This ONE THING Will Fix Your Landings!
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- เผยแพร่เมื่อ 29 ก.ย. 2024
- When should I start the Flare? This video explains the landing flare in extreme detail. If you watch this video and follow this method on how to flare, you will notice a big improvement in your landings!
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This video and theory on aim point/reference point has completely changed my landings from complete garbage to “pretty darn good”!! Thanks for sharing it!!
Thank you so much! I’m so glad I could help!
I am not questioning your methodology - works for you, but have been flying for over 42 years and have thrown the term "flare" out of the vocabulary for all students. Many CFIs fail to teach a student why they learn slow flight. The primary reason for slow flight is to land. Once over the numbers transition to slow flight and hold the plane off as long as possible. Landing for the student that learns this will make better landings very early in training. If I have a student or doing review and pilot is having trouble landing - have them slow flight down a long runway and they will immediately make better landings.
You are right, this method does work, but the reason I teach this way is so the students learn to control where they touch down.
As a pilot in Australia I agree completely. Bleed bleed bleed and keep the flying happening on the numbers. POH and numbers are king.
Best method I have ever seen!
So true but in slow flight a student is told to add power and use right rudder to maintain altitude. Now you are showing slow flight without power? To a newby, it’s confusing. The two worst things ever done to ruin proper control was when they disconnected the rudder and ailerons that where synched together when the Wright Bros flew and the invention of the tricycle gear aircraft for trainers.
@@aviatortrucker6198 Doing slow flight the length of a long runway provides the combination of power, aileron and rudder control that usually takes dozens of landings to learn. If the student touches down - fine- just have him add a little power and he is flying again - learning the controls and feel at the very edge of flight. I always have them fly a runway of at least 5000 ft and at the end apply power for a go-around. I have used this technique for over 40 years. I cannot claim authorship as my Dad learned this technique in the Army Air Corp and passed it on to me.
10:07
Hey man, I just got my private pilot certificate and used a ton of your videos to prepare throughout the process. You have an awesome channel! Thanks so much!
Awesome! Congrats on getting your wings! And you’re welcome! Glad I could be a part of your journey
Congratulations man!
Years ago, I had a lot of practice on a strip that was 50' wide. Then, my instructor had me do a night landing without lights at a former military airport with a 150' width runway. I was beginning my flare when the instructor turned on the landing lights. He was familiar with that airport and I wasn't. He could see that I was 3 times higher than I wanted to be. Perspective can be a bitch when you are in unfamiliar territory.
Lol. That’s a great story! It’s amazing how much runway illusions can change things
The narrow runway is one of the first optical illusions taught in ground school. The instructor could have questioned you about that to check your recall prior to the approach, but he chose the other instructional technique to let you learn from your mistake - what we call a "significant emotional event" that you'll never forget. Good scenario & thanks for sharing.
I got nailed by this in reverse on my first night cross country. The runway was half the with and half the length. We SLAMMED onto the runway 😅 I now pay VERY close attention to runway size during flight planning.
When I got my tailwheel endorsment 30 years ago, I learned the importance on "impriniting" the look of the aircraft just before take off.
If you are going to 3 point a taildrager you need to replicate that attitude as you land.
PS: it works for all aircraft, just allow a little more nose attitude for a tricycle undercarridge.
By the way, at 70 years of age, my peripheral vision is just fine!
I did a BFR today, 4 x squeaky landings dead on center.
Don't "dis" us old guys!
That’s an excellent tip. I may start using that. Thanks!
Great tips. I'm qualified for solo the next day after watching this video. Big thanks.
Excellent! Thanks for this comment! I that means a lot!
Congratulations
Too complicated and verbose.
When do I roundout? Use the runway expansion effect. Ron Machado has a video that explains this simple technique:
th-cam.com/video/9JfoZERqM7Q/w-d-xo.html&ab_channel=RodMachado
I'll give this a go on my next practice flight. The accuracy part of the short field and poweroff 180 are my biggest concern for the checkride.
Yeah, let me know how it goes. That’s a 100% fact
Only (for now) a sim pilot, but watched this video this morning, and in the afternoon, did my best landing so far. The "switch" concept made an enormous difference, thanks for explaining!
Awesome! You’re welcome!
I have 20 hours now coming up on my solo I’m scared to death about the landing been trying to get over the fear of it lol. This helped understand in a different way I’m going to start this today !
Awesome! Let me know how this works for you!
Good teaching effort, but not for beginners. Head spins after 10 minutes.
Sorry about that. I appreciate the feedback
@@FreePilotTraining
Yes - one of the issues is simply vocabulary. For the beginner there's a lot of new words that we go straight into "life and death" landing application.
If I get ambitious I'll make a list of the new words and "words/concepts to watch out for". Once I learn the vocabulary I can come and "put it all together" in this video.
You stated “your peripheral vision gets worse as you get older.” Absolutely not correct. My credentials- CFI/CFII, MD-(board certified eye surgeon), former USAF Flight Surgeon and Night Vision instructor.
Thanks for your input
I'd suggest that processing information from peripheral vision is a skill that must be developed and maintained, especially as we age. Older pilots must fly often (performing landings anyways) to maintain that ability. Perhaps the issue is neurological pathway degredation rather than photoreceptors. Your thoughts?
Great Video. Really love what you do and your content. Couple discussion points from one CFI to another:
3 degree glide slope - I really like that you bring up the fact that we, as instructors, tend to teach "look down the runway" and to use peripherals, however, we forget that's tough for a new student trying to learn to land as they don't know what those visual ques are. The only thing I am not over keen on is the whole "3 degree glide slope" idea. Hear me out; take a new pilot out, learning to land, and tell them to fly a 3 degree glide slope. I promise you that they will rarely fly exactly 3 degrees. The reason I say this is because I took a bunch of airline and GA pilots out to test this theory and not one person flew exactly 3 degrees. Everyone's perception of that is a little different, especially when you don't have an ILS or LPV set up. Okay, we can do some math and figure it out, ground speed X 5. Tell a new student to do that calculation while in the circuit or on approach, see how quickly you become unstable. Lol. You know exactly what I mean hahaha. CFI - "do a ground speed check" student - eyes fixed in lap, spiral dive ensues. hahaha. My second point on this, and this is strictly personal preference, is that at any point in the circuit, you should be able to land on your intended runway. If you are on a 3 degree glideslope, you wont make the runway should you have an engine failure base to final . Just food for thought.
Love the idea of teaching an aimpoint right away from day one. Great point!
The cowling under the horizon is great, works as a great visual cue and I find that students tend to "get it".
Not sure if I missed it, however sometimes raising the seat a little on some students fixes a lot of this as well. Not sure if you have tried that, however, worth a shot if someone is really struggling.
Keep up the fantastic work!
Great points! I appreciate your comment! I could definitely see your point in the 3 degree glideslope, I just like to give them something to shoot for. I almost mentioned the seat height adjustment. I wish I would’ve. I didn’t do that because my airplane doesn’t have a seat height adjustment
@@FreePilotTraining Honestly, I like the aircraft better that the seats dont move for the same reason, its the same every single time you get into the aircraft. Our Diamond aircraft are like that. Mint. As you know as an instructor, theres no one rule that fits all! Just another tool in our toolbelt. Keep up the content! Great work!
3.0 deg is actually the minimum angle for approach design in the USA without a special justification and approval process. (Around 6 or 6.5 from memory is the normal upper bound for approach design, but there are a few that justified going over that.)
A lot of glideslopes around here are set about 4 degrees due to trees, mountains and some buildings, it's a little hard to tell while a mile out, but it makes enough difference in the round out to be noticed. I watch a lot of this type of video and always feel like they are dragging it in super low.
I've always found the need to keep the pattern within glide distance of the runway a bit unfounded. Most of any flight is not within glide of a runway, the final 3 minutes isn't a significant difference. Especially in busy areas, because the other folks in the pattern will for an extended down wind anyway. It would be much better to put that concern into reviewing maintenance work, doing a good preflight inspection, and maybe studying the mechanics and physics of the engine beyond urban legends and the cartoons in the PHAK so the engine just doesn't stop in the first place.
Thirty five years ago I flew a long cross country with my instructor. I was the PIC. We knew the return flight would be around 10:30pm. When we arrived back at our home airport it was pitch black with zero moonlight. I clicked the mic five times to turn on the runway lights. After extending the landing gear I switched on the aircraft’s runway light. It did not come on. The runway was a dark black bottomless pit. I drew a line in my mind between the runway lights and used it as the runway surface. I flared and touched down with a slight bounce but my anxiety piqued and drained within a few seconds that seemed like hours. Anyway, landing on an invisible runway can be done but I feel a little luck may be involved.
That’s a great point! Crazy story! I’ve had a similar experience, and it wasn’t the smoothest landing, but I walked away from it! lol
I in nb
5:39 I really was freaked out OMG 😂 thank you for your awesome video!!! I am practicing my landing, this video helps me so much! Like the title in this video, actually there are so many important things she didn’t teach me.
😂 you’re welcome! Glad you found this helpful!
Holy shit.
No wonder students can't learn to land. The instructor can't land either. This guy is teaching control mechanics / manipulation NOT feel of the air/airplane. My instructors in the 1960s would slap him across the head. 😱😱😱 JMO. CP for 54 years.
If you'll teach proper trim, back pressure, and control feel, you'll be able to grease every landing in almost everything. Feel the air, not manipulation.
How do you learn feel if you don’t know when to make the right control inputs? You don’t…. That’s why every student struggles. My students don’t
@@FreePilotTraining without struggle, there is no learning.
That jump scare at 5:40 really got me 😂
Lol
Lol, many times i had zero throttle long time ago even before i get to the runaway. EDIT: virtual flying coming from too high so engine was not needed most of the time.
It’s a well produced piece but really complicates things to the point of being counterproductive. ~~MZeroA covers it really well.
I would enjoy this but with a pinch of salt.
If a stabalized approach is TRULY established, which is to say, that trim forces are ZERO, then ground cushion & throttle only slightly reduced is all that's needed to land. Further increase (flare) in angle of attack will not be required.
Thanks for the comment. You are correct. However, I still teach “the flare” because in order to freeze the nose of the aircraft in a landing attitude, it requires slowly increasing backstick pressure exactly like a flare on a large aircraft. That seems to keep my students from dropping the nose too early.
Your technique did help me pass my ppl checkride today! I was having difficulty with my landings and your video helped me fix my landings! Much appreciate it!
That’s so awesome! I really appreciate this comment
Is it very expensive to get a license. Is training very expensive? Also at 32 is it to late to eventually work up to a career in aviation?
I have the same glasses! They’re prescription with the magnetic clip on sunglass part tho. I love my flying eyes
That’s awesome! They’re great
Thanks for this - the part between 8:00-16:00 is what I was looking for - gives me a slight more methodical way too approach my landing technique.
You’re welcome! Thanks for watching
No need to do the big math. lock it in your windshield on the approach, and transition to flare when things get bigger on the sides looking to the opposite thresh.
That’s definitely an option
For a beginner or student pilot, this is byfar the most confusing and complicated approach to a simple landing.
I appreciate the feedback. The point was not to be complicated but to simply make the point that you can flare based on your distance remaining from an aimpoint.
@FreePilotTraining this has actually helped me tremoundously! I needed it broke down like this because no other instructor would actually explain it! I feel like I was always just told to look down the runway and nothing more thank you for explaining!
Nice, i will be needing to watch this video over and over soon, i mentioned in my previous comment i had a discover flight, well today (monday 4th july 2022) i passed my class 2 medical, so im gonna be booking ppl lessons tomorrow :) keep up the good work, great channel
ill remember that, crack, shift, idle, flare
ill let you know if this helps in a pa28, also ill let you know if my instructor comes up with anything similar for landing
Thank you! I’m stoked for you! You are gonna love it! It’s a lot of work, but it’s worth it! Good luck!
@@FreePilotTraining thanks man, i know im gonna love it, aviation picked me, i didnt pick aviation, its been following me around giving me subtle hints for years, like a shy stalker 😂
A wonderful video-but the TRIG - a bit confusing
Sorry about that. The point was just that you can use the distance from your aimpoint to determine your height
Thank you very much. Great video. That's a very cool visualisation technique.
This of course works great in the US with all your big asphalt and concrete runways.
These are often lacking in Europe. Many people here - myself included - learned on small fields, many with short grass runways (in my case about 2000ft long at slightly over 2000ft elevation). The shortest in my area is a 1200ft asphalt runway at 1500 ft.
On grass there are no markings, no bars, no threshold, sometimes not even plastic runway markers and no room to let the plane float down on its own when you come in high.
Could you make a video how to learn a good final, roundout, flare and touch down in those conditions?
Thanks very much 😊
Thanks! I’ll think about how I could tackle that
As a Student near to solo this video is a HUGE help, judging height is THE issue for me. SO thank you @Free Pilot Training 👍👍👍 And, Although good, massive hours pilots can nail this they are not necessarily the best instructors 😉 - you are a great teacher/instructor.
Awesome! So glad this helped you Mark! Yes, my PPL experience was very similar. There was a lot of “There’s the runway, head down there and land,” but not a lot of “how to”
Doing my 1st solo this week too! Having problems with the height and the flare😢
This guy is just amazing … best instructor ever … thank you so much … greetings from spain
Thank you so much! I bet the flying over there is awesome!
Diddy’s are the secret to U.S. military greatness… We all learn to do things the same way and begin with saying things out loud while repeating the actions until they become second nature. To be honest, most of us still repeat them decades later 😂😂😂
Crack - Shift - Idle - Flare
I will remember that one
Lol so true! Thanks for the comment
Why haven't they included technology to assist you with landing, I know they have Garmin Emergency landing....
Not sure. I’m sure there’s something out there
Good lord this is so helpful. The biggest issue I had was that it always felt like I was guessing how high I was from the ground. Knowing that the lines are 120+80ft apart is huge
Awesome! I’m so glad you found this helpful
Is this a technique that I would be able to do in a Piper Archer…? My landings are decent but I am definitely having some trouble with my timing as to when to flare… Which ofcourse can make the landings harder than need be….
Yes. It will work in the Archer. Try it and let me know what you think
Every instructor I had told me to look at the end of the runway. My landings sucks. One day I decided to stop listing the instructor and follow my instincts. When I stop looking at the end of the runway, I started making really smooth landings. I still dont know why. I just look directly in front of the plane.
Lol, yeah. I could take or leave the end of the runway thing. I typically look just ahead of the airplane to see where I’m going to land and to align the nose. I’ve just noticed that it does usually help to tell students to look at the end of the runway
Good points but too long and rambling.
I appreciate the feedback
My math comes out to 336 feet from strip to strip. Not 320. 128*2 = 256, 256 + 80 = 336ft.
I used an app
Do I need the m performance exhaust? I just wanna do the downpipe and tune on my x5 but it’s base no m package
It does help. I don’t know how much HP it would add though
So when you flare you keep the yoke at a place, you just hold it in one place right? you cannot keep pulling it back then you ballon?
Try this video. I explain that in here: th-cam.com/video/KXoz7EyWpog/w-d-xo.htmlsi=h1X75iG_a7M5arB4
So 300 feet before aiming point you roundout and then expect to land about 200ft from the aiming point?
Yep, that’s the way I do it
Huh.. My CFI tells me to use the line where the grass meets the runway as my aimpoint. :/
That’s what I do
Perch is at Abeam? Or 180? Air Force speak is confusing.
Abeam
This 💯 fixed my landings and I was able to solo last night! Landings were smooth with a slight chirp from the tire. Thanks!!!
Awesome! Thanks for letting me know!
@@FreePilotTraining I cannot tell you how appreciative I am, timing the flare and managing the energy crossing the threshold had been the only thing keeping me from solo and the way you broke it down it absolutely made sense.
What airport is this? I heard you saying "Bonita traffic" but I can't find an airport with that name.
Vinita H04
Nice video! May I know if i could use this method on a PA 28? as the archer iii will usually fall off quite instantly after the power is out. Appreciated
Yes you can. I’ve done it in a Cherokee and an Arrow. I like to wipe the power, but you can always use a slower power pull
@@FreePilotTraining thanks sir! Will definitely try it. Should I apply the same method on short field and flapeless landing? Or do u have any video about these? Cheers
5:38 That startled the fuck out of me
Lol sorry
A 172 does not want to land by design
the arrow for "Older" PIlots that is halarious haha. Does he re watch these?
😆 I do sometimes.
Many students are having trouble landing because they are taught to come in way too fast and too high. Back in the day we would always descend 350 to 400 feet per leg of the traffic pattern. When you turn final, you should be around 1.4 x VSO and 400 ft AGL. If using full flaps, slow to 1.3 x VSO over the threshold and slowly reduce power while transitioning to a take off attitude and hold it there. You should touch down a few knots above the stall. Note, sometimes you may need a couple of hundred RPM to remain in depending on the aircraft model to help with rudder and elevator authority. I understand the goal is to be doing a power off landing, but dead stick landing is a different technique and requires a little more airspeed on final. Here’s a spoiler, when I fly a lowing aircraft, I look at the leading edge of the wing to judge how high I am above the runway. Used to do that in a PT 26 open cockpit with goggles and a flying helmet on. With a high wing, you can quit glance at your landing gear.
Landing become a natural reflex. Use the end of the runway to line up. As you approach the threshold shift your eyes to the Lindbergh reference, (lower part of windshield), airspeed and attitude. I will flatten out with the instrument panel just above the pavement and let the airspeed bleed off. As the plane settles near stall, I raise the nose about 3 to 5 degrees up. My landings usually touch down without sound as my nose wheel remains above the pavement until there is no loner any elevator effectiveness left. Cross the threshold at 1.3 x VSO. You will never float or bounce.
This is very similar to what I talked about in the video
But you are floating while waiting for speed to bleed off and using pitch to increase drag to the point of stall.
Probably not a good idea to be that close to the runway with landing aircraft.
Yeah, I didn’t realize he was going to film so close
Lower level of crappy music would be helpful....
Thanks for the feedback. The music does go away after the first minute or so of the video
Thank you, you are better than my flight instructor.
Lol. Thanks!
well here's what I do .. for a perfect landing ..I mean PERFECT .. For the plane I fly the approach speed is 55 kts at an rpm of about 4000 giving 500 fpm descent rate ..the stall speed is 43 kts . Now I reckon 50 kts is the final "goldilocks speed" before touchdown... for a safe margin above the stall .. so in the training area I found that for 50kts level flight or 0 descent rate the rpm is 4700 rpm (Rotax) and for 500 fpm descent rate at 50kts the rpm is 4200 rpm ... Soooo .. I initially make my approach at 55kts at 500 fpm as per usual then at about 300' I adjust for 50kts at 500 fpm at 4200 rpm effectively flying the same slope to the same touchdown point then at near the touchdown target point I simply change the rpm to say 4400 rpm to give a nice descent rate of say 200 fpm and then KEEP 50 kts all the way NO FLARING .. ignore any 'ground rush ' . Now using this method you quickly realise that your descent rate is now so good and so controlled that you can play with the stall right on touchdown .. not even a ripple in the martini . believe me passengers are stunned . " how do you do that Dan ? " Well now you know ...This technique will work with any light aircraft ... give it a go .
Hope you’re still making new videos
I am! If you like this channel, you should also check out @adventuremen
Great video, one more question,when do you cut the power?
I cut the power when my spinner hits that roundout spot. In the video, with the “crack, shift, idle, flare technique, I basically cut the power as soon as I start shifting my aimpoint
Very good explanation, by the way I’m 56 and still have great peripheral vision I can tell when my copilot is picking his nose
Thank you! 😂 guess I can’t pick my nose if we fly together
@@FreePilotTraining the flight surgeon to the ageing pilot after a questionable vision test : “ when do you know when to start flaring?”
“When my copilot gasps”
What’s “round out “? Is it “leveling “?
I guess you could say that
Interesting take! As always, insightful, well delivered, and focused on the essence of the topic. I will say in this case, I was excited to see this so I could share it with a few friends that are training who are having trouble at the landing stage (understandably), but when I watched - despite being an interesting next level concept, I found it too cerebral and mental math-based to easily grasp. If I was thinking trig when I landed I would end up in a Walmart parking lot. Granted, I am not that smart. Truly appreciate your growing library of awesome.
Thank you so much!
Iam on bed ❤But by watching this video, I feel like I'm flying 22:17 with you, I learned a lot, thank you
I am still trying to fly my first solo. It’s been 20 hours but i still cant clean my landings. I hope that video will help me, thanks a lot.
Let me know if it does. I’ve got this video too you might like: th-cam.com/video/0N9rpjwSqiM/w-d-xo.htmlsi=PQtPLT_WFiYxinxc
I did it my friend. I cleared my first solo last week and your videos helped me a lot. Thank you, keep up with the good work and fly safe 🙏
Power controls altitude? Is that some kind of new physics? The maximum force that can come from a prop on a Skyhawk is about 500lbs. How is that going to oppose over 2000lbs of weight and control altitude? I don't think you understand how all of the forces are working while in flight.
You might want to take a look at the relationship between thrust and lift… that is why power controls altitude when you’re on the backside of the power curve. The airplane flying handbook explains this in detail
@@FreePilotTraining Could you give me a page/paragraph? Thanks.
@@FreePilotTraining Review of FAA Handbooks gives the following. As far as the regions of normal and reversed command, when speed is decreasing in the region of normal command, so is drag. When speed is decreasing in the region of reversed command, drag is increasing; thus speed and drag are moving in 'reversed' directions. Lift - at low speeds, a higher AOA is needed to balance lift and weight. A perfect example is your landing on the grass. On short final the power was reduced to idle - the flare and float (holding altitude just above the ground) is accomplished with a higher AOA. So basically all landings are proof that pitch holds and controls altitude down to the last knot of airspeed.
I'm not a pilot. However I'm a great driver on the road even though I'm now 80yo. The reason? I have not lost ANYTHING when it comes to peripheral vision but what is even more important is depth perception. Most males have good depth perception but the vast majority of females do not. My spouse had several accidents in her lifetime because she had no idea how far something was away & could not perceive closing speed because of that. Its interesting that you mentioned ground rush. One can even notice that differential between driving a sports car and a semi. Yep one day a sports car enthusiast was riding with me on a run and he asks how fast are you going? He thought I was doing about 50 when I was actually driving 65. Told him to look at the dashcam readout there. He was shocked.
Awesome video thanks and great sun glasses 😊
You’re welcome! Thanks for watching!
✈️ I always aimed for the dirt. And touched down at Runway End !
✈️ I sat about the same distance off the ground in my Ford Explorer as I did in the 172.
When it almost got to that same height I would start flare.
✈️ Sit on the Runway End after engine run up. Before take off. Take a few long looks all around and down the Runway.
This same height and look is what to flare for.
-just before this same height, start flare out.
now do it with 15kts xwind gusting to 20kts swinging 30⁰ 😊
Yeah, that definitely makes it more fun
Before you hit the ground
i failed trigonometry, so this sounds chinee to me
Lol
Sorry but you make this so confusing.
I appreciate the feedback
Please raise the volume up of your video
Thanks for the feedback
Muchas gracias, se ayuda a estudiantes de muchas partes saludos desde México capitan👌👍🏼
when you are fired upon with heat seekers
Lol.
Your system of using markings on the runway will not work on grass or emergency landing locations. I don't like it since it doesn't teach universal skills.
Yes. It will. I use it all the time on grass. I did it in this video right here: th-cam.com/video/-fRhVbseTx0/w-d-xo.html Quit being a troll, or I’ll ban you from commenting
@@FreePilotTraining I was referring to the measurements you made using the centerline stripes and the reference to the captain's bars in this video. That doesn't transfer to a grass runway, and I didn't see you make any references to those techniques on your grass landing. You made a perfect short-field landing on the grass using only the aiming point, which is a location that can be selected anywhere as needed. I think that's all you need to do on a paved runway also.
@@warren5699 o yeah, like I mentioned, this is something that can help students build that site picture in the beginning. Once they develop their “site picture,” they’ll be able to land using peripheral vision. That’s hard to do when you don’t know what cues to look for out the side of your window
Great teaching, but that dude was literally one step away from being a runway incursion on that last landing. Yikes.
Thanks! Yeah, I didn’t realize he was so close until after the fact. It’s amazing how difficult people are to see until you’re really close
Keep that in mind with regard to deer 🦌. They are approximately the same size as a person and can easily wander onto a runway. If there is only one of them out there it can be extremely difficult to see it.
@@ericc8790 that is a fact. I was getting my tailwheel endorsement and there was a deer on the runway. I didn’t see him until I was about 50 feet from the runway, and he was literally right in front of me
uhoh i didnt hear clear prop at the beginning
Lol. I probably edited that out for the sake of time, but what regulation dictates us to say that? 🤔
This is how I learned: Freeze the runway in the windshield and freeze the airspeed. When you get close to the runway, power to idle and let her glide down. As you get a bit closer, take out half (or a little bit of your nose down angle) and hold it. As you get closer, go to level flight and hold it. If it's not sinking, hold it. If it is, start bringing your nose up and hold it. How much nose up you have is proportionate to how much the airplane sinks. Let the airplane land itself.
Also: I should point this out: the way you moved the airplane when you said "power for altitude" didn't look accurate. When you add power, you're adding energy. The nose pitches up a bit in most airplanes. It won't arrest the descent rate with the nose at the same angle. How do I know this? Because I've flown pushers before. You add power on those and the planes descent rate will NOT arrest. Instead, the airspeed will actually go up, because the airplane is pitching down slightly or even not at all. When you reduce power, the nose will actually pitch up and your airspeed will decrease. But your descent rate won't actually start going down until it either stalls, settles or you manually put the nose there. (Really watch out for that if you're ever in a pusher.)
Other than that though this is an interesting method!
Agreed, you definitely have to keep an eye out for what the nose of the plane is doing. I’m very conscious about where my nose is pointed, but I definitely should have mentioned this more. Thanks for the comment!
How hilarious when this guy says aim for 191 ft (not 200, not 190, but exactly 191 ft)
You can’t do that? Lol. The goal is to give students numbers to shoot for
Excellent deep dive here! I appreciate the objective outside references as it reminds me of using "touch points" with archery or marksmanship. I'm going to put this into practice over the next few weeks and see if I can't dial in my landings.
Thanks! Yeah, let me know if it helps you!
How do I know when I am 192 feet from my touchdown point?
Well, a stripe is 120 feet and space is 80, so you’re about 192 feet when your Cessna is 1/3 of the way past the beginning of your stripe.
@@FreePilotTraining Was that mentioned in the video?
When doing the pilot training can I use a twin-engine about 250 horsepower four-seater with the landing gears or does it have to be a regular two-seater oneprop airplane?
WOW! Saw this vid a couple of weeks ago and have practiced it nonstop on my flight simulator and after eight months of not flying in a real Cessna 172 I applied it yesterday to my lesson with spectacular results!
My CFI was impressed so I sent him the lesson as it gave me a much more consistent perspective on where I was in relationship to the ground! I have friends in grand Lakes we visit and next time would love to come and meet you if you are around!
This is awesome! I’m so glad this video helped you! That was my goal! Shoot my Free Pilot Training FB page a PM next time you think you’ll be in the area, and if I’m around we can meet up. That would be fun! Thanks for sharing the video. Hopefully it can help other people like you as well
@@FreePilotTraining I would love it! We are in the Wine Biz and will bring some out😀
Keep up the good work 🙏
I finished flying because it got too expensive. I didn't know all this back 48 years ago but all my landings were very good just using what the instructor said. I took off one fine day with about 30 flying hours and went up 5000ft to do a spin. I was up with a friend hours before. He asked if I'd liked to go and of course, you can't say no to such thing as a free flight. He did several spins and let me do one from the right seat. So...I had the confidence to do this that day without the instructor's permission.
During the second spin a loud noise echoed thoughout the fuselage and I quickly looked at my speed but that was within range. I finished the 3rd spin and returned to level flight and normal cruise speed but the noise didn't stop. I called Control Tower, told him my problem and asked for a straight-in approach. The noise was so loud I couldn't make out his instructions so I was forced to keep an eye on traffice and proceed with my request.
I thought I'd be nervous but...made another good landing. The instructor made the comment that maybe the end of the seatbelt was outside the the door. He didn't ask and I didn't tell him but I suspect he knew and I knew he was quite right. Good thing to check. Another wise check is that the seat is locked in position.
To all the students pilots. Have a good and safe flight and keep a cool head. Over and out.
Unfortunately it’s expensive. It’s worth it though
Any possibility of you making a video on landing techniques for no wind situations? I do decent in HW's but no winds screw me up. Thanks and love the videos, really helps me not only learn but understand the why's behind things.
Absolutely! Have you seen these 2 videos yet? th-cam.com/video/0N9rpjwSqiM/w-d-xo.htmlsi=wv8zeBjNH5c0Fe6o
th-cam.com/video/nM9QWV8WEiM/w-d-xo.htmlsi=tUd-FI9xB5w8Rle2
Flare is the easy part; finding the runway is the hard part...
Recently I decided to get back into flying after a break of a couple years. During the flight review, most went well but was having some issues with landings. Watched all your landing videos, especially this one, and determined that my main issue was too much back pressure at the round out. I was basically doing the round out and flare at the same time. Once I got this figured out the landings became more successful. Thanks a lot, you are now my go to source of flying information and airmanship.
Awesome! You’re welcome! I love getting comments like this. They let me know that this content is helpful!
Love the video, just one thing, usally patterns on (GA airports ) are at ~5K ft from runway and at 600ft AAL (final). That makes it 6deg glideslope, for 3deg you need 12K ft that makes it very long final.
You’re the first person I’ve heard say that. I tell my students halfway down, halfway around
Use your trim
This video itself has almost perfected my landings. Also with Ralph Machado’s video of Runway Expansion Effect. Disabled USAF, so can only fly via FSFS and HOTAS. Thanks. Tom
That’s so awesome! Thanks for letting me know that this video helped you!
Im over at 2K9. N18155. What go pros are you using? And how are you hetting your audio to record? I ha e a Sigtronics 2 box with an Aux out.
That’s awesome! I’ve actually never flown into there. I need to check it out. I originally bought this cable www.mypilotstore.com/MyPilotStore/sep/11806?gclid=Cj0KCQiAorKfBhC0ARIsAHDzsltAJp_vB3bTzYrE8OOpHFbu47XoVnRdiSyTV3Xn_2ds_0nmIL113YkaAgGLEALw_wcB to plug in directly to my GoPros, but GoPros really like to overheat in the cockpit. A few months ago, I bought this audio recording device www.amazon.com/Digital-Voice-Recorder-Lectures-Meetings/dp/B084KQMH6V/ref=mp_s_a_1_1_sspa?crid=1ZQG28ZIVD4AE&keywords=audio+recording+device&qid=1676466337&sprefix=audio+record%2Caps%2C211&sr=8-1-spons&psc=1&smid=AQ1GO4ZRYD98S&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUEzUzJLOVlXRkRLUlJCJmVuY3J5cHRlZElkPUEwODI5OTUzMlVUSE81WkJDMzEyUCZlbmNyeXB0ZWRBZElkPUEwMzQxMzQyMUZFMU5CQlhGSjk5MSZ3aWRnZXROYW1lPXNwX3Bob25lX3NlYXJjaF9hdGYmYWN0aW9uPWNsaWNrUmVkaXJlY3QmZG9Ob3RMb2dDbGljaz10cnVl and the main cord from the GoPro audio adapter plugs right into it and I haven’t had a single issue since. If a go pro overheats, I can use the rest of my cameras and I haven’t lost my audio rest of my cameras and I haven’t lost my audio
I learned how to flare flying RC jets. It's exactly the same principles, just a whole lot cheaper to learn before you go flying GA.
Very true! RCs do look fun
A video on how to make a simple task difficult. I have no experience with IFR and I never flew an aircraft that had a glide slope indicator. And, if it did have one, I would have paid it no attention -- too much of a distraction. My eyes are on the runaway -- not on the instruments.
As a student pilot I approached runways at many degrees of glide slope, including side-slipping -- and from no flaps to full flaps. I paid no attention to glide slope and still made good landings. To me, landings were about controlling altitude and the rate-of-decent using the throttle and the elevator -- glide slopes are for IFR pilots.
Watch videos of bush pilots making landings. I don't believe they are concerned with glide slopes -- accept for obstacle avoidance.
You never noticed those giant red lights beside the runway that bring you in on a 3 degree glide slope? That’s weird…. I guarantee your glideslope is more consistent than you realize. And bush pilots ARE concerned about glideslope, BUT if they’re trying to clear trees, their glideslope is steeper. Read the airplane flying handbook(produced by the FAA) it covers all of this in great detail. This video just gives new students a way to find that spot. And by the way, bush pilots are extremely concerned with aimpoint management which is what this method teaches you to use. If you can’t land on that “spot” that can mean life or death in the bush
Hey man, I failed my landing evaluation a few days. After watching your video and did a few flight with my instructor, it really improves my landing. Thank you and keep making great videos!
Awesome! Glad I could help! Thanks for the comment!
Thank you
Love your videos. I often share them with my students. Do you plan to be a lifelong CFI or pursue a different flying career?
Thanks Noah! That means a lot! I’m not sure. I really love teaching so I will probably always do it in some capacity. The channel has been doing really well, so I’m thinking about taking a step back from military flying and really focus on creating more content. That will come with more instruction videos like this and hopefully and instrument course at some point. I’m getting very close to completing the PPL course, then I’ll move on to the next phase.
I had a good friend who was a Navigator in the USAF and later became a pilot. He said the thing he liked most about piloting is that he could rely on sight picture and muscle memory in lieu of solving three-dimensional math problems. Plus, the satisfaction of making a good landing was inherently rewarding. 🤠😳🤓🧐🤨😊
So true! Once you develop a good feel for the airplane, you can definitely rely on that Vs rigid procedures. This just gives folks something to start from.
Awesome video man - thank you! Any advice on how I can get that stall horn going off every landing? I maintain centerline and I touch down pretty soft but I come in slightly fast it feels and I don’t ever hear the stall horn go off. Any feedback on that would be appreciated!
Thank you so much! To be honest, I wouldn’t be too concerned about trying to get the stall horn to sound if you’re making good landings, BUT if you feel like that’s what you need to do, try cutting the power a little earlier. This is going to cause you to have a faster sink rate which will mean you need to flare more aggressively. A more aggressive flare will typically sound the horn as you are usually at a higher angle of attack. Just BE CAREFUL if you’re doing this. If you flare high, you will definitely have a plopped in landing. AND don’t land short. 👍
Okay, so how do we know the reference point on a new airplane we fly for the first time? How do we judge when to flare on a grass strip without any markings? It comes down to feel again?
This video explains picking a reference point a little better. You can still do it on grass. There are often all kinds of discolored areas that work well as an aimpoint
You don't "start the flare" you just keep the plane flying parallel to runway and keep the nose wheel from touching the ground and the a/c at a position where it can't gain any lift till the plane stalls. That will turn out as a flare. A flare is not a conscious action, it just occurs when you do things right
That’s an interesting take. I definitely agree that “slow flight” just above the runway is another way to teach students “how to flare,” but where do you start this “unconscious action”? if you start it too high, you will have a plopped in landing. if you start too low, you could have a nose wheel landing. this is just another tool for students to find out where that is