My first cfi never taught me to look down the runway and never learned from him. Spent weeks trying. When I got my next cfi I told him I can't land the bird. So we go fly. My 1st attempt with him he asked where was I looking. I said point of touchdown. He said look at the end of the runway. I squeaked them the next attempt. Yes. You are absolutely correct.
I had 22 years of driving experience before I started learning to drive a bus and brake smoothly. My first two weeks with one instructor were very unsuccessful, my braking were too harsh, I did really struggle. Then I started learning with another instructor and I did figured it out on the first day. It’s very important who’s your instructor
U can’t blame ur instructor on everything. If you read the manuals and see everything about landing that you can before your lesson you’ll know that crucial information. Mabye he assumed u did your studying and alr knew that
For me, it starts with being on stabilized approach. Before that, have an aiming point about 150-200ft behind the target touchdown, and pull power to remain stable and on the centerline with rudder/aileron corrections for any crosswind component, and begin the eye's transition to the end of the runway when the spinner passes the aim point, then rollout and transition to... as my last instructor said, "... you're trying to NOT allow the airplane to land" by gradually increasing the angle of attack just to within stall speed, depending on your configuration. Thanks for verifying what I've learned with these tips!
@tyethescrybe3807 Are you doing this in the same model airplane on the same or nearly same length runway? That's not good. If you get into different models (like one with no spinner in front of you) that perform differently (like different speed and rate of descent which require starting the flare earlier or later) and you land on a runway of very different length (like thousands of feet longer which drastically changes your point of reference), your control for a safe flare and landing is going to be really questionable. I.e. you seem to be using a technique that's very limited - pilots need techniques that result in consistency no matter what model airplane and no matter what type and length of runway.
@@warren5699 Good point... I'm only flying airplanes with spinners and trying to get my PPL so I can move on to other types. Other types, I would not know.
@@mchanterelle it’s an instrument that tells your height above ground in feet, like 50 (above threshold), 40, 30 (here you would start flaring big jet), 20, 10 (at ten is a good height to start rounding out a small trainer plane).
i think it's important to teach a student to use power on landings, especially while learning to land. this gives him a technique to choose when he wants to touch down. if you don't allow him to use power for the touchdown he must try to land the plane at some random point on the runway when the aircraft runs out of airspeed. it is much better if you choose the landing point by using the throttle and now you have a chance to get the airplane under control before touchdown. intitially just teach them to fly the runway over the runway in ground effect using ailerons to hold the centerline, rudder to counteract aileron input and pitch and power to hold it in a level attitude in ground effect just above the runway. i learned this technique while doing hundreds of tailwheel endorsements along with thousands of hours over and on the pavement. only way they will ever be confident enough to bring a tailwheel or nosewheel to the ground in challenging xwinds.
I fly a few different aircraft, and I use the "feel" of entering ground effect to control my flare. This is much more consistent between different airplanes than the sight picture, whether it's a high-wing or a low-wing.
Great tips. Thank you for sharing! There are so many ways to approach the landing process. When I was a teenager back in the mid 1960’s, I got my introduction to flight training in a Globe Swift from my father - a military trained WWII P-40 and P-47 fighter pilot, and later a flight instructor for the Army. He taught landings much differently than how they are taught today. My father treated every landing as a precision, power-off, flight maneuver. He would allow me to use power ONLY if I misjudged the glide so badly that I could not reach the runway. The use of power was, by his method, a sign of poor technique. I recognize that flight instruction has changed over the past 60 years, but there is still merit in manner that flying was taught back in the golden age of aviation. To this day I still land using tight patterns and no power except when necessary.
Regarding Tip #2. I know most of you won't like this but I find that looking at the Horizon does not help me judge my sink rate as some of you folk claim. I've mastered another technique (rightly or wrongly) which is to look just to the left of the nose about 10m ahead. It has worked for me since flying the the PA28 24 years ago all the way through to to the A320, B787 and B747. Hasn't failed me once.
Excellent information thankyou! An area I've struggled with is too much airspeed on final. This flying error can be easily overlooked when in a small aircraft and on a long runway. My instructor taught me the three 'A's on final approaches. Aim, Aspect and Airspeed. If one or more are wrong, the approach is deemed un-stabilized.
Not sure how'd you teach landings without talking about these items. Good tips! To help with the sight picture for the roundout, while you are on the runway for takeoff, take a mental image of what's you see when you are wheels on the ground. Use that to help visualize when to roundout. Another random thing I would add, if you need a booster seat it will help. Now it all will depend on your height, the type of aircraft..ect. Over time I found out that students who struggled with landings, if they couldn't see over the instrument panel, their landings were not great. On the booster seat they could see over and have better vision when it came to round out and flare.
I'm not convinced these are items not being taught. For one thing these are spelled out in most syllabi and in chapter 9 of the Airplane Flying Handbook. Every CFI at the school I work at teaches these. Maybe it's just an issue at her school....or it's click bait.
Hardly anyone mentions using proper speeds and trimming for speed. When a pilot masters the skill of stabilized flight in regards to pitch and power, the rest becomes much easier. Common error is excessive speed resulting in a flat attitude at touch down. Tailwheel flying can help in developing good techniques.
The final approach speed is critical too, usually, around 1.3xVs this way during the roundout the plane is behind the power curve where the induced drag will become greater in dissipating the speed even more....preventing the floating effect. Other than that, right on. 👍
This is great! It is indeed a common oversight for instructors in any field, to mention what to them is obvious. Forgetting that newbe's were not born with that knowledge.
I had a really hard time with the round out timing and my instructor tried a few ways to teach me but what finally clicked was don’t round out until the numbers (my aim point) disappear. Then it got immediately better.
Hardest part of landing for me was the braking part... seriously, all else was easy peasy. Having to modulate braking between left and right feet after decades if single foot braking on cars was tough... Taking off and landing on a C150 was a piece of cake.
I always think I'm higher than I am on my round out. Then I "flare" to high, balloon etc 🤦♂️Plus I think I'm always going to run out of runway and get anxious to either force the landing or abort.
@@noctislucis5481 ummm just constant practice. Talk to your cfi and he'll let you know what your sight picture should look like. Trust in your master young padawan lol. My landings are much better now. I just got my solo endorsement 2 days ago.
@@noctislucis5481 over time you just get used to what the correct round out height should be. Also the groans,grunts and looks from your cfi will get you there quickly. Lol
That's because you are correct. I realize that people can become comfortable with just about anything, but looking at the far end of the runway is not a good idea. That actually causes you to lose most of your reference for what the plane is doing vertically. Even the FAA flying handbook says not to do that. As the nose is coming up in the flare, it's really better to be looking a little left of center and much closer to the plane. It will vary with the speed any plane has while flaring. In smaller, slower planes, you would look closer. In faster planes, you would look farther ahead, but still never at the end of the runway. I never actually bothered to somehow measure how far down the runway I was looking, but in a small plane it's going to be probably less than a hundred feet. This gives excellent ability to judge height under all conditions. Many times, such as in poor weather or even just at night, you can't see the end of the runway. Then what do you do? By looking closer, you will never have this problem. On the other side of the coin, you also can't look too close because then vertical movement is way too exaggerated and will mess you up. That's not usually a problem though, because practically everybody will feel uncomfortable looking too close and will automatically adjust farther down the runway. In any case, looking at the far end of the runway is something a lot of people do and so it obviously can work, but it really is an imprecise method and is not practical under all conditions.
@@johnschmidt8440 Agree 100%. As the FAA Handbook says, "The pilot should focus direct central vision at a shallow downward angle from 10° to 15° relative to the runway as the round out/flare is initiated. When using this steady viewing angle, the point of visual interception with the runway appears progressively closer as the airplane loses altitude. This rate of closure is an important visual cue in assessing the rate of altitude loss." It works in all aircraft in all conditions and is actually the same thing one does in a car - looking out at a slightly downward angle.
@@warren5699 You couldn't be more right, and thank you for that quote from the FAA flying handbook. It does a good job of describing where to look. As I said earlier, I was totally floored when I heard that some people try looking at the end of the runway. I guess you can get used to it, but I believe it's really imprecise and I wouldn't even think of trying such a thing. I would instantly fly right into the ground!
Three things commonly missed by new instructors? This appears to contradict what's in the FAA Airplane Flying Handbook. Roundout (flare). A pitch-up during landing approach to reduce rate of descent and forward speed prior to touchdown. Floating. A condition when landing where the airplane does not settle to the runway due to excessive airspeed. I.e. roundout and flare are the same thing. Holding the airplane off the runway to bleed off excessive speed is the float, not the flare. Look all the way down the runway? Here's what the FAA Handbook says. "The pilot should focus direct central vision at a shallow downward angle from 10° to 15° relative to the runway as the round out/flare is initiated." "If the pilot focuses too far ahead, accuracy in judging the closeness of the ground is lost and the consequent reaction is too slow, since there does not appear to be a necessity for action." Plus what is a pilot going to do at night looking past the landing light? Or an instrument pilot landing in 1800' RVR? There's nothing to see focusing to the end of the runway. When to round out? - per the FAA Handbook "The round out is executed at a rate such that the proper landing attitude and the proper touchdown airspeed are attained simultaneously just as the wheels contact the landing surface." I don't think you want to rely on a single technique that may apply to one airplane or a suggestion of a single instructor for a single airplane. The FAA's explanation is universal and can be applied to all aircraft for all roundouts. See Chapter 9 and Glossary in the FAA Airplane Flying Handbook.
Yay, someone talking some sense at last. I found the explanation in the video to be a bit lacking, essentially confusing the terms used. Referring to the FAA Airplane Flying Handbook surely is the first step for any flight instructor especially one that is going to go on TH-cam to tell all about the (non)secrets of how to land an airplane.
Well thank you both for your interest in comments however that's all they are. As a new student with a great CFI whom I admire very much, I must add that I totally agree with young lady in the video 100%. You guys obviously have a great deal of experience and you have forgotten the aspect of not knowing what you don't know according to you guys you could read the FAA FAR's go jump in a plane and fly it and land perfectly, I think you should acknowledge that these are not written to teach you to fly but rather to enforce regulations and safety procedures, please consider the aspect of the new student as I'm sure you all have heard is like drinking from a fire hose and in your head you know round out, flair and when they need to occur what the young lady is explaining is the exact thing that a perspective CFI may assume that their students remember or are knowledgeable of. This is a great video and I think you too should acknowledge that.😂
Overall this is explanation is fine. It's meant for student pilots. If this is done correctly the transition from round out to flare is smooth. "... you have forgotten the aspect of not knowing what you don't know." Be careful grasshopper, they are not referring to the FARs but the Airplane Flying Handbook, which indeed is written to teach one how to fly. Reference, www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook @@erl2nd
@@erl2nd Working closely with your instructor is a great thing. It's a little confusing that you are looking for information from other instructors. I of course don't know what your long-term plans are, but if you plan to fly professionally, I'd suggest you talk with some pilots who have already reached that level. I'm sure a good number of them will tell you that after reaching a professional level, they realized their original training was incorrect and didn't follow FAA standards. They then had to go through an unexpected process of re-learning the correct techniques. Also the Airplane Flying Handbook is written in such a way that it includes step by step instructions on how to fly all of the maneuvers. It helps student pilots just as much as experienced pilots.
This is nice and all but myself and I hope most others have taught our students correctly since day one. Not sure many CFIs are missing these key items... What really helps students land? Time. Practice. Assuming you teach it correctly, some students just need more time than others. I've also noticed some people naturally have worse spatial and depth awareness than others. Doesn't mean they can't do it, just means they need more time to visualize it through practice and repetition. What I think most CFIs really aren't emphasizing enough is having a stable approach and demanding students go around when their approach is unstable. Unstable approaches turn into bad landings.
The two camera approach is distracting and unnecessary. Good info and very useful. But look AT me if you're talking to me. 😎 (Sorry if this is too picky for some viewers/pilots)
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](http://i.ytimg.com/vi/YCcRidKWIqY/mqdefault.jpg)
My first cfi never taught me to look down the runway and never learned from him. Spent weeks trying. When I got my next cfi I told him I can't land the bird. So we go fly. My 1st attempt with him he asked where was I looking. I said point of touchdown. He said look at the end of the runway. I squeaked them the next attempt. Yes. You are absolutely correct.
I had 22 years of driving experience before I started learning to drive a bus and brake smoothly. My first two weeks with one instructor were very unsuccessful, my braking were too harsh, I did really struggle. Then I started learning with another instructor and I did figured it out on the first day. It’s very important who’s your instructor
U can’t blame ur instructor on everything. If you read the manuals and see everything about landing that you can before your lesson you’ll know that crucial information. Mabye he assumed u did your studying and alr knew that
if you punch your student when their not on the center line that helps too!
😂😂😂
Lol
Not a lie tho 😂
Were you friends with that cfi who just killed his student and instagrammed about how they were flying into a thunderstorm?
@@danielreuter2565 i just make stupid comments sometimes, what your talking about is the student who found a retarded CFI
For me, it starts with being on stabilized approach. Before that, have an aiming point about 150-200ft behind the target touchdown, and pull power to remain stable and on the centerline with rudder/aileron corrections for any crosswind component, and begin the eye's transition to the end of the runway when the spinner passes the aim point, then rollout and transition to... as my last instructor said, "... you're trying to NOT allow the airplane to land" by gradually increasing the angle of attack just to within stall speed, depending on your configuration. Thanks for verifying what I've learned with these tips!
@tyethescrybe3807 Are you doing this in the same model airplane on the same or nearly same length runway? That's not good. If you get into different models (like one with no spinner in front of you) that perform differently (like different speed and rate of descent which require starting the flare earlier or later) and you land on a runway of very different length (like thousands of feet longer which drastically changes your point of reference), your control for a safe flare and landing is going to be really questionable. I.e. you seem to be using a technique that's very limited - pilots need techniques that result in consistency no matter what model airplane and no matter what type and length of runway.
@@warren5699 Good point... I'm only flying airplanes with spinners and trying to get my PPL so I can move on to other types. Other types, I would not know.
My CFI has never mentioned to look up to the end of the runway. Or even distinguished between the roundout and flare.
This is brilliant! I especially appreciated the discussion on round-out vs flare - really great stuff! Keep it up!
#3 is what I struggled the most, until my CFI started “simulating” Radio Altimeter to me 😅 That did help!
What’s radio altimeter?
@@mchanterelle it’s an instrument that tells your height above ground in feet, like 50 (above threshold), 40, 30 (here you would start flaring big jet), 20, 10 (at ten is a good height to start rounding out a small trainer plane).
Then there are night landings…those are fun.
Real solid advice! Thank you for the tips!!
i think it's important to teach a student to use power on landings, especially while learning to land. this gives him a technique to choose when he wants to touch down. if you don't allow him to use power for the touchdown he must try to land the plane at some random point on the runway when the aircraft runs out of airspeed. it is much better if you choose the landing point by using the throttle and now you have a chance to get the airplane under control before touchdown. intitially just teach them to fly the runway over the runway in ground effect using ailerons to hold the centerline, rudder to counteract aileron input and pitch and power to hold it in a level attitude in ground effect just above the runway. i learned this technique while doing hundreds of tailwheel endorsements along with thousands of hours over and on the pavement. only way they will ever be confident enough to bring a tailwheel or nosewheel to the ground in challenging xwinds.
I fly a few different aircraft, and I use the "feel" of entering ground effect to control my flare. This is much more consistent between different airplanes than the sight picture, whether it's a high-wing or a low-wing.
Please, keep posting this kind of videos. As a relative new CFI, they help me a lot. I also suggest some content for (new) instructors.
Great tips. Thank you for sharing!
There are so many ways to approach the landing process.
When I was a teenager back in the mid 1960’s, I got my introduction to flight training in a Globe Swift from my father - a military trained WWII P-40 and P-47 fighter pilot, and later a flight instructor for the Army. He taught landings much differently than how they are taught today.
My father treated every landing as a precision, power-off, flight maneuver. He would allow me to use power ONLY if I misjudged the glide so badly that I could not reach the runway. The use of power was, by his method, a sign of poor technique.
I recognize that flight instruction has changed over the past 60 years, but there is still merit in manner that flying was taught back in the golden age of aviation. To this day I still land using tight patterns and no power except when necessary.
Regarding Tip #2. I know most of you won't like this but I find that looking at the Horizon does not help me judge my sink rate as some of you folk claim. I've mastered another technique (rightly or wrongly) which is to look just to the left of the nose about 10m ahead. It has worked for me since flying the the PA28 24 years ago all the way through to to the A320, B787 and B747. Hasn't failed me once.
Excellent information thankyou! An area I've struggled with is too much airspeed on final. This flying error can be easily overlooked when in a small aircraft and on a long runway. My instructor taught me the three 'A's on final approaches. Aim, Aspect and Airspeed. If one or more are wrong, the approach is deemed un-stabilized.
This amazing lady just read my mind on my questions about landings. Thank you so much this was exactly what I needed!! ❤
Not sure how'd you teach landings without talking about these items. Good tips!
To help with the sight picture for the roundout, while you are on the runway for takeoff, take a mental image of what's you see when you are wheels on the ground. Use that to help visualize when to roundout.
Another random thing I would add, if you need a booster seat it will help. Now it all will depend on your height, the type of aircraft..ect. Over time I found out that students who struggled with landings, if they couldn't see over the instrument panel, their landings were not great. On the booster seat they could see over and have better vision when it came to round out and flare.
I'm not convinced these are items not being taught. For one thing these are spelled out in most syllabi and in chapter 9 of the Airplane Flying Handbook. Every CFI at the school I work at teaches these. Maybe it's just an issue at her school....or it's click bait.
thanks for the landing tips Liz
This is great. I ballooned several times and my CFI did not tell me there is a roundout phase so i tend to flare too early.
Very cool and helpfull summary! Thanks!
nice lesson! well spoken message.
This has helped me a lot thank you!
Thank you for the clear differentiation of the round out and flare techniques.
Hardly anyone mentions using proper speeds and trimming for speed. When a pilot masters the skill of stabilized flight in regards to pitch and power, the rest becomes much easier. Common error is excessive speed resulting in a flat attitude at touch down.
Tailwheel flying can help in developing good techniques.
Very useful! Thanks.
The final approach speed is critical too, usually, around 1.3xVs this way during the roundout the plane is behind the power curve where the induced drag will become greater in dissipating the speed even more....preventing the floating effect. Other than that, right on. 👍
These are great! thank you so much
Thank you very clear that helped 👍
Excellent vid!
This is great! It is indeed a common oversight for instructors in any field, to mention what to them is obvious. Forgetting that newbe's were not born with that knowledge.
When do you pull power to idle? During the roundout?
Thankd a lot for those tips. I am struggling with landing.
Great video very helpful. Thanks. 🇧🇷❤️🇧🇷❤️🇧🇷
I had a really hard time with the round out timing and my instructor tried a few ways to teach me but what finally clicked was don’t round out until the numbers (my aim point) disappear. Then it got immediately better.
Appreciate your help I been having hard time with my landing
Great explanation & good tips , what should generally be round off height give some examples 👍
Excellent video
But At what height you are levelling 3 foot 5 foot ?
If the runway has the PAPI and 1000 footers, should that always be your aiming point?
Thank you
Hardest part of landing for me was the braking part... seriously, all else was easy peasy. Having to modulate braking between left and right feet after decades if single foot braking on cars was tough... Taking off and landing on a C150 was a piece of cake.
Very useful
I always think I'm higher than I am on my round out. Then I "flare" to high, balloon etc 🤦♂️Plus I think I'm always going to run out of runway and get anxious to either force the landing or abort.
Me too, did you find any solution?
@@noctislucis5481 ummm just constant practice. Talk to your cfi and he'll let you know what your sight picture should look like. Trust in your master young padawan lol. My landings are much better now. I just got my solo endorsement 2 days ago.
@@noctislucis5481 over time you just get used to what the correct round out height should be. Also the groans,grunts and looks from your cfi will get you there quickly. Lol
My CFI and I go round and round about looking down the runway. Every time i do I lose the center line.
That's because you are correct. I realize that people can become comfortable with just about anything, but looking at the far end of the runway is not a good idea. That actually causes you to lose most of your reference for what the plane is doing vertically. Even the FAA flying handbook says not to do that. As the nose is coming up in the flare, it's really better to be looking a little left of center and much closer to the plane. It will vary with the speed any plane has while flaring. In smaller, slower planes, you would look closer. In faster planes, you would look farther ahead, but still never at the end of the runway. I never actually bothered to somehow measure how far down the runway I was looking, but in a small plane it's going to be probably less than a hundred feet. This gives excellent ability to judge height under all conditions. Many times, such as in poor weather or even just at night, you can't see the end of the runway. Then what do you do? By looking closer, you will never have this problem. On the other side of the coin, you also can't look too close because then vertical movement is way too exaggerated and will mess you up. That's not usually a problem though, because practically everybody will feel uncomfortable looking too close and will automatically adjust farther down the runway.
In any case, looking at the far end of the runway is something a lot of people do and so it obviously can work, but it really is an imprecise method and is not practical under all conditions.
@@johnschmidt8440 Agree 100%. As the FAA Handbook says, "The pilot should focus direct central vision at a shallow downward angle from 10° to 15° relative to the runway as the round out/flare is initiated. When using this steady viewing angle, the point of visual interception with the runway appears progressively closer as the airplane loses altitude. This rate of closure is an important visual cue in assessing the rate of altitude loss." It works in all aircraft in all conditions and is actually the same thing one does in a car - looking out at a slightly downward angle.
@@warren5699 You couldn't be more right, and thank you for that quote from the FAA flying handbook. It does a good job of describing where to look. As I said earlier, I was totally floored when I heard that some people try looking at the end of the runway. I guess you can get used to it, but I believe it's really imprecise and I wouldn't even think of trying such a thing. I would instantly fly right into the ground!
🎵Got front-back, and side to side. 😅
MS Flight Sim I noticed doesn't ask you to level out upon approach. I started doing this out of logic and my scores got higher.
Tip #4: More Right Rudder
So in other words it sounds like when to round out just comes with experience
Got it
Excellent.
You missed the fence.
🎉
Three things commonly missed by new instructors? This appears to contradict what's in the FAA Airplane Flying Handbook.
Roundout (flare). A pitch-up during landing approach to reduce rate of descent and forward speed prior to touchdown.
Floating. A condition when landing where the airplane does not settle to the runway due to excessive airspeed.
I.e. roundout and flare are the same thing. Holding the airplane off the runway to bleed off excessive speed is the float, not the flare.
Look all the way down the runway? Here's what the FAA Handbook says.
"The pilot should focus direct central vision at a shallow downward angle from 10° to 15° relative to the runway as the round out/flare is initiated." "If the pilot focuses too far ahead, accuracy in judging the closeness of the ground is lost and the consequent reaction is too slow, since there does not appear to be a necessity for action."
Plus what is a pilot going to do at night looking past the landing light? Or an instrument pilot landing in 1800' RVR? There's nothing to see focusing to the end of the runway.
When to round out? - per the FAA Handbook "The round out is executed at a rate such that the proper landing attitude and the proper touchdown airspeed are attained simultaneously just as the wheels contact the landing surface." I don't think you want to rely on a single technique that may apply to one airplane or a suggestion of a single instructor for a single airplane. The FAA's explanation is universal and can be applied to all aircraft for all roundouts.
See Chapter 9 and Glossary in the FAA Airplane Flying Handbook.
Yay, someone talking some sense at last. I found the explanation in the video to be a bit lacking, essentially confusing the terms used. Referring to the FAA Airplane Flying Handbook surely is the first step for any flight instructor especially one that is going to go on TH-cam to tell all about the (non)secrets of how to land an airplane.
Maybe it's an issue at her school...nowhere else I've instructed. Click bait=advertising dollars...@@edipar1141
Well thank you both for your interest in comments however that's all they are. As a new student with a great CFI whom I admire very much, I must add that I totally agree with young lady in the video 100%. You guys obviously have a great deal of experience and you have forgotten the aspect of not knowing what you don't know according to you guys you could read the FAA FAR's go jump in a plane and fly it and land perfectly, I think you should acknowledge that these are not written to teach you to fly but rather to enforce regulations and safety procedures, please consider the aspect of the new student as I'm sure you all have heard is like drinking from a fire hose and in your head you know round out, flair and when they need to occur what the young lady is explaining is the exact thing that a perspective CFI may assume that their students remember or are knowledgeable of. This is a great video and I think you too should acknowledge that.😂
Overall this is explanation is fine. It's meant for student pilots. If this is done correctly the transition from round out to flare is smooth. "... you have forgotten the aspect of not knowing what you don't know." Be careful grasshopper, they are not referring to the FARs but the Airplane Flying Handbook, which indeed is written to teach one how to fly. Reference, www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook @@erl2nd
@@erl2nd Working closely with your instructor is a great thing. It's a little confusing that you are looking for information from other instructors. I of course don't know what your long-term plans are, but if you plan to fly professionally, I'd suggest you talk with some pilots who have already reached that level. I'm sure a good number of them will tell you that after reaching a professional level, they realized their original training was incorrect and didn't follow FAA standards. They then had to go through an unexpected process of re-learning the correct techniques.
Also the Airplane Flying Handbook is written in such a way that it includes step by step instructions on how to fly all of the maneuvers. It helps student pilots just as much as experienced pilots.
❤
This is nice and all but myself and I hope most others have taught our students correctly since day one. Not sure many CFIs are missing these key items... What really helps students land? Time. Practice. Assuming you teach it correctly, some students just need more time than others. I've also noticed some people naturally have worse spatial and depth awareness than others. Doesn't mean they can't do it, just means they need more time to visualize it through practice and repetition.
What I think most CFIs really aren't emphasizing enough is having a stable approach and demanding students go around when their approach is unstable. Unstable approaches turn into bad landings.
Awesome now I will stop balloning
Should be: "not to mention..."
A woman's touch is invaluable
Runways come in various lengths and widths, so looking at the far end of the runway is not the way to do it.
Thank you! You are absolutely correct.
The two camera approach is distracting and unnecessary. Good info and very useful. But look AT me if you're talking to me. 😎 (Sorry if this is too picky for some viewers/pilots)
Don’t you have instruments to read? For example if the plane is 5ft or 10ft whatever above ground do round out, just read the damn altimeter?
Jesus is king!
Horrible "tips". Gave the obvious
I've heard about ENOUGH of this BS about what someone is "NOT TELLING YOU." What in hell is that anyway?