This practice landing brings up two discussion points for me. First, you landed on the runway numbers, which is ideal under normal conditions but leaves you no margin for error if the engine is out. If the wind changes significantly, or if the pilot misjudges the distance, the plane may not make the runway. A second issue is when to lower the gear. I think a pilot who waits until entering the base leg increases risk by changing the sink rate when there is little time to make corresponding adjustments. To ensure a final approach that is neither too high nor too low I want to lower the wheels and establish the sink rate before turning to base. These are just my opinions based on what makes me feel comfortable.
Good points. I generally teach that the aimpoint should be 1/3rd down the planned landing surface for just these reasons. However, I do have trouble with the concept of mechanically putting the gear down. You have to be able to read the energy in the airplane and adjust according to what you are seeing out the window. In this video I judged that my energy state was low and I had to hold the gear extension to manage my energy. If I had done as you suggested I would have landed short (or since I was practicing just added power back and accept I had blown the approach). I wasn't trying to show how perfect I could be... but how to manage the energy all the way to a successful landing. The idea is to add this maneuver to a regular series of proficiency flying maneuvers. And no maneuver or situation will be perfect.
FlyWire- scott perdue As you say it’s all about energy management. I’m definitely in the camp of holding the gear until it appears the runway is made. Better to be adding drag and dissipating excess energy than being low / slow and out of options.
Coincidentally enough I just flew with a local instructor today to practice emergency landings just to brush up. I definitely needed it. Good timing. Great video.
Great video Scott. Most of us fly fixed gear. As soon as I have my own airplane, I want to get really good at soft field landings just in case that emergency happens.
Great Wolf! The thing to remember in a fixed gear airplane is to land nose high, as slow as you possibly can. Don't let that nose gear dig in and flip you over. Good luck getting your own airplane!
The wingtip aiming technique is a good one, I'd have liked to have seen a camera angle there. I'd also have liked to see the aiming point being futher up the runway with side slipping used to land earlier. I fly a fixed wheel, flapless taildragger, so can't improve my survival chances by raising the gear!
Great stuff nice landing. I’m not sure you mentioned, but I also incorporate attitude instrument pitch setting. It’s a good instrument item as well. Initial setting Is pitch to the horizon then adjust for speed each airplane is different usually best Glide ends up being about one degree below the horizon. Using pitch reduces oscillations and pio. I have incorporated your wheels up off field landing advice in my personal brief. Thank you
Franco- Thank you. And of course... lower the pitch, like right now to get your target speed (unless you're way higher than glide speed... then just turn).
Frank- If there is traffic that might interfere, or vice-a-versa, add the tag line on about engine out practice. Otherwise normal RT is fine. For the flight I did this video for there wasn't anyone else in the pattern that was affected, or would have affected me. Try and time your event for a low traffic period.
Try Xavion. It will give you the glide path to follow, not just the glide ring foreflight has. It uses x-plane flight simulator code to calculate the path to the runway that the plane can fly successfully using current weather conditions. If you are to far from a runway, no path will be available. You can make a decision to attempt a runway landing from this app. Foreflight or Garmin does not have this capability. It does require ABS-in wifi. See xavion.com/ See AOPA review: www.aopa.org/news-and-media/all-news/2014/april/pilot/avionics-when-all-else-fails
Bradley- Thanks for the suggestion. But I cannot condone or support this concept at this stage of an engine out landing. Keep you eyes and head out of the airplane, learn the energy and how the airplane feels. Here at the end game there is NO time to look inside at anything other than the Airspeed Indicator. Fly the Plane!
@@FlyWirescottperdue Why don't you do a review of this app. Take it up in your plane and try it. It was specifically designed for engine out landing. As long as you follow the flight path on the screen your airspeed will be fine. This app calculates your indicated airspeed from GPS data and ADS- in data. If your pedo tube clogs this is a backup indicated air speed indicator. You can make a video reviewing this application. It even makes sure you avoid obstacles like mountains.
@@bradleytordoff3914 Thanks for the pointer. I may try it someday. But I remain firmly in the camp that the pilot MUST keep their eyes outside the cockpit during an engine failure situation. I am a techno geek... but for this I am Old School.
@@FlyWirescottperdue Yeah, the designer actually took that into account, The application has an emergency button. You press it and it plots the course to the nearest airport your in glide range of. He designed it to take as little of the pilots bandwidth as possible. You do not have to fiddle with a bunch of settings like a Garmin. Then all you have to do is look outside while following the hoops down to the airport. I believe, the glide path it calculates purpose is to use up the right amount of energy so on approach your indicated air speed is appropriate for landing. This app is not appropriate for power loss on takeoff or low altitude. This is for power loss at cruise altitude.
This practice landing brings up two discussion points for me. First, you landed on the runway numbers, which is ideal under normal conditions but leaves you no margin for error if the engine is out. If the wind changes significantly, or if the pilot misjudges the distance, the plane may not make the runway. A second issue is when to lower the gear. I think a pilot who waits until entering the base leg increases risk by changing the sink rate when there is little time to make corresponding adjustments. To ensure a final approach that is neither too high nor too low I want to lower the wheels and establish the sink rate before turning to base. These are just my opinions based on what makes me feel comfortable.
Good points. I generally teach that the aimpoint should be 1/3rd down the planned landing surface for just these reasons.
However, I do have trouble with the concept of mechanically putting the gear down. You have to be able to read the energy in the airplane and adjust according to what you are seeing out the window.
In this video I judged that my energy state was low and I had to hold the gear extension to manage my energy. If I had done as you suggested I would have landed short (or since I was practicing just added power back and accept I had blown the approach).
I wasn't trying to show how perfect I could be... but how to manage the energy all the way to a successful landing. The idea is to add this maneuver to a regular series of proficiency flying maneuvers. And no maneuver or situation will be perfect.
FlyWire- scott perdue As you say it’s all about energy management. I’m definitely in the camp of holding the gear until it appears the runway is made. Better to be adding drag and dissipating excess energy than being low / slow and out of options.
@@randyeno2525 Absolutely... in a real emergency, the gear may not come down at all if I don't have the energy to make the landing spot.
Coincidentally enough I just flew with a local instructor today to practice emergency landings just to brush up. I definitely needed it. Good timing. Great video.
Good stuff!
Another great clip! Thanks Scott!
Thanks!
Great video Scott. Most of us fly fixed gear. As soon as I have my own airplane, I want to get really good at soft field landings just in case that emergency happens.
Great Wolf! The thing to remember in a fixed gear airplane is to land nose high, as slow as you possibly can. Don't let that nose gear dig in and flip you over. Good luck getting your own airplane!
Excellent video Scott on a vital skill that even Airline pilots need to maintain...! Thanking You
The wingtip aiming technique is a good one, I'd have liked to have seen a camera angle there. I'd also have liked to see the aiming point being futher up the runway with side slipping used to land earlier. I fly a fixed wheel, flapless taildragger, so can't improve my survival chances by raising the gear!
There is something to be said for all pilots starting out in a glider!
Great stuff nice landing. I’m not sure you mentioned, but I also incorporate attitude instrument pitch setting. It’s a good instrument item as well. Initial setting Is pitch to the horizon then adjust for speed each airplane is different usually best Glide ends up being about one degree below the horizon. Using pitch reduces oscillations and pio. I have incorporated your wheels up off field landing advice in my personal brief.
Thank you
Franco- Thank you. And of course... lower the pitch, like right now to get your target speed (unless you're way higher than glide speed... then just turn).
This is another very good video. I just sent this to my Flight Review customer for tomorrow
Awesome!
Scott... enjoyed it. Should I announce an engine out practice ?
Frank- If there is traffic that might interfere, or vice-a-versa, add the tag line on about engine out practice. Otherwise normal RT is fine. For the flight I did this video for there wasn't anyone else in the pattern that was affected, or would have affected me. Try and time your event for a low traffic period.
Super video & good reminder. Thanks. Your energy management was dead on...your prior practice shows.
Thanks Mark!
Hey buddy! Love your channel! I met you at the camp fire at HSF last year!
Thanks, Thomas! I'm sad HSF won't be on this year.
Who did the interior in your A36?
HaHa.. don't know.
Needs more proficiency in spelling lol. Good video as usual.
Noted! I need proof readers... volunteers:)
@@FlyWirescottperdue Sure, count me in, AKA ‘Editor Extraordinaire”
Try Xavion. It will give you the glide path to follow, not just the glide ring foreflight has. It uses x-plane flight simulator code to calculate the path to the runway that the plane can fly successfully using current weather conditions. If you are to far from a runway, no path will be available. You can make a decision to attempt a runway landing from this app. Foreflight or Garmin does not have this capability. It does require ABS-in wifi. See xavion.com/
See AOPA review: www.aopa.org/news-and-media/all-news/2014/april/pilot/avionics-when-all-else-fails
Bradley- Thanks for the suggestion. But I cannot condone or support this concept at this stage of an engine out landing. Keep you eyes and head out of the airplane, learn the energy and how the airplane feels. Here at the end game there is NO time to look inside at anything other than the Airspeed Indicator.
Fly the Plane!
@@FlyWirescottperdue Why don't you do a review of this app. Take it up in your plane and try it. It was specifically designed for engine out landing. As long as you follow the flight path on the screen your airspeed will be fine. This app calculates your indicated airspeed from GPS data and ADS- in data. If your pedo tube clogs this is a backup indicated air speed indicator. You can make a video reviewing this application. It even makes sure you avoid obstacles like mountains.
@@bradleytordoff3914 Thanks for the pointer. I may try it someday. But I remain firmly in the camp that the pilot MUST keep their eyes outside the cockpit during an engine failure situation. I am a techno geek... but for this I am Old School.
@@FlyWirescottperdue Yeah, the designer actually took that into account, The application has an emergency button. You press it and it plots the course to the nearest airport your in glide range of. He designed it to take as little of the pilots bandwidth as possible. You do not have to fiddle with a bunch of settings like a Garmin. Then all you have to do is look outside while following the hoops down to the airport. I believe, the glide path it calculates purpose is to use up the right amount of energy so on approach your indicated air speed is appropriate for landing. This app is not appropriate for power loss on takeoff or low altitude. This is for power loss at cruise altitude.