(VIDEO 1)Normal Approach and Landing
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- เผยแพร่เมื่อ 13 ก.ย. 2024
- Its back to basics on this UND AeroCast episode. Although we call it Normal, the Normal Approach and Landing is one of the most challenging parts of any flight to consistently master. In this episode, UND CFI Anthony Bottini guides you through the procedures and techniques defined by UND Aerospace Standardization that allows the pilot to make safe, stabilized approaches and landings again and again. If you're a new student, use this episode as a guide during your flight training to aid in building your confidence in making safe approaches and landings and developing the experience to help decide when it is time to go around. For you seasoned pilots, maybe its time to brush up on some basic skills to keep you safe and, well, maybe impress your next group of passengers. Thanks to Rodolfo from São Paulo, Brazil and to Paula from Grand Forks, ND for sending some absolutely stunning fan photos.
Great teaching technique.. Thumbs up here
Best VID so far in prepping me for my upcoming flight training! Subed and Notification bell smashed!
Totally awesome and excellent video, thanks guys for sharing.
In response to a few posts, the speeds here are listed and found from the performance charts in the POH. This specific video was designed to describe a basic Normal Approach and landing. Gusting conditions do require modifications to approach speeds. 90% outside, 10% inside is also emphasized in VFR courses at UND and widely among the greater CFI community.
Good video but the strict go around if you aren't at xyz will have pilots who adhere to that landing 20% of the time...lol...
Knowing the difference between when you should do a go-around or make necessary adjustments come from practicing and perfecting your skill level not a strict xyz.
Most good instructors teach their students to pick a touch down point but I'm willing to bet they also say we have enough runway to compensate for student skill levels and adjustments. In the early stages just landing on a nice big runway even if well past the point of preference is a great confidence builder. Just my $0.02.
Gracias, por hacerme saber que el idioma ingles es muy importante en la aviacion .Tomare en cuenta tu recomendacion`y con respecto al ingles americano que segun Ustedes es muy importante en la aviacion intentare entenderlo y ponerlo en practica.
Fantastic video! Thank you so much!
EXELENT E. VIDEO. THANKS YOU..FOR.COMPARTIR..WELCOME TO BOGOTA DC COLOMBIA.
excellent videos
@AVIATIO I agree with you, it is a good idea, I do glance down at them during approach etc, but you can't be that technical about it. If you have flown an aircraft you know that the airspeed indicator lags behind what is actually happening, so you can't be precise like that when learning. When you get your approaches down pat and you know how everything is supposed to look outside, the correct speeds will just come naturally. Good points though, and why do they have them fly slower? Weird.
So cool.🛬🛬🛬
great video!!
Te recomiendo que estudies inglés intensivamente hasta llegar a poder entender el inglés americano, porque es el idioma internacional de aviación.Comunicaciones por radio entre torre y avión se hace en inglés y si vas a llegar a ser un piloto comercial que vuela pasajeros, es imprescindible que tengas un buen nivel de inglés.
great lessons
感觉还不错！
Turning onto final at 250ft AGL? And expecting to be stabilized within 50ft or go around.... that is alot to expect from a student pilot.... How many go arounds do you average before the first actual landing or low approach? I believe that it would be better to extend your downwind so the final is longer and gives more time to get stable and learn to adjust as the flaps are being deployed to full position. As skill increases then shorten it up, but still 250 is where most people are calling out short and final and leave little room for any error or adjustment time for full flaps to extend after the turn.
Is the weather in Grand Forks (tornadoes, big thunderstorms, winter blizzards) very restrictive of flight or can you fly most days a year? Are the winter temperature's really low? Thanks
"Pitch for airspeed power for altitude..." The old style approach. Lol There are instructors who use both that and the reverse to their advantage, There are pilots who use the reverse and there are some who follow it like it's their favorite rock band. On the reverses defense "If you hold the nose in one position the whole time and add power you all you will end up doing is crashing short of the runway. So pitch has to come up a little with applied power." On the flip side "If pitch is raised and no power is added you will end up stalling and crashing short of the runway." Honestly what should be taught is not to ritualistically follow "Pitch for airspeed power for altitude" because I know many pilots who frown on that (Can't say I blame them) and what should be taught is to make adjustments for a 500 to 1000 FPM decent with 70 Kts. Then if you need to slow the rate down no matter what the nose is coming up and so is the power a little. Then on flare it's 3 steps: Once runway get's under the nose power to idle (If not there already), Smoothly bring the nose close to a level attitude but DO NOT pitch up yet. If you float relax your back pull a little and finally slowly and continuously bring the nose to an easy pitch up attitude and the main wheels should touch first then of course let the nose gear come down. Now don't go using this as a guide as it is very broad but you get the point.
+N617A This is the EXACT landing I was taught, and it never failed me. There have been times when I had to reverse it, but not many. In the absence if the VASI and PAPI... I aim for the numbers, then the rectangles, and then the end of the runway. Its important to be able to stabilize you glideslope using ONLY the numbers. At least, that's what I was taught.
Yea bro. I use the reverse only because of my time in a high drag line pusher. Idc what is said about it... That method does not work as well in one of those planes. Imagine you pull the power in a Cessna. The nose goes down with your power reduction right? Now imagine pulling the power and the nose floats up and then when you add power again it goes down. Makes the method a little sketchy. However using the reverse also puts you at risk for going behind the power curve and stalling. It's easily avoided if when you go to put the nose up a bit to arrest decent, you avoid 2 things: pulling back too hard or much on the nose and having enough throttle keeping your approach speed away from stall speed. (Otherwise you better get that throttle in and nose neutral/down.) sorry... Just sharing my experience.
My general attitude towards any training: always do it the way your instructor tells you. Then once you've gained plenty of personal firsthand experience it should be OK to experiment with other techniques and use whatever works best for you.
@@kurtreber9813 totally. I wrote this 6 years ago. Done a lot since then. I find that using the power as energy as opposed to a direct control of descent rate is a lot more universal and it’s been working well for me. But absolutely. Experimenting is what got aviation you where it is today after all.
What video editor did you use?
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@alejo2564 There are days where we are limited, but we fly all year-round. I do not know our exact fly versus no-fly daily statistics, but UND stays very busy. We flew over 100,000 hours at Grand Forks in the past year. Winters do get cold, but it very rarely stops flight operations.
Can’t tell if satire or really the most difficult landing?
Por favor hagan los videos en el idioma español Los que hablamos el idioma español tambien somos amantes de la Aviacion
All those numbers assume the engine doesn't fail. Nice big runway and you end up in the trees.
I think successfully landing an inoperable plane is a whole different lesson.
Really? Who would have thought?
I can't believe you are using the lift vector (pitch) to control the airspeed. You need to retake Aerodynamics 101. Flight instructors are certificated, not certified.
sorry but I think you are missing one point that we are on the back side of the power curve. This means your induced drag is more effective on the aircraft than the parasite drag and the induced drag is affected by the pitch movements. So if you try to do anything with the pitch, it directly affects your airspeed as you are in very slow speeds meaning you are on the back side of the power curve...
@@owo7212 You are correct and that is why the recommended technique in the FAA Airplane Flying Handbook is first, apply power to prevent losing airspeed, then use the elevator to increase angle of attack to correct for being low or undershooting. Using the thrust vector, which is nearly horizontal, to control vertical position gives far less control in a C172 and no control in a twin (there's no propeller slipstream down the fuselage to change downward pressure on the tail).
I would never fly with guy/gal at 1:44!... His/Her sunglasses are way too white! Way too white!
I have so many problems with this video... they are too technical.. I'm sorry but "On final you must be 61 knots +/-5 etc etc, it all depends, and regardless of that, the airspeed indicator lags, aaaaand as well winds can make that change and be completely different, you have to feel the aircraft, not fly by a freakin number "ALL" the time. Not to say reading instruments is bad, but calculating in this fashion is not a great way to approaching teaching landings. Or perfecting them.
You are the worst kind of pilot. You took all of the fun out of flying...UND will do that.
what a joke