Lucky for me, the wind very much obliges by changing to provide “great conditions for learning” most times I’m out! But seriously, Alicia’s running explanations made this a really useful video!
Halfway on strut as long as you are at TPE (Traffic Pattern Elevation) correct? I am an avid enthusiast but due to current ME cannot obtain AC/PPL. Thank you for entertaining us, love flying so much...
Would have thought to have some discussion as to Why less flaps for gusts (and for that matter, with crosswinds). Also would have expected discussion of crab and kick out in one pass and side slip in the other pass. Nice hitting the concern for an overshooting approach, however.
Alicia made a common error, I think. On final, with the tail cam, you could see her tipping left aileron and then taking out the aileron. The plane would drift to the right, and she would re-add left aileron. MUCH better would be to add a smaller amount, the correct amount, of left aileron and leave it in right to the end. Then either kick it out, or land with the upwind wheel depending on technique. But in and out with the left aileron is mistake...
@@jimallen8186 , Great points, Jim! There were many comments about the wind from the left. Without having been there, I would have thought there would be at least some left aileron the entire time. And on the second landing, there IS almost constant left aileron all the way to landing. And sill the landing was left of center line. If you are going to do wing low and not crab for a cross wind, the wing should be at least a bit low all the way to the upwind landing gear touching first. Well, so I think... 🙂
@@KateProctor-oe1rw I commented elsewhere in this video, agree she could probably have discussed the crosswind aspect better while perhaps showing a crab and kick out on one pass with a side slip on the other and discussed landing upwind wheel first. I’d have to watch again, was off center with drift or just off center? Meaning was she blown before or during landing? Though, yes, peeps do have tendencies to let off the AOB in round out. And that is a problem to address.
Half way up the strut in a crosswind doesn’t necessarily put you within a comfortable gliding distance of the airport. Upwind from the airport may put you too close - leading to a tight turn to final. Downwind from the airport could put you short of the airport. In either case, stall/spin exposure increases.
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](http://i.ytimg.com/vi/YCcRidKWIqY/mqdefault.jpg)
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](/img/tr.png)
Thanks for taking us along, Alicia!
Always fun to fly and learn from a knowledgable instructor…!
Go Alicia!
Lucky for me, the wind very much obliges by changing to provide “great conditions for learning” most times I’m out! But seriously, Alicia’s running explanations made this a really useful video!
Nice. Very good narrative throughout the exercise. We all need more crosswind practice.
Great video. I would love to see more of them.
Halfway on strut as long as you are at TPE (Traffic Pattern Elevation) correct?
I am an avid enthusiast but due to current ME cannot obtain AC/PPL.
Thank you for entertaining us, love flying so much...
"It'll be fun" she said. Quoting my CFI on a windy day. Still learning, a couple of years later.
Would love to see what AOA would have indicated in the gusts, and if would have even been usable...
Great job….student pilot here! Greetings from KOKC
Would have thought to have some discussion as to Why less flaps for gusts (and for that matter, with crosswinds). Also would have expected discussion of crab and kick out in one pass and side slip in the other pass. Nice hitting the concern for an overshooting approach, however.
Great video with awesome information! Just curious, what were the wind conditions?
Alicia made a common error, I think. On final, with the tail cam, you could see her tipping left aileron and then taking out the aileron. The plane would drift to the right, and she would re-add left aileron. MUCH better would be to add a smaller amount, the correct amount, of left aileron and leave it in right to the end. Then either kick it out, or land with the upwind wheel depending on technique. But in and out with the left aileron is mistake...
Generally I’d agree were this strictly crosswind but what about the gusts? Could it be aileron in and out attempting to match the gusts?
@@jimallen8186 , Great points, Jim! There were many comments about the wind from the left. Without having been there, I would have thought there would be at least some left aileron the entire time. And on the second landing, there IS almost constant left aileron all the way to landing. And sill the landing was left of center line. If you are going to do wing low and not crab for a cross wind, the wing should be at least a bit low all the way to the upwind landing gear touching first. Well, so I think... 🙂
@@KateProctor-oe1rw I commented elsewhere in this video, agree she could probably have discussed the crosswind aspect better while perhaps showing a crab and kick out on one pass with a side slip on the other and discussed landing upwind wheel first. I’d have to watch again, was off center with drift or just off center? Meaning was she blown before or during landing? Though, yes, peeps do have tendencies to let off the AOB in round out. And that is a problem to address.
Generally good video, but on your second approach you're operating with the flaps extended outside the white arc, way too fast! Don't be a test pilot!
For the 172R and S, it's 110 kts for the first 10 degrees of flaps. Under 85 (as indicated by the white arc) for 20 and full flaps.
Too fast, not on the centerline twice. Need more practice. Too much teaching going on; info overload for a student pilot.
Way too fast way too flat. Try that with a Mooney. You will be able to that. Just once. 😂
Half way up the strut in a crosswind doesn’t necessarily put you within a comfortable gliding distance of the airport. Upwind from the airport may put you too close - leading to a tight turn to final. Downwind from the airport could put you short of the airport. In either case, stall/spin exposure increases.