwise, I like your video.
Thanks for the comment. The iPad works well for me to be honest, I don’t always mount on the yoke, but when it’s on my lap it’s overheated a few times so on hot days it’s mounted. I know I need a smaller one, it’s on my list to Santa! Yes on the w&b check. The main problem was I was aiming for the numbers and got caught out on the amount of displaced runway (as it was my first time landing on this runway) so the glide was stretched (wrongly). I have since corrected and nailed the previous landing. Thank you for watching appreciate it. 👍
@@PrivatePilotFlightVlogs Look, you dont need an electronic gizmo, just a map with lines on it and a PLOG. It works lots better. I have 17000 flying hours and quite a few 1000 teaching GA. You lose your map, you lose the skill. Do you have a back up if your electronic thingy stops working? I know Enstone, Hinto, Turweston and wellesbourne intimately so you are flying in my birth place as a pilot. Lines on a map old chap with a log. amd flight plan
I’ve got a back up on my phone of SkyDemon and a chart to direct to VORS etc, but you are right I have lost the dead reckoning skill I learnt all those years ago. I’m hesitant to loose gps as I accidentally entered some BHX airspace for 60 seconds by 100ft and I was given a pardon by the CAA. I don’t want to be in that situation again! Saying that I will look at dusting off the flight computer and plog, and get current again.
@@PrivatePilotFlightVlogs I practice all of these things regularly for all of the reasons you mentioned. I am a SkyDemon user, have a backup on the phone and GPS in the plane. I have a backup GPS receiver in my flight bag in case the plane's GPS fails. There are regular GPS jamming trials in the UK that could potentially cause SkyDemon to lose its positioning - you should never fully rely on technology. But I also use a paper PLOG on every flight. Practiced dead reckoning with my 9yo son on my last flight with him and turned it into a bit of a game as well, practiced VOR tracking on the flight before that.
If you've lost the dead reckoning skills you once had I would suggest adding that to a list of things that you're not comfortable with or have forgotten, hit the text books and grab an instructor. There's no shame in getting some instruction, but currency isn't just limited to making the tin can go up, down, left and right. The CAA advise the use of moving maps now to avoid infringing, but pilots have been flying long before without the technology we have now. You're totally reliant on technology at the moment, and technology can and will fail - SkyDemon might have put out a buggy release, your devices might be out of battery,
Good point! Over the winter I’m going to dust off my plog and computer and get back to the trusty dead reckoning. I haven’t used it since my skills test. I do carry back ups but I should be up to scratch - I totally agree.
Hi Adam love your editing, you must spend a lot of time on these videos. Well done mate. I think it might worth going up with an instructor and doing a quite a few circuits. I have watched your videos for some time and in a lot of them your landings are not great. If you are taking up people from wingly it would be of benefit to make sure you don't constantly land hard. Just my thoughts. Keep up the good work.
Thank you, yes spend quite some time about 20 hours or so. I have got a check ride coming up soon with my CFI (and she watches these videos too) Not all my landings are hard but I’m looking fwd to some brush up. Thanks for the comment appreciate it 👍👍
Can't really tell because of the angle of the video, but does look like a high AoA on the final third of the approach caused by lack of airspeed. Many of those approaches have ended up corrected but come off rubbish, I'd have gone around as unstable approach criteria. Especially in any future full up flights.
It looked good at first, but airspeed bled off super fast and before I knew it I was down. Point taken though. Thanks for the comment
@@PrivatePilotFlightVlogs If you recognize the signs in the future, go around. Unless you are confident correcting. Your instructor should help get rid of this problem. Did for me when I flew the PA28. It's a tank!
If it had happened earlier I would like to think my reaction would have been to go around. I am due a hour brush up though tbf.
I've watched a few of your videos and they're candid and interesting ; we all make mistakes as certified pilots and it's good to see those analysed and shared. I do however disagree fundamentally with the concept of these grey-charter wingly flights, especially if you are not commercially certified. You were probably very close to MAUM on this trip - would you have accepted 3 adult pax if they were family or friends and not 'cost sharing' ? (I know I wouldn't... certainly not on a XC into a relatively short runway) It might have been within the envelope of the POH numbers (just) but the impact on performance and handling at the top of the chart is profound, and the POH figures for a 40 year old aircraft should be treated with a massive pinch of salt. I wonder if your pax were properly cognizant of the risk they were taking on this pleasure trip. Sorry to sound harsh... Safe flying.
Wingly....hum. Wait for the first fatal and the shit hit the fan.
There are other flight sharing platforms available. Flight sharing approved by the CAA.
@@PrivatePilotFlightVlogs Until the first fatal, where the pilot survives and is sued by the dead passengers relatives. The CAA will then won't want to know. Be very careful.
fly bobbie appreciate your advice
Catrapo !!!
Scan Scan Scan, looks like you’re not keeping an eye on your airspeed. Don’t get white line fever and stop flying the aircraft, fly it all the way down. You were very very slow at 50ft, hence why when you flared your beautiful aircraft turned into a stone.
I was keeping an eye on it, but suddenly it bled off super fast. I was way too low. Had the wrong QFE too. Needed more power in for sure. Thank you for your comment
@@PrivatePilotFlightVlogs One thing I learned so far is, don't focus on your altimeter, when you're close to ground - your eyes will lead you safely down, but speed is the only thing that let you life longer.
Great advice 👍
@@eruma Great comment. The instructor who prepared me for my first solo 3 years ago verbalised "airspeed, runway, airspeed, runway". They're the only two things you should be looking at on short final and to this day I still very often verbalise that myself. Anything else (other than a fleeting glance at a windsock for wind verification) is a distraction and in my opinion if you need to look at more it means you're probably not on a stabilised approach, which for me is a go-around.
@@justbob588 True words, I'm on the gliding side of flight, we don't have the opportunity to go-around so every landing has to be on point.
If you're to low, look for an appropriate field, if you're to slow, only luck will help you out.
It's always easier to reduce height than to increase speed or your flight level. Or in short words: use the energy that's in the plane, you hardly get any new.
you should always land with a little power on and then pull throttle back at touchdown. Also it looks like the nose wheel is under inflated and maybe the mains are also. Check them all out
you went way to slow.
Absolutely
Too many ads. Had to stop watching.
Sorry to hear that, out of interest how many were there before you stopped?