I had too many difficulties for mastering my touchdowns. Yesterday, I watched this video and today I've successfully completed my first solo-flight in my Cessna 172 following this technique. My instructor was so impressed. Thank you so much for the video!
This is the technique that I learned that solved my stall and drop in landings. I had the stabilized approach and approach speed. I had no idea when to roll out and flare. I guessed. Sometimes it worked and sometimes it did not. When I met Rod Machado, I told him how much this technique helped my landings. I discovered that this sudden expansion occurs over the aiming point and before the touchdown point. I also learned that if you can't see the end of the runway during the flare, you flared too much.
This has been the easiest and most precise technique. I'd about 40 landings before watching this video yesterday and not a single greaser - today I had 7 out of 10 "passable" touchdowns - thanks Rod!
This video is 10 years old but the content still actual. I will do this technique on a grass field where markers and runway signs are much less numerous. Thanks for the tip Rod
I can attest to this. I just started using this technique recently, and now I have more confidence when executing my landings. I've noticed that I've gotten better & better each time. Thanks, Rod!! :-)
I got my PPL in 1984 but left the country shortly after and stopped flying due to finances. When I decided to become current again in the late 1990s I used Rod's private pilot handbook. It was excellent in that it comprehensively covered everything I needed with great explanations and sense of humor. Comparing it to Gleim which was drier than dust Rod's book was very enjoyable to read.
Had flown helicopter for last 30 years before that trainer Jets. Flew C172R this month. Flare was not coming at all despite great efforts and 2 hours dual. Actually was unable to visualize the correct perspective, the widening of runway, travel of noise etc. Progressional ego hurt... Then I came across this wonderful training video. All concepts cleared.. Saw it around 20 times and then cleared my solo very next sortie. Million thanks Rod! You are great in teaching... Forwarded to few more Young trainee pilots.. All benefiting. In fact all your videos are of great training value. Happy Landings
Really interesting observation! Even though I have somewhat more experience than some contributors here, (400h), I am still not immune to judgement errors on flare. I have been looking at this in my flying over the past few days and I'm finding it to be very pertinent. Thanks Rod for this insightful tip!
I was always taught to watch for the runway flattening out as the moment to begin the flaire. Once I was told that, it all became much easier. This seems to be a variation of the same effect. Very useful tips.
It looks more like the point that the runway STOPS expanding, the clue that it's time to flare. I soon figured out a similar technique when night flying, as most pilots probably do? Practicing for my (Cdn) night endorsement 45 yrs ago, when the 200 ft wide runway was as black as the sky, I noticed that the flare should be commenced as both sides of the runway-edge lights would seem to level out into a virtually straight horizon. It was pretty simple to anticipate and be set up in the flare. I don't remember ever miscalculating it as I knew that below that point there was no more air under the wheels, and the hole I felt I was descending into would get pretty hard right quick. I haven't flown in a long while so I have no idea how common center-line lighting is today. We didn't have it in Thunder Bay, Ont., in 1970.
Good tutorial, thanks for sharing. I recall reading a number of articles back in the 70s in *Flying Magazine* that called this the "perspective break" method. Those were great articles back in the day, but they are no match for actual presentations, live graphics, video.
Most students are coming in too high and too fast. If you slow the airplane to the recommended 1.3 times VSO, for a C-172 it’s about 54 kts with full flaps. I use 60 over the threshold. I look down the runway and imagining you in a car going down a small hill, you will normally have the sight picture of near the bottom of the hill. I leave a small amount of power to increase rudder and elevator effectiveness. As soon as I’m flat, the airspeed will bleed off as you begin pulling power to idle. Then gently increase back pressure to about a takeoff attitude. You’ll touchdown mains first, soft and will have the nose up like the way an F-15 lands. Works well on low wing too. Don’t forget to look out of the Lindbergh reference for the lower corner of the front windscreen and look at your distance from the edge of the runway. This will help keep you from drifting. If you start to drift, use your rudder to keep nose straight and a little aileron toward the upwind side to minimize drift. Remember this, if you watch an airliner come in they don’t round out in flare. They maintain a specific attitude and slightly raise the nose more before touchdown. Kind of like the way you see a duck land on the pond.
I have been using the Johnston's technique for many years with this technique on the left hand side of the runway with the hold off focused on the far end of threshold. This version would make it easier when doing a conversion on a newer type. The more one fly's a single type, the more set patterns of that types handling set in and changing to an other type with different features, is a learning blockage.
My first day of landing training i didn’t know what I was doing but they were perfect. 4 lands touched down pretty smooth for a first timer. Second day of landing training all horrible, third day all drop ins , horrible. The thing I did differently was study how to land and I think my knowledge ended up killing my innate ability to trust the plan. Last night was my first day of night landings and 8 landing two were acceptable (to me , my instructor says I’m not the worst student he’s trained) , next time I attempt my landings I’m going to try this.
Landing is a tough part of training (and if you pressure yourself you make it worse obviously). Try to relax a bit and breathe so you can feel the plane. Scanning near and far often gives the best awareness of how high you are above the runway and how fast you are settling (the critical/necessary ingredient in landing) Good luck!
Video not meant for flight simmers, but it’s a great technique for us. Depth perception is difficult on a screen, especially with no peripheral vision.
This simple technique has helped many of our students land with fewer hours and a lot less stress. I suspect that most CFIs do not really know how to teach landings (from the incompetent pilots I have met). We will all be safer thanks to Rod!
The explanation during the visual example was great, really the whole video was good, though I would like to see this with both narrow and wide runways while using the same basic airplane for demonstration.(50ft and 150ft wide) I am going to give this a try tomorrow.
Great video and very practical helpful tip! It seems that the graph is not totally accurate as the rate of runway expansion should decrease after its peak back down to zero at time of landing.
I can see this method and video being quintessential to learning a proper and solid foundation for a good flare. It is proving to be a rather tricky thing. Thank you. In Jesus' name you're healed. Ask the Holy Spirit into your heart and walk with the lead of a loving, Divine Father.
The decent rate plays a big role in this... if you are on glideslope, it's easy.. if you are above glideslope (more common with GA) then that transition to level flight is 10x more difficult.
I actually have always taught VFR approaches at a steeper angle; it makes landing quite a bit easier (counter-intuitive I know). The three degree glidpath is for IFR...
@@YouNumba1 If you are on short final at 500' AGL vs 100' and your VSI is -500 compared to -150... I think it's obvious what is the more consistent secure and soft landing... the only rationale to the steep approach is to be always within glide distance of the runway while in the circuit... not to mention turning a GA aircraft into a glider doesn't work well on windy days!... unless I'm missing something here... I was taught both, and putting one red light on the PAPI is the easier landing, and better when you have to put it on the numbers, if it's a small runway.
Top tip: NEVER push the control column forward when landing. Constant back pressure, squeek in a bit of power if are too high and dropping like a stone.
This specific technique (with side lines) does not work well for grass, skis of water landing. It is *very* helpful to still look near and far (especially to the horizon). When I added my commercial seaplane I was initially unable to judge height above the water until I used "near and far" scan...you *cannot* fixate in any landing!
Timing to flare is different in every aircraft. The real aim is to fly from flight into ground effect.ie., wing span length vertical. The formula tells it all ie., CL.HAFEROW.V.SQUARED.S
Recommended to this from another CFI, will certainly show it to all my students!!! Excellent way to look at timing the flare!!! *Is this by chance KSNA? Looks surprisingly familiar...
We (obviously) grabbed this from AOPA since we found it so valuable...not sure where they shot it. I guess the ultimate point is it does not matter. Learning to land with parallax cues is "non contextual and should work anywhere (though out of luck on a grass field!) Thanks.
You're talking about a transition phase in landing in which flaring has nothing to do with anything. After the round out you let the airplane fly straight down the runway keeping your eyes towards the end of the runway, while flying the plane a foot or less off the ground. As power is cut and the speed bleeds off the main gear will touch down. Anytime you flare and lose sight of the end of the runway don't expect good results. It's one way of getting off center line. I suppose this method can work for some people. If you don't have normal depth perception you shouldn't be flying.
![[#2024MAMA] ROSÉ (로제), Bruno Mars - APT. | Mnet 241122 방송](http://i.ytimg.com/vi/dgGqD28J6aQ/mqdefault.jpg)
I had too many difficulties for mastering my touchdowns. Yesterday, I watched this video and today I've successfully completed my first solo-flight in my Cessna 172 following this technique. My instructor was so impressed. Thank you so much for the video!
This is the technique that I learned that solved my stall and drop in landings. I had the stabilized approach and approach speed. I had no idea when to roll out and flare. I guessed. Sometimes it worked and sometimes it did not. When I met Rod Machado, I told him how much this technique helped my landings. I discovered that this sudden expansion occurs over the aiming point and before the touchdown point. I also learned that if you can't see the end of the runway during the flare, you flared too much.
Jason Hallenborg If the runway width is less then this one, is this technic still work?
Flare too much and you bounce bad, especially if you’re coming in to fast, from my experience using the flight gear flight simulator.
This has been the easiest and most precise technique. I'd about 40 landings before watching this video yesterday and not a single greaser - today I had 7 out of 10 "passable" touchdowns - thanks Rod!
Just stopping by to say this video single-handedly fixed my landing problem about a year ago prior to my solo
Sir your video is the best thing ever a student pilot could ever find.
TH-cam should recommend it.
Keep sharing with us your art❤
This video is 10 years old but the content still actual. I will do this technique on a grass field where markers and runway signs are much less numerous. Thanks for the tip Rod
These are the kind of things that never change....same planes and same challenges. Landing is still 90% visual
I can attest to this. I just started using this technique recently, and now I have more confidence when executing my landings. I've noticed that I've gotten better & better each time. Thanks, Rod!! :-)
males
malestock I
I got my PPL in 1984 but left the country shortly after and stopped flying due to finances. When I decided to become current again in the late 1990s I used Rod's private pilot handbook. It was excellent in that it comprehensively covered everything I needed with great explanations and sense of humor. Comparing it to Gleim which was drier than dust Rod's book was very enjoyable to read.
Hey! Its Rod :) He taught me to fly in FSX. Thanks Rod!
haha
Me too! In fs9 though, I'm old lol
+Mirandorl same here :D
The Lowmein How old r u
Me too XD
Had flown helicopter for last 30 years before that trainer Jets. Flew C172R this month. Flare was not coming at all despite great efforts and 2 hours dual. Actually was unable to visualize the correct perspective, the widening of runway, travel of noise etc. Progressional ego hurt... Then I came across this wonderful training video. All concepts cleared.. Saw it around 20 times and then cleared my solo very next sortie. Million thanks Rod! You are great in teaching... Forwarded to few more Young trainee pilots.. All benefiting. In fact all your videos are of great training value.
Happy Landings
I used this in 2014 During my training as a student pilot. And here I am recommending it to a colleague. Thanks for a great video.
Just went solo today! thank you this really helped!
Congrats
Congratulations and blessed Career!
Congrats
Thanks...I think 90% of successful landing are the visual cues!
I am about to start my flying school time …. So so so excited to finally say hello to the clouds
Thanks SO much for this video. I did my first landing today after watching this. The landing went great and my instructor was impressed!
Really interesting observation! Even though I have somewhat more experience than some contributors here, (400h), I am still not immune to judgement errors on flare. I have been looking at this in my flying over the past few days and I'm finding it to be very pertinent. Thanks Rod for this insightful tip!
This video changed everything! Every pilot should watch it!
I was always taught to watch for the runway flattening out as the moment to begin the flaire. Once I was told that, it all became much easier. This seems to be a variation of the same effect. Very useful tips.
Give this man a fucking medal
It looks more like the point that the runway STOPS expanding, the clue that it's time to flare.
I soon figured out a similar technique when night flying, as most pilots probably do? Practicing for my (Cdn) night endorsement 45 yrs ago, when the 200 ft wide runway was as black as the sky, I noticed that the flare should be commenced as both sides of the runway-edge lights would seem to level out into a virtually straight horizon. It was pretty simple to anticipate and be set up in the flare. I don't remember ever miscalculating it as I knew that below that point there was no more air under the wheels, and the hole I felt I was descending into would get pretty hard right quick.
I haven't flown in a long while so I have no idea how common center-line lighting is today. We didn't have it in Thunder Bay, Ont., in 1970.
Care to elaborate on "both sides of the runway-edge lights would seem to level out into a virtually straight horizon" ? Thanks
Good tutorial, thanks for sharing. I recall reading a number of articles back in the 70s in *Flying Magazine* that called this the "perspective break" method. Those were great articles back in the day, but they are no match for actual presentations, live graphics, video.
Hi Rod, I have started using this technique, and it really helps, I recently soloed and it helped me feel more confident!, Thanks Again, Doug
Definitely going to use this. I can land in my sleep in the day, but have terrible perception at night. Can't wait to try it out.
Extremely helpful! I am having a difficult time with my landings and plan on using this next flight.
Just went solo today! thank you this really helped!. Just went solo today! thank you this really helped!.
This is the best video I have seen on landings
I'm gonna go try this out today. Looks like it works.
Most students are coming in too high and too fast. If you slow the airplane to the recommended 1.3 times VSO, for a C-172 it’s about 54 kts with full flaps. I use 60 over the threshold. I look down the runway and imagining you in a car going down a small hill, you will normally have the sight picture of near the bottom of the hill. I leave a small amount of power to increase rudder and elevator effectiveness. As soon as I’m flat, the airspeed will bleed off as you begin pulling power to idle. Then gently increase back pressure to about a takeoff attitude. You’ll touchdown mains first, soft and will have the nose up like the way an F-15 lands. Works well on low wing too. Don’t forget to look out of the Lindbergh reference for the lower corner of the front windscreen and look at your distance from the edge of the runway. This will help keep you from drifting. If you start to drift, use your rudder to keep nose straight and a little aileron toward the upwind side to minimize drift. Remember this, if you watch an airliner come in they don’t round out in flare. They maintain a specific attitude and slightly raise the nose more before touchdown. Kind of like the way you see a duck land on the pond.
I can't wait to become a pilot ,its always nice to see people succeed and make their dreams come true.
I don't know about you guys but after this video I did the softest landing I've ever done in my life
Good to hear, landings are largely visual and Rod is a MASTER!!
this really helped..got my solo today :D
+Adrian Wallace (Simplly Addy) Congrats
I have been using the Johnston's technique for many years with this technique on the left hand side of the runway with the hold off focused on the far end of threshold. This version would make it easier when doing a conversion on a newer type. The more one fly's a single type, the more set patterns of that types handling set in and changing to an other type with different features, is a learning blockage.
My first day of landing training i didn’t know what I was doing but they were perfect. 4 lands touched down pretty smooth for a first timer. Second day of landing training all horrible, third day all drop ins , horrible. The thing I did differently was study how to land and I think my knowledge ended up killing my innate ability to trust the plan. Last night was my first day of night landings and 8 landing two were acceptable (to me , my instructor says I’m not the worst student he’s trained) , next time I attempt my landings I’m going to try this.
Landing is a tough part of training (and if you pressure yourself you make it worse obviously). Try to relax a bit and breathe so you can feel the plane. Scanning near and far often gives the best awareness of how high you are above the runway and how fast you are settling (the critical/necessary ingredient in landing) Good luck!
The best tip. Thanks
Video not meant for flight simmers, but it’s a great technique for us. Depth perception is difficult on a screen, especially with no peripheral vision.
Great video thanks for sharing very helpful as I'm doing my ppl
Amazing video! So simple and i really understood it.
This simple technique has helped many of our students land with fewer hours and a lot less stress. I suspect that most CFIs do not really know how to teach landings (from the incompetent pilots I have met). We will all be safer thanks to Rod!
Damn, i always screw the FLARE thing..... thanks for the video.
The explanation during the visual example was great, really the whole video was good, though I would like to see this with both narrow and wide runways while using the same basic airplane for demonstration.(50ft and 150ft wide) I am going to give this a try tomorrow.
Thanks you Rob, it just works this technuiqe is so easy that I almost can't belive it :)
Taking in this info and will apply it to my next session on Wednesday. At 20+ hours and still working on landings, very frustrating
Thanks Rod!
amazing! Genius!
Brilliant video
Is anyone else watching this in 2024😊
Great video and very practical helpful tip!
It seems that the graph is not totally accurate as the rate of runway expansion should decrease after its peak back down to zero at time of landing.
Will try this afternoon.
Bro this helped me out. I soloed today and I sucked at the landing and I didn’t understand the “sight picture “
Thank you rod mochado!!! :D
Perfect 👍
Really helpful! Thanks!
Going soloing tomorrow. Thank you
Great! Best of luck (a day you will never forget!)
I can see this method and video being quintessential to learning a proper and solid foundation for a good flare. It is proving to be a rather tricky thing. Thank you.
In Jesus' name you're healed.
Ask the Holy Spirit into your heart and walk with the lead of a loving, Divine Father.
Rod please use-split screen as you describe theory-and graphs That helps to-memoriezeand integrate theory-to action
The decent rate plays a big role in this... if you are on glideslope, it's easy.. if you are above glideslope (more common with GA) then that transition to level flight is 10x more difficult.
I actually have always taught VFR approaches at a steeper angle; it makes landing quite a bit easier (counter-intuitive I know). The three degree glidpath is for IFR...
@@YouNumba1 If you are on short final at 500' AGL vs 100' and your VSI is -500 compared to -150... I think it's obvious what is the more consistent secure and soft landing... the only rationale to the steep approach is to be always within glide distance of the runway while in the circuit... not to mention turning a GA aircraft into a glider doesn't work well on windy days!... unless I'm missing something here... I was taught both, and putting one red light on the PAPI is the easier landing, and better when you have to put it on the numbers, if it's a small runway.
Damn, this is really helpful.
great video Rod, I solo today!!
Thanks.
Pretty cool
It’s one of the toughest things for student pilots to get the HANG OF
Top tip: NEVER push the control column forward when landing. Constant back pressure, squeek in a bit of power if are too high and dropping like a stone.
How would you apply this to Seaplane landings?
This specific technique (with side lines) does not work well for grass, skis of water landing. It is *very* helpful to still look near and far (especially to the horizon). When I added my commercial seaplane I was initially unable to judge height above the water until I used "near and far" scan...you *cannot* fixate in any landing!
I like when I can see the airplane's shadow next to me on the ground which I can watch!
Thanks sir
Sink stall touchdown. Ho many times have buzzers been screaming on final flair
So when you say 1.3 times the stall speed of the aircraft, does it mean the clean stall speed or the landing configuration stall speed?
Does it work with all widths ?
Timing to flare is different in every aircraft. The real aim is to fly from flight into ground effect.ie., wing span length vertical. The formula tells it all ie., CL.HAFEROW.V.SQUARED.S
I like it but it won't be easy to apply when landing on grass
Use the white gable markers to assist you. Ensure you are center between them at 400 feet
Recommended to this from another CFI, will certainly show it to all my students!!! Excellent way to look at timing the flare!!! *Is this by chance KSNA? Looks surprisingly familiar...
We (obviously) grabbed this from AOPA since we found it so valuable...not sure where they shot it. I guess the ultimate point is it does not matter. Learning to land with parallax cues is "non contextual and should work anywhere (though out of luck on a grass field!) Thanks.
Did he say Induced drag? Isn't the Aircraft in ground effect?
thats helpful
the intro reminds me of the opening of the song "Faith" by george Michael
my airport has runway center line widening device.
We all could use one of those...
You're talking about a transition phase in landing in which flaring has nothing to do with anything. After the round out you let the airplane fly straight down the runway keeping your eyes towards the end of the runway, while flying the plane a foot or less off the ground. As power is cut and the speed bleeds off the main gear will touch down. Anytime you flare and lose sight of the end of the runway don't expect good results. It's one way of getting off center line. I suppose this method can work for some people. If you don't have normal depth perception you shouldn't be flying.
Looking forward to trying this tomorrow, is it applicable for short/soft field?
sure is you just don't have centre lines but there are gable markers to assist you ensure you are between them by 400 feet otherwise go around
expansion. thanks
theoretical in some aircraft the yoke pull in not linear,
Aiming point moves i think, who can help me with the short field landing
hope it's useful
Who else is here in 2020 for FSX
Yess the american are the best!!!
2:45
This got patched.
Town stalkers. Better listning tights
deez guyz r hut
lol fsx
FSX pilots, please watch this. Try and not focus on Rob's hands, it's distracting. Content is good. Thanks - Lumpy
Jesus is coming back soon!
Looked like 4 white PAPI. Why so far above standard approach path? That is wasting the first part of the runway.
Excellent information ! THX......