3 Common Landing Errors, And How To Fix Them: Boldmethod Live
ฝัง
- เผยแพร่เมื่อ 28 ต.ค. 2019
- Learn more about our Landings course here: www.boldmethod.com/mtl/
Watch the IFR Live Stream here: bit.ly/2019-10-approach
What topic should we cover next time? Tell us here: www.boldmethod.com/blog/live/...
What are the most common landing errors, and how do you fix them? Tune in to find out!
MB0187ZKBYYW2LZ - ยานยนต์และพาหนะ
What I teach is:
*When you’re on final, come to agreement with your student with where the airplane is currently aiming at. I’ll say “what is your target aiming point, and where are we currently aiming?” Obviously, there are appropriate times where the 2 don’t match, such as adjusting your glidepath or adjusting approach speed or configuration.
*Have the student imagine there is a sharpie-drawn square on their windshield, about 1 inch in width/height, right where you agreed the airplane is currently aiming at. The point is, the aiming point on approach should remain at the same spot on the windshield.
*For what I teach, the round out begins at “the height of a tall person”. Basically, imagine Shaq is standing on the runway, and your goal is to begin your round out just as you’re beginning to buzz his head. It’s more like 10-15 ft from the pilot’s eye-level. Which is a little bit less than “hangar height”, as you like to teach. The steeper your glidepath, the higher your round out has to begin. The shallower you’re glidepath, the lower you have to begin your round out.
*I find students round out early a lot. I get them to get over this behavior by reminding them on short final “keep driving at the aiming point. Don’t stop driving to that point until the height of a person.”
*Right as you begin to round out, that simply means you are going to try to fly level for 2 or 4 seconds, and you’re going to be reducing power exactly at the moment you stop aiming at the aiming point (unless other conditions require you to reduce power or increase power). In order to fly level, you basically take that previously mentioned sharpie-square on the windscreen, and you aim for 5 stripes down the runway (1000ft down the runway). I hate that some CFIs teach “eyes down to the end of the runway”. Really? The same advice for landing on a 2000ft runway as a 10,000ft runway? I like to say “look 5 stripes down the runway, and if that’s too hard to think about, look half way down the runway, because the position of the half way point is such a small difference compared to 1000ft down the runway (in terms of perspective), especially as you get low to the ground, the half way point starts to merge with many other points down the runway. But really. 1000ft down the runway is the answer to where I look during the initial part of the round out.
*Continue flying the airplane 2-4 seconds, just 1-2 feet AGL, until there is a subtle indication that the airplane is beginning to sink. When the airplane starts to settle and sink, that’s the moment you do the “flare”, and in GA airplanes, the flare is more like a micro-flare. The sight picture of the flare (the landing sight picture) is only a tiny tiny pitch-up sight picture compared to the round out sight picture.
*For students who tend to make 3-point landings consistently, I challenge them to make the stall horn come on before touch down.
*Another thing is to always check that the throttle is at idle upon touchdown. Students get so used to landing at idle, that the times they land not completely at idle, they forget to set the power to idle after touch down. Checking that the power is at idle upon touchdown should be automatic and should happen immediately upon touchdown, because the power isn’t helping you anymore after touching down.
Thanks!
Thanks, this was very helpful.
I would like to hear more about flight planning. Especially non turbo aircraft around California/Nevada/Colorado/New Mexico. Just would like to see what experienced pilots would do to stay safe given the plane's limitations.
Thanks for the talk. The nose cam is ok. I would love be to see all the clips from belly and wing cams as well. Especially the "building height" section.
Thank you for the video.
Thanks! I can relate to everything in this video. I fly out of KCOS with 150 foot wide runways. I have a hard time seeing the runway fill vision. I notice it on most all of the runways away from here. I seem to do a better job on the narrow runways. I also have my choice of 3 different types of 172s. I notice the difference in each plane even of the same type. I really notice it if I don't get the same picture over the cowling from plane to plane. It is difficult but I know after watching this that I really need to get the same site picture no matter which plane. I am now going for my Instrument rating and my instructor is really hammering me on landings! Getting time in the air has been difficult this year!
Thanks again for the lesson!
I agree. I do better landings at small gravel and grass strips than on big paved runways. I think the gravel and grass also helps me judge the distance from the ground. My main problem is that I have a "propeller scare". I´m afraid to land nose wheel first, and therefore, I rather flare too high than too low when I am unsure. Practice, practice …
this is great! thanks!
Good lesson 👍
Very nice ! Thanks
Great video guys. Good tips.
In training, my instructor had me fly to a new airport I had never been to before to experience this first had. The new runway was twice the width i was use to landing on. On my first approach i did a go around because i attempted to land the plane with 200 ft. Of altitude left due to the runway width illusion.
I just experienced this in training on my last flight. crazy to think about how width of a runway will have an effect on your landing but it absolutely did...
Excellent, why you don’t make more videos?
I fly an ILS in a 172 at 100kts. Mainly to get out of the way for faster planes coming in. At DA I drop full flaps and power off. Seems to work out fine.
I cross the runway threshold five kts above the green arc with flaps down unless there’s more wind then I’ll be a little faster. My eyes are constantly down at the end of the runway and use your lower peripheral vision you’ll take the image of coming down a hill in a car and you’ll instinctively know where the bottom of the hill is and then you flatten out the aircraft to allow the energy to bleed off. Then as it starts to settle you slowly increase the back pressure until your wheels basically sit on the runway you can use the Limburg site to judge your directional control once your mange touchdown. The Lindburg site is the lower corner of your windshield on your door side.
@Boldmethod if you are on final and are getting ready to start seeing ground rush, right before that happens is it a good practice to glance at the electronic altimeter (if equipped) to help aid with making sure you start your flair at the correct time? Assuming you remember to double check the weather info and update the alt setting
No there’s no time for that finish your coffee also lol . focus on ground height from the corner of your eye and runway expansions from your view of course stay centered . see I learned something here 👍
Doesn’t the temperature have something to do with ground effect and floating to because in hot humid air vs cold winter air?
On your first slide, for a correct representation of AOA. AOA Orange line should extend from leading edge to the trailing edge of the wings. In this case, the flaps.
No mention of the Lindbergh reference?
Don't forget that the airplane talks to you. Feel it and give it what it wants.
really? you need to build a translator
Maybe when you're an expert, but even if it talked to a beginner, it wouldn't be in any language they would understand
Eventually HUDs will be readily available for GA aircraft. A critical angle of attack going up in the field of view of tte pilot would make short field landings more precise
That is a difficult QUESTION to answer, not a GOOD question!
What is the difference on float between a Cessna 172 and a Piper PA 28-161?
depends on the airspeed. Low wing floats more do to additional ground effect. The more airspeed you carry on landing, the more energy you have to dissipate in the float, which takes time and uses runway distance.
I do not flare but go directly from transition to landing. Flaring is overvalued. IMHO: It is not the width but the speed of extension which counts.
Your approach where you say you are fixating on the 1000ft markers... I believe you’re actually aiming at the 2nd stripe. I think if you looked at it, you’d agree, but I’m just suggesting updating either your video or what you claim you’re aiming at. Time stamp 22:22 is what I’m talking about
Can u show where u start yr round out
Are you asking where they fly out of ? It’s KBJC in Colorado…
What if there are no buildings near the runaway and no trees like in Arizona or Nevada?
Depth perception.
There is another method I teach, but hard to explain here. would probably require a short video of it's own.
If you hear the stall horn it is a correct flair!
Touchdown angle of attack depends on the wind! If you are landing with a 12 knot head wind it will not be the same as landing in calm wind!
It's all the same, it just changes your ground speed.
7/11/2021
If as you say floating is “one of the most” common problems when landing, tell us what is the most common problem when landing.
WARNING...6 min of commercials before it plays content
Made the same mistake. You can fast forward through the 6 min counter. This was a live show, so that’s a count down timer