Well done Andy. I'm at the same stage in my flying. That last few seconds before landing is the hardest part and is over so quickly. I'm doing circuits this Friday and am hoping to nail it. Thanks for the video.
Good luck and thanks for the comment. I love landing the plane, it’s so much fun. Still takes so much concentration but I feel it getting a little better/easier with every one.
I'm trying to do this now and I'm not doing well. Today is make or break day as I'm doing two hours of circuits. If I can't land smoothly by the end of it I think I may have to give up flying.
Cracking video and flying, great instructor too, very calm. An odd question, where did you guys get your flying gloves please (are the leather?)? Thanks👍😊
So you didnt cut the power as you crossed the threshold, but instead waited until you were levelled over the runway and then cut the power, and kept the nose up as long as possible?
Yeah I mean, depends on how youre getting on but usually cut the power around the flare, pull back as long as possible. As the plane slows down to stall speed you want to keep pulling back and back. Eventually she'll just give up and hit the deck as she stalls.
@@Ljw-low-ljw Weather is a killer. I havent flown since before xmas. Patience is the name of the game in the UK unfortunately. Where are you learning? Good luck, hope you find the vids useful
No final approach checklist ( GUMP) not using “the point on the ground that isn’t moving” as the landing aim point. Not using pitch for speed and power for flight path. Great patter but let the student do the flying ( student was clearly overloaded since he just kept saying yes) This is training for the test and not teaching the student to be fully involved in the task. Pathway to lots of bad habits that will be hard to break.
At this point in my training Im not sure whether what youre saying is entirely valid BUT i do appreciate you taking the time to watch the video and commetn.
The most important of my comments is looking for the point on the ground on your approach path that is just getting bigger as you make your final approach (not moving up or down in your field of view) because that is where you are going to end up landing. Adjust that point to be where you want it to be by adding power or sideslipping. With some practice and experience you will learn to fly a flight path that just needs a small amount of power to get it right and no sideslip. As you get close to the ground bring your vision up to the horizon, hold the wings level and just keep bringing the nose up to keep it flying and the landing will take care of itself. Where you are looking is the key to making a good landing in the right place. Another good recommendation is to fly a continuous turn from downwind to final ( no square pattern) to reduce the risk of low altitude stall spin accident.
@@keithturner3859 ah ok understood. TBF my landings had got a lot better after this video. And my instructor was drilling into me the sort of transition between aiming point and then flare/looking at the end of the runway before stick back. When would stall spin occur on the square pattern, base to final?
The classic scenario for stall/spin from a “square” pattern is overshooting the turn from base to final, tightening up the turn; not flying a coordinated turn (slipping or skidding) and entering an accelerated stall with yaw. This results in a low altitude spin which is most often fatal. Making a continuous low bank angle turn from downwind to final allow small incremental changes in bank angle to arrive at the final approach course and a good set up for a transition to a stabilized approach. A good landing is all about making a stabilized approach as a prerequisite. Look at the path that carrier pilots (there are many TH-cam videos to watch of US carrier pilots) and competition glider pilots fly (although glider pilots fly a continuous turn to final with a more elliptical flight path to never loose sight of the landing site as well). Developing and honing the skills for making a good approach and landing is not only about making it /you look competent and professional, it provides a safety margin that may save your life. Look up On Speed.org for more discussion and importance of Angle of Attack.
Oh my God. Any good instructor knows trying to teach while a student is concentrating on flying the aircraft is a waste of time. He is demonstrating how not to do it almost to the point of being a bully. As an airline pilot with 25k hours, I have had a few bad ones but this guy is ridiculous.
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I’ve been flying for 18 years and over 10 on a C42. But still love to watch this. What a fantastic instructor.
Wow, how many hours have you racked up now? Whats been your best experience in the C42?
Well done Andy. I'm at the same stage in my flying. That last few seconds before landing is the hardest part and is over so quickly. I'm doing circuits this Friday and am hoping to nail it. Thanks for the video.
Good luck and thanks for the comment. I love landing the plane, it’s so much fun. Still takes so much concentration but I feel it getting a little better/easier with every one.
Good instructor
Yes he definitely is. Piece by piece hes getting me there
YES, keep Nose up. good landing. 👍👍😎😎sub from Peter Germany EDFB
Thank you for watching! Appreciate it
Well done, I’m 5 hours in, had a proper bumpy flight after take off today, almost shat myself but my instructor said well done.
haha. yeah theres more of that to come. stick with it, the glory of flying solo is like nothing else. Another few hours and you'll be there.
@@FlyingAndy blowing half my wages every month on it 😂.
@@1oneill2 hahahah. yes. yes we;ve all been there. Its shockingly addictive Ill tell you that much. Great fun though
I'm trying to do this now and I'm not doing well. Today is make or break day as I'm doing two hours of circuits. If I can't land smoothly by the end of it I think I may have to give up flying.
how did it go? Stick with it. You'll get there. Its deliberate practice & small tweaks each time. hope you mastered it
Better give up, you are not capable
Cracking video and flying, great instructor too, very calm.
An odd question, where did you guys get your flying gloves please (are the leather?)? Thanks👍😊
www.amazon.co.uk/gp/product/B01LXT23JD/ref=ppx_yo_dt_b_search_asin_image?ie=UTF8&psc=1
Get a size a little bit tighter then you usually would though, you need full finger dexterity
So you didnt cut the power as you crossed the threshold, but instead waited until you were levelled over the runway and then cut the power, and kept the nose up as long as possible?
Yeah I mean, depends on how youre getting on but usually cut the power around the flare, pull back as long as possible. As the plane slows down to stall speed you want to keep pulling back and back. Eventually she'll just give up and hit the deck as she stalls.
@@FlyingAndy thanks! I’m just starting out on the C42, 5 hours in. If the weather ever lets up I’ll hopefully get to 6 hours one day ;)
@@Ljw-low-ljw Weather is a killer. I havent flown since before xmas. Patience is the name of the game in the UK unfortunately. Where are you learning? Good luck, hope you find the vids useful
@@FlyingAndy absolutely. And yes the vids are really helpful - thanks for the great content. I’m learning with Somerset microlights out of Dunkeswell.
No final approach checklist ( GUMP) not using “the point on the ground that isn’t moving” as the landing aim point. Not using pitch for speed and power for flight path. Great patter but let the student do the flying ( student was clearly overloaded since he just kept saying yes) This is training for the test and not teaching the student to be fully involved in the task. Pathway to lots of bad habits that will be hard to break.
At this point in my training Im not sure whether what youre saying is entirely valid BUT i do appreciate you taking the time to watch the video and commetn.
The most important of my comments is looking for the point on the ground on your approach path that is just getting bigger as you make your final approach (not moving up or down in your field of view) because that is where you are going to end up landing. Adjust that point to be where you want it to be by adding power or sideslipping. With some practice and experience you will learn to fly a flight path that just needs a small amount of power to get it right and no sideslip. As you get close to the ground bring your vision up to the horizon, hold the wings level and just keep bringing the nose up to keep it flying and the landing will take care of itself. Where you are looking is the key to making a good landing in the right place. Another good recommendation is to fly a continuous turn from downwind to final ( no square pattern) to reduce the risk of low altitude stall spin accident.
@@keithturner3859 ah ok understood. TBF my landings had got a lot better after this video. And my instructor was drilling into me the sort of transition between aiming point and then flare/looking at the end of the runway before stick back. When would stall spin occur on the square pattern, base to final?
The classic scenario for stall/spin from a “square” pattern is overshooting the turn from base to final, tightening up the turn; not flying a coordinated turn (slipping or skidding) and entering an accelerated stall with yaw. This results in a low altitude spin which is most often fatal. Making a continuous low bank angle turn from downwind to final allow small incremental changes in bank angle to arrive at the final approach course and a good set up for a transition to a stabilized approach. A good landing is all about making a stabilized approach as a prerequisite. Look at the path that carrier pilots (there are many TH-cam videos to watch of US carrier pilots) and competition glider pilots fly (although glider pilots fly a continuous turn to final with a more elliptical flight path to never loose sight of the landing site as well). Developing and honing the skills for making a good approach and landing is not only about making it /you look competent and professional, it provides a safety margin that may save your life. Look up On Speed.org for more discussion and importance of Angle of Attack.
Oh my God. Any good instructor knows trying to teach while a student is concentrating on flying the aircraft is a waste of time. He is demonstrating how not to do it almost to the point of being a bully.
As an airline pilot with 25k hours, I have had a few bad ones but this guy is ridiculous.